Allison Transmission PDF

TM 9-2320-312-24-3
TECHNICAL MANUAL
UNIT, DIRECT SUPPORT, AND GENERAL SUPPORT

MAINTENANCE MANUAL
FOR
TRUCK, TRACTOR, YARD TYPE:

46,662 GVWR, DED, 4 X 2, M878A2
(NSN 2320-01-452-5579)
Approved for public release; distribution is unlimited.
HEADQUARTERS, DEPARTMENT OF THE ARMY
DECEMBER 2003
TM 9-2320-312-24-3
WARNING SUMMARY
This warning summary contains general safety warnings and hazardous materials warnings that must be understood and
applied during operation and maintenance of this equipment. Failure to observe these precautions could result in serious injury
or death to personnel. Also included are explanations of safety and hazardous materials icons used within the technical man-
ual.
BIOLOGICAL - abstract symbol bug shows that a material may contain bacteria or viruses that
present a danger to life or health.
CHEMICAL - drops of liquid on hand shows that the material will cause burns or irritation to
human skin or tissue.
EAR PROTECTION - Headphones over ears show that noise level will harm ears.
ELECTRICAL - electrical wire to arm with electricity symbol running through human body shows
that shock hazard is present.
EYE PROTECTION - person with goggles shows that the material will injure the eyes.
FIRE - flame shows that a material may ignite and cause burns.
FLYING PARTICLES - arrows bouncing off face with face shield shows that particles flying
through the air will harm face.
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TM 9-2320-312-24-3
HEAVY OBJECT - human figure stooping over heavy object shows physical injury potential from
improper lifting technique.
HEAVY PARTS - hand with heavy object on top shows that heavy parts can crush and harm.
HEAVY PARTS - heavy object on human figure shows that heavy parts present a danger to life or
limb.
HOT AREA - hand over object radiating heat shows that part is hot and can burn.
HYDRAULIC FLUID PRESSURE - hydraulic fluid spraying human figure shows that fluid escap-
ing under great pressure can cause injury or death.
RADIOACTIVE - identifies a material that emits radioactive energy and can injure human tissue or
organs.
VAPOR - human figure in a cloud shows that material vapors present a danger to life or health.
b
TM 9-2320-312-24-3
FOR INFORMATION ON FIRST AID, REFER TO FM 4-25.11
WARNING
CARBON MONOXIDE (EXHAUST GASES) CAN KILL!

• Carbon monoxide is a colorless, odorless, deadly poison which, when breathed, deprives the body of oxygen
and causes suffocation. Exposure to air containing carbon monoxide produces symptoms of headache, dizzi-
ness, loss of muscular control, apparent drowsiness, and coma. Permanent brain damage or death can result
from severe exposure.
• Carbon monoxide occurs in exhaust fumes of internal combustion engines. Carbon monoxide can become dan-
gerously concentrated under conditions of inadequate ventilation. The following precautions must be observed
to ensure safety of personnel when engine of tractor is operated.
1. DO NOT operate tractor engine in enclosed areas without adequate ventilation.
2. DO NOT idle tractor engine without adequate ventilation.
3. DO NOT drive tractor with inspection plates or cover plates removed.
4. BE ALERT for exhaust poisoning symptoms. They are:
• Headache
• Dizziness
• Sleepiness
• Loss of muscular control
5. If you see another person with exhaust poisoning symptoms:
• Remove person from area.
• Expose to fresh air.
• Keep person warm.
• Do not permit physical exercise.
• Administer cardiopulmonary resuscitation (CPR), if necessary.
• Notify a medic.
6. BE AWARE. The field protective mask for nuclear-biological-chemical (NBC) protection will not protect you from car-
bon monoxide poisoning.
The Best Defense Against Carbon Monoxide Poisoning Is Good Ventilation!
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TM 9-2320-312-24-3
WARNING
AIRBRAKE SYSTEM
• DO NOT disconnect any air lines or fittings unless engine is shut down and air system pressure is relieved.
Failure to follow this warning could result in serious injury to personnel.
• Brake chamber contains spring under great pressure. To prevent personnel injury, avoid working directly
behind chamber. If caging bolt will not engage properly, spring may be broken.
• DO NOT remove clamp ring around spring brake chamber. It is under tension and can cause personnel injury if
released.
WARNING
BATTERIES
• To avoid injury, eye protection and acid-resistant gloves must be worn when working around batteries. Do not
smoke, use open flame, make sparks or create other ignition sources around batteries. If a battery is giving off
gases, it can explode and cause injury to personnel. Remove all jewelry such as rings, ID tags, watches, and
bracelets. If jewelry or a tool contacts a battery terminal, a direct short will result in instant heating or electric
shock, damage to equipment, and injury to personnel.
• Sulfuric acid contained in batteries can cause serious burns. If battery corrosion or electrolyte makes contact
with skin, eyes or clothing, take immediate action to stop the corrosive burning effects. Failure to follow these
procedures may result in death or serious injury to personnel.
a. Eyes. Flush with cold water for no less than 15 minutes and seek medical attention immediately.
b. Skin. Flush with large amounts of cold water until all acid is removed. Seek medical attention as required.
c. Internal. If corrosion or electrolyte is ingested, drink large amounts of water or milk. Follow with milk of magnesia,
beaten egg or vegetable oil. Seek medical attention immediately.
d. Clothing/Equipment. Wash area with large amounts of cold water. Neutralize acid with baking soda or household
ammonia.
WARNING
CAB TILT SYSTEM

• Ensure that no part of body is under cab while tilting. Stand clear of front and rear of cab while it is being
raised. Ensure that tools and supplies are removed from cab and that cab doors are securely closed before tilting
cab. Failure to do so may result in injury to personnel.
• Always check that cab tilt safety prop is properly engaged before working under cab. Cab could fall and cause
serious injury or death.
• Ensure cab latch fully engages after lowering cab. If cab latch is not engaged, cab could tilt while in motion.
Failure to follow this warning may result in injury or death to personnel.
d
TM 9-2320-312-24-3
WARNING
CAPACITOR(S)
• To avoid injury, eye protection, protective clothing, and gloves must be worn when working around capacitors.
Capacitors contain an electrolyte that is a potassium hydroxide solution. Potassium hydroxide is highly corro-
sive and can cause serious burns. If capacitor case becomes cracked, leaking electrolyte can result in fumes that
are hazardous to inhale. If electrolyte makes contact with skin, eyes or clothing, take immediate action to stop
the corrosive burning effects. Failure to follow these procedures may result in death or serious injury to person-
nel.
a. Eyes. Flush with plenty of water for at least 15 minutes, occasionally lifting upper and lower eyelids. Seek
medical attention immediately.
b. Skin. Wash with soap and water for at least 15 minutes, while removing contaminated clothing and shoes.
Dispose of contaminated clothing in a manner that limits further exposure. Seek medical attention immedi-
ately.
c. Ingestion. Do NOT induce vomiting. Drink 2-4 cups of milk or water. Seek medical attention immediately.
d. Inhalation. Remove from exposure to fresh air immediately. If not breathing, give CPR (cardio-pulmonary
resuscitation). If breathing is difficult, administer oxygen. Seek medical attention immediately.
• Remove all jewelry such as rings, ID tags, watches, and bracelets, when working around capacitors. If jewelry
or a tool contacts a capacitor terminal, a direct short may result, causing instant heating and electric shock at
the point of short circuit. Damage to equipment and injury to personnel could result.
WARNING
CLEANING AGENTS
Improper cleaning methods and use of unauthorized cleaning agents can injure personnel and damage equip-
ment. To prevent this, refer to TM 9-247 for further instructions.
WARNING
COMPRESSED AIR
Compressed air used for cleaning purposes should never exceed 30 psi (207 kPa). Wear protective clothing
(goggles/shield, gloves, etc.) and use caution to avoid injury to personnel.
WARNING
COOLANT HANDLING
Wear protective gloves when handling coolants. If exposed to coolant, promptly wash exposed skin and
change coolant-soaked clothing. Failure to follow this warning may result in injury to personnel.
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TM 9-2320-312-24-3
WARNING
DRY CLEANING SOLVENT

Dry cleaning solvent MIL-PRF-680 Type III is an environmentally compliant and low toxic material. How-
ever, it may be irritating to the eyes and skin. The use of protective gloves and goggles is suggested. Use in
well-ventilated areas. Keep away from open flames and other sources of ignition.
WARNING
ELECTRICAL SYSTEM MAINTENANCE

Remove all jewelry, watches, rings, etc. prior to disconnecting cables from batteries or other electrical
source. Items can come in contact with battery or electrical source and cause electrical shock. Failure to fol-
low this warning may result in personnel injury or death.
WARNING
ETHER AUTOMATIC COLD START SYSTEM

Ether fuel is extremely flammable and toxic. DO NOT smoke and make sure you are in a well-ventilated
area away from heat, open flames or sparks. Wear eye protection. Avoid contact with skin and eyes and
avoid breathing ether fumes. If fluid enters or fumes irritate the eyes, wash immediately with large quantities
of clean water for 15 minutes. Seek medical attention immediately if ether is inhaled or causes eye irritation.
Failure to follow this warning may cause death or serious injury to personnel.
WARNING
FUEL HANDLING
• DO NOT perform fuel system checks, inspections or maintenance while smoking or near fire, flames or sparks.
Fuel may ignite, causing damage to vehicle and injury or death to personnel.
• Wear fuel-resistant gloves when handling fuels and promptly wash exposed skin and change fuel-soaked cloth-
ing.
• If equipped with arctic heater, be sure to turn heater off during refueling.
Change 1 f
TM 9-2320-312-24-3
WARNING
HAZARDOUS WASTE DISPOSAL

When servicing this vehicle, performing maintenance, or disposing of materials such as engine coolant,
transmission fluid, lubricants, battery acids or batteries, consult your unit/local hazardous waste disposal
center or safety office for local regulatory guidance. If further information is needed, please contact The
Army Environmental Hotline at 1-800-872-3845.
WARNING
HEARING PROTECTION
Hearing protection is required when operating this vehicle or when working in close proximity to vehicle
when it is running. Failure to wear hearing protection may result in hearing loss.
WARNING
HYDRAULIC FLUID HANDLING

Wear protective gloves when handling hydraulic fluids. If exposed to hydraulic fluid, promptly wash
exposed skin and change hydraulic fluid-soaked clothing. Failure to follow this warning may result in injury
to personnel.
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TM 9-2320-312-24-3
WARNING
HYDRAULIC SYSTEM
• DO NOT disconnect or remove any hydraulic system line or fitting unless hydraulic system pressure has been
relieved. Tighten all connections before applying pressure. Escaping hydraulic fluid under pressure can pene-
trate the skin, causing serious injury.
• Search for leaks with a piece of cardboard. Protect hands and body from high-pressure fluids. If an accident
occurs, see a doctor immediately. Any fluid injected into the skin must be surgically removed within a few
hours or gangrene may result.
• At operating temperature, hydraulic oil is hot. Allow hydraulic oil to cool before disconnecting any hydraulic
lines. Failure to do so could result in injury.
• Hydraulic fluid is very slippery. Immediately wipe up any spills. Failure to follow this warning may result in
injury to personnel.
WARNING
LIFTING HEAVY COMPONENTS

• Hydraulic jacks are intended only for lifting tractor, not for supporting vehicle to perform maintenance. DO
NOT get under vehicle after it is raised unless it is properly supported with blocks or other suitable cribbing.
Failure to observe this warning may result in death or injury to personnel.
• Use extreme caution when handling heavy parts. Provide adequate support and use assistance during proce-
dure. Ensure that any lifting device used is in good condition and of suitable load capacity. Keep clear of heavy
parts supported only by lifting device. Failure to follow this warning may result in death or injury to personnel.
• Improper use of lifting equipment and improper attachment of cables to vehicle can result in serious personnel
injury and equipment damage. Observe all standard rules of safety.
WARNING
LUBRICATING OIL HANDLING

Wear protective gloves when handling oils. If exposed to lubricating oil, promptly wash exposed skin and
change oil-soaked clothing. Failure to follow this warning may result in injury to personnel.
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TM 9-2320-312-24-3
WARNING
NBC EXPOSURE
• If NBC exposure is suspected, personnel wearing protective equipment must handle all air cleaner media. Con-
sult your NBC Officer or NBC NCO for appropriate handling or disposal procedures.
• NBC contaminated filters must be handled using adequate precautions (FM 21-40) and must be disposed of by
trained personnel.
WARNING
IF NBC EXPOSURE IS SUSPECTED ALL AIR
FILTER MEDIA WILL BE HANDLED BY PER-
SONNEL WEARING FULL NBC PROTEC-
TIVE EQUIPMENT. SEE OPERATOR/
MAINTENANCE MANUAL.
7690-01-114-3702
To order this NBC decal use:

National Stock Number (NSN) - 7690-01-114-3702
Part Number (PN) - 12296626
Commercial and Government Entity Code (CAGEC) - 19207
WARNING
PRESSURIZED COOLING SYSTEM

• DO NOT service cooling system unless engine has cooled to at least 120°F (50°C) as indicated on coolant tem-
perature gauge. This is a pressurized cooling system and escaping steam or hot coolant will cause serious
burns.
• Wear effective eye, glove, and skin protection when handling coolants. Failure to do so may cause injury.
WARNING
R-134A REFRIGERANT
• Liquid refrigerant, when exposed to air, quickly evaporates and will freeze skin or eye tissue. Use care to pre-
vent refrigerant from touching your skin or eyes. Serious injury or blindness may result if you come in contact
with refrigerant.
• Refrigerant R-134a air conditioning systems should not be pressure tested or leak tested with compressed air.
Combustible mixtures of air and R-134a may form, resulting in a fire or explosion, which could cause person-
nel injury.
i
TM 9-2320-312-24-3
WARNING
SLAVE STARTING
• When slave starting tractor, use NATO slave cable that DOES NOT have loose or missing insulation.
• DO NOT proceed if suitable cable is not available.
• DO NOT use civilian-type jumper cables.
WARNING
YARD TRACTOR OPERATION

• The M878A2 Yard Tractor, without a trailer, is capable of making turns tighter than 90 degrees. When towing a
trailer, attempting turns tighter than 90 degrees will cause interference between tractor and semitrailer. The
point of interference is directly related to the position of the fifth wheel. The higher the fifth wheel, the more
the turning radius is reduced. Failure to follow this warning could result in injury to personnel or damage to
equipment.
• The M878A2 Yard Tractor has a solid mount rear axle suspension and handles differently than a tractor with a
sprung suspension. When operating without a trailer, this difference is even more noticeable. Operators must
become familiar with the handling of the yard tractor, during training and initial operations, to avoid the poten-
tial hazard of vehicle instability and loss of control. Failure to do so may result in serious injury or death to per-
sonnel or damage to equipment.
WARNING
WHEEL AND TIRE ASSEMBLIES

• Whenever wheel nuts require tightening or a wheel has been removed and replaced, wheel nuts must be tight-
ened to the required torque. Failure to follow this warning may result in serious injury to personnel or damage
to equipment.
• To avoid serious injury or death, NEVER attempt to inflate a tire that has been run flat or seriously under
inflated. Break down tire and wheel assembly for inspection.
j
TM 9-2320-312-24-3
C1
TECHNICAL MANUAL HEADQUARTERS

TM 9-2320-312-24-3 DEPARTMENT OF THE ARMY
Change No. 1 Washington, D.C., 2 September 2005

MAINTENANCE MANUAL
FOR

46,662 GVWR, DED, 4 X 2, M878A2
(NSN 2320-01-452-5579)
TM 9-2320-312-24-3, dated 17 December 2003, is changed as follows:
1. File this change sheet in front of the publication for reference purposes.
2. New or changed material is indicated by a vertical bar adjacent to the material and/or by change designa-
tions at the bottom of the affected page.
3. Remove old pages and insert new pages as indicated below:
Remove Pages Insert Pages
c through h c through h
Approved for public release; distribution is unlimited.
By Order of the Secretary of the Army:
PETER J. SCHOOMAKER
General, United States Army
Chief of Staff
Official:
0510805
DISTRIBUTION: To be distributed in accordance with the initial distribution requirements for IDN: 381130, require-
ments for TM 9-2320-312-24-3.
TM 9-2320-312-24-3
LIST OF EFFECTIVE PAGES
Dates of issue for original manual and change pages are:
Original 17 December 2003

Change 1 2 September 2005
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 870 CONSISTING OF THE

FOLLOWING:
Page *Change
No. No.
Cover 0
Blank 0
a and b 0
c 1
d 0
e through h 1
i/j (blank) 0
i through xii 0
Transmission 1-1 through 1-8 0
Transmission pages 3-1 through 3-10 0
Foldout 1 through Foldout 11 0
H-2 0
Troubleshooting i through viii 0
Troubleshooting 1-1 through 1-14 0
A-1 and A-2 0
B-1 through B-10 0
C-1 and C-2 0
A Change 1
TM 9-2320-312-24-3
D-1 through D-38 0

E-1 through E-52 0
F-1 through F-4 0
G-1 and G-2 0
H-1 through H-28 0
K-1 and K-2 0
L-1 and L-2 0
M-1 and M-2 0
N-1 and N-2 0
P-1 through P-52 0
Q-1 through Q-8 0
Steer Axles 1 through 23 0
A-1 through A-5 0
Brakes 1 through 53 0
Rear Axle Parts and Service Manual 0
Power Steering Service Manual 1 through 68 0
Driveshafts 1 through 11 0
Water Heater 1 through 36 0
Air System 1 through 5 0
Air Dryers 1 through 17 0
Fifth Wheels’ Repair 1 through 8 0
Fifth Wheels’ Troubleshooting 1 through 8 0
Alternators’ Troubleshooting 1 through 6 0
DA Form 2028 0
Back Cover 0
* Zero in this column indicates an original page.
B Change 1
TM 9-2320-312-24-3
TECHNICAL MANUAL HEADQUARTERS

TM 9-2320-312-24-3 DEPARTMENT OF THE ARMY
Washington, D.C., 17 December 2003
TECHNICAL MANUAL

MAINTENANCE MANUAL
FOR

46,662 GVWR, DED, 4 X 2, M878A2
(NSN 2320-01-452-5579)
REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS
You can help improve this publication. If you find any mistakes or if you know of a way to improve the pro
cedures, please let us know. Submit your DA Form 2028 (Recommended Changes to Equipment Technical
Publications), through the Internet, on the Army Electronic Product Support (AEPS) website. The Internet
address is http://aeps.ria.army.mil. If you need a password, scroll down and click on “ACCESS REQUEST
FORM”. The DA Form 2028 is located in the ONLINE FORMS PROCESSING section of the AEPS. Fill
out the form and click on SUBMIT. Using this form on the AEPS will enable us to respond quicker to your
comments and better manage the DA Form 2028 program. You may also mail, fax or e-mail your letter, DA
Form 2028 direct to: AMSTA-LC-LPIT/TECH PUBS, TACOM-RI, 1 Rock Island Arsenal, Rock Island,
IL 61299-7630. The e-mail address is: TACOM-TECH-PUBS@ria.army.mil. The fax number is DSN
793-0726 or Commercial (309) 782-0726.
DISTRIBUTION STATEMENT A - Approved for public release; distribution is unlimited.

TM 9-2320-312-24-3
Table of Contents
Page
Number
VOLUME 3
Warning Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a
How to Use This Manual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .xi
GROUP 070 TRANSMISSION
Allison Transmission Service Manual

Section 1. General Information
1-1 Scope of Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2 General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-3 Major Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-4 Model Designation Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-5 Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-6 Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-7 Restoring Transmission to Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-8 Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-9 Specifications and Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-10 Electromagnetic/Radio Frequency Interference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Section 2. Preventive Maintenance
2-1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-2 Periodic Inspection and Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-3 Importance of Proper Fluid Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-4. Electronic Fluid Level Check (When an Optional OLS is Present - Full-Function
Pushbutton or Lever Shift Selectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-5 Electronic Fluid Level Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-6 Manual Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-7 Cold Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-8 Hot Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-9 Keeping Fluid Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-10 Fluid Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-11 Fluid and Filter Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-12 Fluid Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-13 Fluid and Filter Change Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-14 Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-15 Checking Clutch Pressures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-16 Transmission Stall Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2-17 Fluid Leak Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2-18 Output Flange/Yoke and Oil Seal Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2-19 On-Vehicle Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Section 3. General Overhaul Information
3-1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2 Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-3 Replacement Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-4 Careful Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
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TM 9-2320-312-24-3
Page
Number
Allison Transmission Service Manual - Con’t

Section 3. General Overhaul Information - Con’t
3-5 Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-6 Assembly Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3-7 Removing (or Installing) Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3-8 Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3-9 Spring Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3-10 Torque Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Section 4. Transmission Disassembly
4-1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4-2 Disassembly of Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Section 5. Module Rebuild
5-1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-2 General Information for Module Rebuild . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-3 Torque Converter Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-4 Torque Converter Housing Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5-5 Front Support and Charging Oil Pump Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5-6 Rotating Clutch Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5-7 C3/C4 and Main Housing Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5-8 Main Shaft Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5-9 P1 Planetary Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5-10 P2 Planetary Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
5-11 Rear Cover Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5-12 Control Valve Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Section 6. Transmission Assembly
6-1 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6-2 Assembly of Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Section 7. Wear Limits and Spring Data
7-1 Wear Limits Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7-2 Spring Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Supporting Illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foldout 1
Allison Transmission Troubleshooting Manual
Foreword - How to Use This Manual. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii
Safety Information
Important Safety Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Trademarks Used in This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
Shift Selector Terms and Display Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
Section 1. General Description
1–1. Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1–2. Electronic Control Unit (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1–3. Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
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1–4. Throttle Position Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1–5. Speed Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1–6. Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6
1–7. Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–7
1–8. Vehicle Interface Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–9
1–9. Autodetect Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
1–10. Transid Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
Section 2. Definitions and Abbreviations
2–1. Check Trans Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1
2–2. Diagnostic Data Reader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1
2–3. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–2
Section 3. Basic Knowledge
3–1. Basic Knowledge Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1
3–2. Using the Troubleshooting Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2
3–3. System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2
3–4. Important Information in the Troubleshooting Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2
3–5. Beginning the Troubleshooting Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–3
Section 4. Wire Check Procedures
4–1. Checking Opens, Shorts Between Wires, and Shorts-to-Ground . . . . . . . . . . . . . . . . . . . . . 4–1
4–2. Checking at Transmission Connector and the Internal Harness
for Opens, Shorts Between Wires, and Shorts-to-Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–2
Section 5. Oil Level Sensor
5–1. Electronic Fluid Level Check (Shift Selector) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–2. Electronic Fluid Level Check (Pro-Link® 9000). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
Section 6. Diagnostic Codes
6–1. Diagnostic Code Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–2. Code Reading and Code Clearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–3. Diagnostic Code Response. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3
6–4. Shift Selector Displays Related to Active Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4
6–5. Diagnostic Code List and Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4
6–6. Diagnostic Code Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17
Section 7. Input and Output Functions
7–1. Input Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1
7–2. Output Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–3
Section 8. General Troubleshooting of Performance Complaints
Appendices
A. Identification of Potential Circuit Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A–1
B. Checking Clutch Pressures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B–1
C. Solenoid and Clutch Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C–1
D. Wire/Connector Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D–1
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E. Connector Part Numbers, Terminal Part Numbers, Tool Part Numbers,
and Repair Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
F. Throttle Position Sensor Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
G. Welding on Vehicle/Vehicle Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G–1
H. Hydraulic Schematics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .H–1
J. WT Wiring Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
K. Transid 1 Temperature Sensor and Solenoid Resistance Charts . . . . . . . . . . . . . . . . . . . . . .K–1
L. Externally-Generated Electronic Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1
M. Diagnostic Tree — WT Series Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
N. Pro-Link® 9000 Diagnostic Data Reader Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . .N–1
P. Input/Output Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P–1
Q. Transid 2 Thermistor Troubleshooting Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Q–1
GROUP 080 FRONT AXLE
Dana Spicer Steer Axles Service Manual

General Information
Axle Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Axle Assembly Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Julian Date Code. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Model Identification Numbering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Model Coverage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Inspection
Procedures and Intervals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
E Family Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
General Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Component Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Knuckle Vertical Play Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Bushing Inspection (End Play) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Tie Rod Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Tie Rod End Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Alignment/Adjustment
Wheel Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Caster Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Toe Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Steering Stop Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Disassembly, Overhaul, and Assembly
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Kingpin Bushing and Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Appendix
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Wheel Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
E Family Fastener Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-5
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Section 1. General Information
Foreward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Lining Material Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Model Coverage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Parts Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Section 2. Periodic Service
Brake Maintenance Preliminary Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Brake Operation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Periodic Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Service Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Section 3. Removal/Disassembly
Drum Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Shoe Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Brake Adjuster Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Camshaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Air Chamber Bracket Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Spider Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Dustshield Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Cleaning Brake Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Section 4. Inspection
Drum Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Shoe and Lining Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Camshaft Radial Play Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Camshaft Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Camshaft Bushing and Seal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Spider Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Air Chamber Bracket Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Air Chamber Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Brake Adjuster Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Section 5. Repair/Replacement
Camshaft Bushing/Grease Seal Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Lining Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Section 6. Installation/Assembly
Spider Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Dustshield Installation (Two Piece) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Dustshield Installation (One Piece) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Air Chamber Bracket Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Camshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Cam Head Washer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Brake Adjuster Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Shoe and Lining Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Shoe Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Specification Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
v
TM 9-2320-312-24-3
Page
Number
GROUP 090 REAR AXLE
Parts and Service Manual for Drive Axle Type D90-14-2S with Spicer® S Cam Brakes
Section A. Lubrication
Front Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A1
Lubrication and Routine Maintenance of Drive Axle Type D90-14-2S . . . . . . . . . . . . . . . . . . . . . . . .A2
Care of Wheels and Mounting Faces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A4
Section B. Maintenance and Service Instructions for Rear Type 2S Hub Reduction
Unit with Spicer® S Cam Brake
Front Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2
Routine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2
Section 1. Draining the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B2
Section 2. Dismantling Planet Carrier Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B3
Section 3. Removal and Dismantling Hub and Annulus Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B4
Section 4. Removal of Complete Brake Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B5
Section 5. Brake Shoe Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B5
Section 6. Pivot Pin Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B6
Section 7. Dismantling Brake Shoe Lined Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B6
Section 8. Dismantling Brake Bracket and Camshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B7
Section 9. Brake Bracket and Cam Re-Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B8
Section 10. Re-building Brake Shoe Lined Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B9
Section 11. Assembly of Brake Shoes to Brake Bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B10
Section 12. Final Assembly of Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B11
Section 13. Hub and Annulus Re-assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B12
Section 14. Setting Hub Bearings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B14
Section 15. Initial Preparation to Assemble Planet Carrier Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B14
Section 16. Re-assembly of Planet Carrier Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B15
Section 17. Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B16
Tightening Torque Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B17
Stud Fitting/Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B18
Parts Identification/Spares List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B19
Section C. Parts and Service Manual for Type D90 Drive Head
Front Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C2
Routine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C2
Section 1. Preparation for Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3
Section 2. Removal of Complete Drive Head Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3
Section 3. Dismantling Differential Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C3
Section 4. Dismantling Spiral Bevel Pinion Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C4
Section 5. Spiral Bevel Pinion Sub-Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C5
Section 6. Setting Pinion Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C7
Section 7. Main Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C8
Section 8. Setting Crownwheel and Pinion Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C8
Section 9. Gear Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C9
vi
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Page
Number
Parts and Service Manual for Drive Axle Type D90-14-2S with Spicer® S Cam Brakes - Con’t
Section C. Parts and Service Manual for Type D90 Drive Head - Con’t
Section 10. Checking Crownwheel and Pinion Mesh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C9
Section 11. Assembling Drive Head into Casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C13
Section 12. Final Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C13
Tightening Torque Table for Type D90 Drive Head Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C14
Stud Fitting/Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C15
Parts Identification/Spares List for Type D90 Drive Head Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C16
GROUP 110 STEERING
Sheppard M-Series Power Steering Service Manual

Section I. Safety Notice
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Oil Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Gear Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Exploded View of Steering Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Service Parts Kits/Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Section II. Diagnosis & Troubleshooting
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-18
Section III. Common Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Input Shaft Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Sector Shaft Seal Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Bleeding Single Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Bleeding Dual Steering Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Axle Stop Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Alternate Bleed Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Set Relief Plungers Manual Plungers Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Set Automatic Relief Plungers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Adjust Automatic Relief Plungers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Repair Automatic Relief Plungers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Pitman Arm Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Pitman Arm Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Input Shaft Seal Replacement (M-110P2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Section IV. Disassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Section VI. Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Section VII. Dual Steering Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Section VIII. Final Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Section IX. Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Troubleshooting Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Order Sheet - Heavy Duty Power Steering Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
vii
TM 9-2320-312-24-3
Page
Number
GROUP 120 PROPSHAFT
Crane Carrier Propshaft Manual

Inspection/Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
U-Joint Removal and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
GROUP 140 CAB AND SHEET METAL
Espar Hydronic 10 (Water Heater) Installation, Troubleshooting, and Parts Manual

Introduction
Heater Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Heater Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Installation Procedures
Heater Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Heater Mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Heater Plumbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Electrical Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Exhaust/Intake Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Operating Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Heater Operation
Pre-Start Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Start-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Switching Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Operational Flow Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Wiring Diagram 12V Boxed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Wiring Diagram 24V Boxed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Wiring Diagram Universal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Maintenance, Troubleshooting, and Repairs
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Basic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Self Diagnostic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Fault Codes/Description/Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Fuel Quantity Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Repair Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Resistance Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
viii
TM 9-2320-312-24-3
Page
Number
Espar Hydronic 10 (Water Heater) Installation, Troubleshooting, and Parts Manual - Con’t
Heater Components
Parts Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Description and Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Parts - Boxed Units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Parts - Universal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Parts - Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Description and Part Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
GROUP 150 AIR PIPING AND BRAKE
Crane Carrier Air System Manual

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Check Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Meritor WABCO System Saver Series Single Cartridge Air Dryers Maintenance Manual
Section 1. Troubleshooting and Testing
Routine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Maintenance Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Section 2. Installing Replacement Parts
Replacement Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Component Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Desiccant Cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Outlet Check Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Turbo Cut-Off Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Regeneration Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Purge Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Pressure-Controlled Check Valve (PCCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Purge Silencer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Testing the Meritor WABCO System Saver Series Air Dryer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
GROUP 160 MISCELLANEOUS
Holland Fifth Wheels Repair Kit Instructions

Warning Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Parts Explosion for RK-09063 Rebuild Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
RK-09063 Parts Schematic and Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Reassembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ix
TM 9-2320-312-24-3
Page
Number
Holland FW3500 (XA-3501) Fifth Wheel Troubleshooting Guide

Difficult to Uncouple from Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Difficult to Couple to Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Excessive Kingpin Movement Within Lock Jaws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
XA-1313 Pins Rising . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Hard Steering or Binding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
XA-3501 Exploded View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GROUP 170 ELECTRICAL
N1509 Series Troubleshooting Guide for N1509-1 Alternators

Section 1. Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Section 2. Basic Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Section 3. Advanced Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
x
TM 9-2320-312-24-3
HOW TO USE THIS MANUAL

NOTE
If at any time you are unsure how to use this manual or you cannot locate the information you need, notify
your supervisor.
INTRODUCTION
1. This manual is designed to help you perform Unit, Direct Support, and General Support Maintenance on the M878A2
Yard Tractor.
2. The Repair Parts and Special Tools List (RPSTL), TM 9-2320-312-24P, is to be used in conjunction with this manual, to
locate and obtain the repair parts and special tools needed to maintain this equipment.
3. This manual consists of three volumes: Volume 1 contains maintenance and troubleshooting for yard tractor components
NOT covered in the Commercial Service Manuals. Volumes 2 and 3 are a compilation of Commercial off-the-Shelf
(COTS) Service Manuals.
4. A Table of Contents at the front of Volume 1 lists the contents of all volumes of this publication. Each volume also con-
tains a Table of Contents for that particular volume.
5. Volume 1 is written in work package format, in accordance with MIL-STD-40051A:
a. Chapters divide the manual into major categories of information (e.g. Introductory Information with Theory of
Operation, Troubleshooting Procedures, Unit Maintenance, Direct Support Maintenance, General Support Main-
tenance, and Supporting Information).
b. Each Chapter is divided into work packages, which are identified by a 6-digit number (e.g. 0001 00, 0002 00, etc.)
located on the upper right-hand corner of each page. The work package page number (e.g. 0001 00-1, 0001 00-2,
etc.) is located centered at the bottom of each page.
c. If a Change Package is issued to this manual, added work packages use the 5th and 6th digits of their number to
indicate new material. For instance, work packages inserted between WP 0001 00 and WP 0002 00 are numbered
WP 0001 01, WP 0001 02, etc.
6. Volumes 2 and 3 are provided in commercial format.
7. Scan through all volumes of this manual to become familiar with their organization and contents before attempting to
maintain the equipment.
ORGANIZATION OF MATERIAL
1. Maintenance procedures in each volume are sequenced in accordance with the following major assembly groups, as out-
lined in the Maintenance Allocation Chart (MAC) in Volume 1:
a. Group 020—engine
b. Group 040—fuel
c. Group 050—exhaust
d. Group 060—cooling
e. Group 070—transmission
f. Group 080—front axle (includes front axle steering components and front service brakes)
g. Group 090—rear axle (includes rear service brakes)
h. Group 110—steering
i. Group 115—frame
j. Group 120—propshaft
k. Group 140—cab and sheet metal
l. Group 150—air piping and brake
xi
TM 9-2320-312-24-3
ORGANIZATION OF MATERIAL - CONTINUED

m. Group 160—miscellaneous
n. Group 170—electrical
o. Group 180—power take-off (PTO)
p. Group 190—oil piping (all fluid lines except air)
2. In the Commercial Service Manuals, troubleshooting is located in the same section as the maintenance procedures for that
assembly group. For instance, engine troubleshooting is located within Group 020; transmission troubleshooting is
located within Group 070.
3. In the work package-formatted material, troubleshooting for ALL assembly group components is located in work package
0006 00. However, the Troubleshooting Symptom Index in WP 0005 00 contains a listing of ALL troubleshooting proce-
dures, to include those contained in the Commercial Service Manuals.
CONTENTS OF VOLUME I (WORK PACKAGE-FORMATTED MANUAL)

1. A Warning Summary is located at the beginning of this volume. Become familiar with these warnings before performing
troubleshooting or maintenance on the vehicle.
2. A Table of Contents, located in the front of this volume, lists all chapters and work packages in the publication, as well as
the contents of Volumes 2 and 3.
a. The Table of Contents also provides Reporting Errors and Recommending Improvements information and DA
Form 2028 addresses, for the submittal of corrections to this manual.
b. If you cannot find what you are looking for in the Table of Contents, refer to the alphabetical Index at the back of
the manual.
3. Chapter 1, Introductory Information with Theory of Information, provides general information on the manual and the
equipment.
4. Chapter 2, Troubleshooting Procedures, contains troubleshooting.
5. Chapter 3 covers all Unit Maintenance.
6. Chapter 4 covers all Direct Support Maintenance.
7. Chapter 5 covers all General Support Maintenance.
8. Chapter 6 covers Supporting Information: References, Maintenance Allocation Chart (MAC) Introduction, Maintenance
Allocation Chart (MAC), Expendable and Durable Items List, and Tool Identification List.
9. There are electrical system Foldouts at the back of this Volume 1.
CONTENTS OF VOLUMES 2 AND 3 (COMMERCIAL SERVICE MANUALS)

1. Volume 2 contains Group 020—engine.
2. Volume 3 contains:
a. Group 070—transmission.
b. Group 080—front axle
c. Group 090—rear axle
d. Group 110—steering
e. Group 120—propshaft
f. Group 140—cab and sheet metal
g. Group 150—air piping and brake
h. Group 160—miscellaneous
xii
TM 9-2320-312-24-3
FEATURES OF VOLUME I (WORK PACKAGE-FORMATTED MANUAL)
1. Because the major assembly groupings used in this manual do not correspond to military function group codes (FGC) and
are unfamiliar to the soldier, maintenance tasks in Volume I include in their initial setups the following information:
a. MAC Reference (e.g., MAC Group 160)
b. RPSTL Reference (e.g., RPSTL Group 160, Figure 003)
This information will assist the user to locate appropriate MAC guidance and repair parts for the component being main-
tained.
2. WARNINGs, CAUTIONs, NOTEs, subject headings, and other important information are highlighted in BOLD print as a
visual aid.
WARNING
A WARNING indicates a hazard that may result in death or serious injury.
CAUTION
A CAUTION is a reminder of safety practices or directs attention to usage practices that may cause damage
to equipment.
NOTE
A NOTE is a statement containing information that will make the procedures easier to perform.
3. Statements and words of particular interest may be printed in CAPITAL LETTERS to create emphasis.
4. Within a procedural step, reference may be made to another work package in this volume of the manual or to another vol-
ume of this manual or another manual. These references indicate where you should look for more complete information.
a. If you are told: “Fill hydraulic reservoir (WP 0129 00)”, go to work package 0129 00 in Volume 1 of this manual
for instructions on filling the hydraulic reservoir.
b. If you are told: “Raise fifth wheel (TM 9-2320-312-10)”, go to TM 9-2320-312-10 for complete instructions on
raising the fifth wheel. Use the Table of Contents or alphabetical Index in TM 9-2320-312-10 to find the procedure.
c. If you are told “Repair transmission torque converter (Group 070 Commercial Service Manuals)”, go to Group 070
in the Commercial Service Manuals (Volume 3) to find the procedure.
5. Illustrations are placed after, and as close to, the procedural steps to which they apply. Callouts placed on the art may be
text or numbers, or both.
6. Numbers located at the lower right corner of the art (e.g. 376-001, 376-002, etc.) are art control numbers and are used for
tracking purposes. Disregard these numbers.
7. Dasher leader lines used in illustrations indicate that called-out items are not visible in the view depicted (i.e. they are
located within or behind the structure). In Lubrication Charts (WP 0008 00, Unit PMCS Introduction) and in Unit PMCS
(WP 0009 00), dashed leader lines indicate a lubrication that is required on both sides of the equipment.
8. Technical instructions include metric units as well as standard units. For your reference, a Metric Conversion Chart is
located on the inside back cover of the manual.
xiii
TM 9-2320-312-24-3
NOTE
The M878A2 Yard Tractor is equipped with an MD 3560P Transmission.
TM 9-2320-312-24-3 SM2148EN
Service
Manual
Allison Transmission
MD 3560P
Revision 1: 2000 December

1998 December
Division of General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894
www.allisontransmission.com
Printed in the U.S.A. Copyright © 2000 General Motors Corp.

TM 9-2320-312-24-3
ELECTRONIC CONTROL UNIT AND DIAGNOSTIC DATA READER/TOOL

DISPLAYS AND BUTTON NAMES
Shift Selector or Diagnostic Data Reader/Tool (DDR) button and display names are printed in bold capital letters
(UP (↑) arrow, DOWN (↓) arrow, DISPLAY MODE, MONITOR, SELECT, etc.).
The actual message displayed (text and/or letters) is printed within double quotation marks (“O L”, “O K”, etc.).
TRADEMARK USE
The following trademarks are the property of the companies indicated:
• Pro-Link® is a registered trademark of Micro Processor Systems, Inc.

• DEXRON® is a registered trademark of General Motors Corporation.
• Biobor® JF is the registered trademark for a biological inhibitor manufactured by Hammonds Fuel
Additives Company.
• Teflon® is a registered trademark of the DuPont Corporation.
• Loctite® is a registered trademark of the Loctite Corporation.
• Spiralock® is a registered trademark of Spiralock of Michigan.
NOTE:
This publication is revised periodically to include improvements,
new models, special tools, and procedures. A revision is indicated by
letter suffix to the publication number. Check with your Allison
Transmission service outlet for the currently applicable publica-
tion. Additional copies of this publication may be purchased from
authorized Allison Transmission service outlets. Look in your tele-
phone directory under the heading of Transmissions — Truck,
Tractor, etc.
ii Copyright © 1998 General Motors Corp.

TM 9-2320-312-24-3
IMPORTANT SAFETY NOTICE
IT IS YOUR RESPONSIBILITY to be completely familiar with the Warnings and Cau-

tions described in this Service Manual. These Warnings and Cautions advise against the
use of specific service methods that can result in personal injury, damage to the equip-
ment, or cause the equipment to become unsafe. It is, however, important to understand
that these Warnings and Cautions are not exhaustive. Allison Transmission could not
possibly know, evaluate, and advise the service trade of all conceivable ways in which
service might be done or of the possible hazardous consequences of each way. Conse-
quently, Allison Transmission has not undertaken any such broad evaluation. Accord-
ingly, ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION MUST first be thoroughly satisfied
that neither personal safety nor equipment safety will be jeopardized by the service
methods selected.
Proper service and repair are important to the safe, reliable operation of the equipment.
The service procedures recommended by Allison Transmission and described in this Ser-
vice Manual are effective methods for performing service operations. Some of these ser-
vice operations require the use of tools specifically designed for the purpose. The special
tools should be used when and as recommended.
WARNINGS, CAUTIONS, AND NOTES

Three types of headings are used in this manual to attract your attention:
WARNING!
is used when an operating procedure, practice,
etc., which, if not correctly followed, could result
in personal injury or loss of life.
CAUTION:
is used when an operating procedure, practice,
etc., which, if not strictly observed, could result
in damage to or destruction of equipment.
NOTE:
is used when an operating procedure, practice, etc.,
is essential to highlight.
Copyright © 2001 General Motors Corp. iii

TM 9-2320-312-24-3
LIST OF WARNINGS
This manual contains the following warnings —
IT IS YOUR RESPONSIBILITY TO BE FAMILIAR WITH ALL OF THEM.
• If you leave the vehicle and the engine is running, the vehicle can move suddenly
and you or others could be injured. If you must leave the engine running, do not
leave the vehicle until you: Put the transmission in N (Neutral)…and — Apply the
parking brake and emergency brakes and make sure they are properly
engaged…and — Chock the wheels and take any other steps necessary to keep the
vehicle from moving.
• Avoid contact with the hot fluid or the sump when draining transmission fluid.
Direct contact with the hot fluid or the hot sump may result in bodily injury.
• While conducting a stall check, the vehicle must be positively prevented from
moving. Apply the parking brake and service brake, and chock the wheels
securely. Warn personnel to keep clear of the vehicle and its travel path. Failure to
do so can cause serious injury.
• Use appropriate safety equipment such as safety glasses, safety shoes, and gloves.
• Do not burn discarded Teflon® seals; toxic gases are produced by burning
Teflon®.
• Never dry bearings by spinning them with compressed air. A spinning bearing can
disintegrate, allowing balls or rollers to become lethal flying projectiles. Also,
spinning a bearing without lubrication can damage the bearing.
• MD Product Line transmission dry weights are as follows: with PTO provision — 260 kg
(575 lbs).
• The control module assembly weighs approximately 25 kg (56 lb). Handle

carefully to avoid personnel injury or control module damage.
• Piston springs are highly compressed. Be extremely careful during removal and
installation. Personal injury can occur if the spring force is not controlled.
• Transmissions installed in overhaul stands must be positioned vertically before
installing control module. Failure to do so could result in personal injury.
iv Copyright © 2001 General Motors Corp.

TM 9-2320-312-24-3
Section 1. GENERAL INFORMATION 1–7. RESTORING TRANSMISSION

TO SERVICE
1–1. SCOPE OF MANUAL
a. Transmission Exterior. . . . . . . . . . . . . . . 1–6
a. Content and Organization . . . . . . . . . . . .1–1 b. Sealed Breather and Openings . . . . . . . . 1–6
b. Illustrations . . . . . . . . . . . . . . . . . . . . . . . .1–1 c. New Transmissions. . . . . . . . . . . . . . . . . 1–6
d. Stored Without Fluid . . . . . . . . . . . . . . . 1–6
e. Stored With Fluid . . . . . . . . . . . . . . . . . . 1–6
1–8. OPERATING INSTRUCTIONS . . . . . . . . . 1–7
1–9. SPECIFICATIONS AND DATA . . . . . . . . 1–7
1–10. ELECTROMAGNETIC/RADIO
FREQUENCY INTERFERENCE . . . . . . . 1–8
1–2. GENERAL DESCRIPTION
a. Major Modules . . . . . . . . . . . . . . . . . . . . .1–3 Section 2. PREVENTIVE MAINTENANCE
b. Features .. . . . . . . . . . . . . . . . . . . . . . . . . .1–3 2–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1
1–3. MAJOR MODULES 2–2. PERIODIC INSPECTION
a. Input Module . . . . . . . . . . . . . . . . . . . . . .1–4 AND CARE
b. Torque Converter . . . . . . . . . . . . . . . . . . .1–4 a. Exterior Cleaning and Inspection . . . . . 2–1
c. Power Takeoff Provision . . . . . . . . . . . . .1–4 2–3. IMPORTANCE OF PROPER
d. Main Housing and Gear Module . . . . . . .1–4 FLUID LEVEL
a. Transmission Fluid . . . . . . . . . . . . . . . . . 2–1
e. Range Clutches. . . . . . . . . . . . . . . . . . . . .1–4
b. Oil Level Sensor . . . . . . . . . . . . . . . . . . . 2–1
f. Gearing Ratios . . . . . . . . . . . . . . . . . . . . .1–4
c. Electronic Controls and
g. Control System and Electronic Protection Circuits . . . . . . . . . . . . . . . . 2–1
Control Unit (ECU). . . . . . . . . . . . . . . .1–4
2–4. ELECTRONIC FLUID LEVEL CHECK
h. Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . .1–4
(WHEN AN OPTIONAL OLS IS
i. Transmission Fluid Coolers . . . . . . . . . . 1–4 PRESENT — FULL-FUNCTION
PUSHBUTTON OR LEVER SHIFT
SELECTORS)
1–4. MODEL DESIGNATION CODE . . . . . . . . .1–4 a. Fluid Level Check Procedure. . . . . . . . . 2–1
1–5. DIAGNOSIS 2–5. ELECTRONIC FLUID LEVEL CHECK
a. Before Starting . . . . . . . . . . . . . . . . . . . . .1–4
b. DO NOT SHIFT or CHECK TRANS
Light . . . . . . . . . . . . . . . . . . . . . . . . . . .1–4
c. Entering Diagnostic Mode . . . . . . . . . . . .1–4
d. Diagnostic Codes . . . . . . . . . . . . . . . . . . .1–5
a. Fluid Level Check Procedure
e. Displaying Diagnostic Codes . . . . . . . . . .1–5 (WTEC III) . . . . . . . . . . . . . . . . . . . . . 2–2
f. Diagnostic Code Displays . . . . . . . . . . . .1–5 2–6. MANUAL FLUID LEVEL
g. Exiting Diagnostic Mode . . . . . . . . . . . . .1–5 CHECK PROCEDURE
1–6. PRESERVATION AND STORAGE a. Preparation . . . . . . . . . . . . . . . . . . . . . . . 2–3
a. Storage . . . . . . . . . . . . . . . . . . . . . . . . . . .1–5 b. Consistency of Readings . . . . . . . . . . . . 2–3
b. Preservation Methods. . . . . . . . . . . . . . . .1–5 2–7. COLD CHECK
c. One Year Storage (Without Fluid) . . . . . .1–5 a. Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . 2–3
d. One Year Storage (With Fluid). . . . . . . . .1–6 b. Cold Check Procedure . . . . . . . . . . . . . . 2–3
Copyright © 2001 General Motors Corp. v

TM 9-2320-312-24-3
2–8. HOT CHECK d. Possible Points of Fluid Leaks

a. Procedure . . . . . . . . . . . . . . . . . . . . . . . . .2–4 and Their Causes . . . . . . . . . . . . . . . . 2–14
2–9. KEEPING FLUID CLEAN e. Repairing the Leak . . . . . . . . . . . . . . . . 2–15
a. Foreign Material. . . . . . . . . . . . . . . . . . . .2–4 2–18. OUTPUT FLANGE/YOKE AND
OIL SEAL MAINTENANCE
2–10. FLUID RECOMMENDATIONS . . . . . . . . .2–4
2–11. FLUID AND FILTER CHANGE INTERVAL a. Disassembly . . . . . . . . . . . . . . . . . . . . . 2–15
a. Fluid and Filter Changes . . . . . . . . . . . . .2–5 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 2–15
b. Fluid Analysis. . . . . . . . . . . . . . . . . . . . . .2–5
2–19. ON-VEHICLE MAINTENANCE . . . . . . . .2-16
2–12. FLUID CONTAMINATION
a. Water. . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–5
b. Engine Coolant . . . . . . . . . . . . . . . . . . . . .2–6
c. Metal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2–6
2–13. FLUID AND FILTER
CHANGE PROCEDURE Section 3. GENERAL OVERHAUL
a. Drain Fluid . . . . . . . . . . . . . . . . . . . . . . . .2–6 INFORMATION
b. Replace Filters — MD 3560 Trans. . . . . 2–6
3–1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1
c. Refill Transmission. . . . . . . . . . . . . . . . . .2–7 3–2. TOOLS AND EQUIPMENT

a. Improvised Tools and Equipment . . . . . 3–1
2–14. BREATHER b. Special Tools . . . . . . . . . . . . . . . . . . . . . 3–1
a. Location and Purpose. . . . . . . . . . . . . . . .2–7
c. Mechanic’s Tools and
b. Maintenance . . . . . . . . . . . . . . . . . . . . . . .2–7 Shop Equipment . . . . . . . . . . . . . . . . . 3–1
2–15. CHECKING CLUTCH PRESSURES 3–3. REPLACEMENT PARTS
a. Transmission and Vehicle
Preparation. . . . . . . . . . . . . . . . . . . . . .2–8
a. Parts Normally Replaced at Overhaul . . 3–5
b. Recording Data . . . . . . . . . . . . . . . . . . . .2–8
c. Comparing Recorded Data 3–4. CAREFUL HANDLING . . . . . . . . . . . . . . . 3–5
to Specifications . . . . . . . . . . . . . . . . .2–9 3–5. CLEANING AND INSPECTION
2–16. TRANSMISSION STALL TEST a. Dirt Causes Malfunction. . . . . . . . . . . . . 3–5
a. Purpose . . . . . . . . . . . . . . . . . . . . . . . . . 2–12 b. Cleaning Parts. . . . . . . . . . . . . . . . . . . . . 3–5
b. Stall Testing Preparation . . . . . . . . . . . 2–12 c. Cleaning Bearings. . . . . . . . . . . . . . . . . . 3–5
c. Stall Test Procedures — Without d. Keeping Bearings Clean . . . . . . . . . . . . . 3–5
Pro-link®. . . . . . . . . . . . . . . . . . . . . . 2–12 e. Inspecting Bearings . . . . . . . . . . . . . . . . 3–6
d. Stall Test Procedures — With f. Inspecting Cast Parts and
Pro-link®. . . . . . . . . . . . . . . . . . . . . . 2–13 Machined Surfaces . . . . . . . . . . . . . . . 3–6
e. Stall Test Procedures — Smoke g. Inspecting Bushings and Thrust
Controlled Engines . . . . . . . . . . . . . . .2–13 Washers . . . . . . . . . . . . . . . . . . . . . . . . 3–6
f. Neutral Cool-Down Check h. Inspecting Sealrings and Gaskets . . . . . . 3–7
Procedure. . . . . . . . . . . . . . . . . . . . . . 2–13 i. Inspecting Gears . . . . . . . . . . . . . . . . . . . 3–7
g. Stall Test Results . . . . . . . . . . . . . . . . . .2–13 j. Inspecting Splined Parts . . . . . . . . . . . . . 3–7
2–17. FLUID LEAK DIAGNOSIS k. Inspecting Threaded Parts . . . . . . . . . . . 3–7
a. Finding the Leak. . . . . . . . . . . . . . . . . . 2–14 l. Inspecting Retaining Rings. . . . . . . . . . . 3–7
b. Powder Method . . . . . . . . . . . . . . . . . . 2–14 m. Inspecting Springs . . . . . . . . . . . . . . . . . 3–7
c. Black Light and Dye Method. . . . . . . . 2–14 n. Inspecting Clutch Plates . . . . . . . . . . . . . 3–7
vi Copyright © 2001 General Motors Corp.

TM 9-2320-312-24-3
3–5. CLEANING AND INSPECTION (cont’d) d. Removal of Power Takeoff(s) . . . . . . . . 4–2

o. Inspecting Swaged and
Interference-Fit Parts . . . . . . . . . . . . . . .3–8
p. Inspecting Sealing Surfaces . . . . . . . . . . .3-8 e. Removal of Control Module. . . . . . . . . . 4–2
f. Removal of Torque
Converter Module . . . . . . . . . . . . . . . . 4–3
3–6. ASSEMBLY PROCEDURES g. Removal of Converter
a. Parts Lubrication. . . . . . . . . . . . . . . . . . . .3–8 Housing Module . . . . . . . . . . . . . . . . . 4–4
b. Grease Used for Assembly . . . . . . . . . . . .3–8
c. Sealing Compounds and Nonsoluble
Greases. . . . . . . . . . . . . . . . . . . . . . . . . .3–8
d. Clutches and Pistons. . . . . . . . . . . . . . . . .3–8
e. Threaded Plugs and Hydraulic
Fittings . . . . . . . . . . . . . . . . . . . . . . . . . .3–8
f. Lip-Type Seals . . . . . . . . . . . . . . . . . . . . .3–8 h. Removal of Rear Cover Module . . . . . . 4–5
g. Butt-Joint Sealrings . . . . . . . . . . . . . . . . .3–9 i. Removal of Main Shaft Module. . . . . . . 4–5
h. Bearings . . . . . . . . . . . . . . . . . . . . . . . . . .3–9 j. Removal of P2 Module, C5
i. Electrical Components . . . . . . . . . . . . . . .3–9 Clutch Plates, and P1 Module . . . . . . . 4–6
k. Removal of Front Support/Charging
3–7. REMOVING (OR INSTALLING) Pump Module and Rotating
TRANSMISSION Clutch Module. . . . . . . . . . . . . . . . . . . 4–6
a. Drain Fluid . . . . . . . . . . . . . . . . . . . . . . . 3–9 l. Removal of C3/C4 Clutch Assembly
b. Disconnecting Controls . . . . . . . . . . . . .3–10 From Main Housing Module. . . . . . . . 4–7
c. Uncoupling From Driveline, Vehicle,
and Engine . . . . . . . . . . . . . . . . . . . . . .3–10
Section 5. MODULE REBUILD
d. Removing the Transmission. . . . . . . . . .3–10
5–1. SCOPE
3–8. WEAR LIMITS . . . . . . . . . . . . . . . . . . . . . .3–10
a. Section . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
3–9. SPRING SPECIFICATIONS. . . . . . . . . . . .3–10 b. Procedures . . . . . . . . . . . . . . . . . . . . . . . 5–1
3–10. TORQUE SPECIFICATIONS. . . . . . . . . . .3–10 5–2. GENERAL INFORMATION FOR
MODULE REBUILD . . . . . . . . . . . . . . . . . 5–1
Section 4. TRANSMISSION DISASSEMBLY 5–3. TORQUE CONVERTER MODULE
4–1. SCOPE a. Disassembly . . . . . . . . . . . . . . . . . . . . . . 5–1
a. Section . . . . . . . . . . . . . . . . . . . . . . . . . . .4–1 b. Assembly . . . . . . . . . . . . . . . . . . . . . . . . 5–2
b. Procedures. . . . . . . . . . . . . . . . . . . . . . . . .4–1
c. Illustrations . . . . . . . . . . . . . . . . . . . . . . . .4–1
d. General Information . . . . . . . . . . . . . . . . .4–1
e. Foldouts . . . . . . . . . . . . . . . . . . . . . . . . . .4–1
4–2. DISASSEMBLY OF TRANSMISSION
a. Mounting Transmission on 5–4. TORQUE CONVERTER
Repair Stand . . . . . . . . . . . . . . . . . . . . .4–1 HOUSING MODULE
b. Removal of Common Externally-
Mounted Parts . . . . . . . . . . . . . . . . . . . .4–1 a. Module Disassembly . . . . . . . . . . . . . . . 5–3
c. Removal of Speed Sensors . . . . . . . . . . . .4–2 b. Disassembly of the Bearing
Retainer. . . . . . . . . . . . . . . . . . . . . . . . 5–4
Copyright © 2001 General Motors Corp. vii

TM 9-2320-312-24-3
5–5. TORQUE CONVERTER

HOUSING MODULE (cont'd)
c. Disassembly of the PTO

Gear Assembly . . . . . . . . . . . . . . . . . . 5–4
d. Assembly of the PTO Gear
Assembly . . . . . . . . . . . . . . . . . . . . . . 5–4
e. Assembly of the Bearing
Retainer Assembly . . . . . . . . . . . . . . . 5–4
f. Module Assembly . . . . . . . . . . . . . . . . . 5–4
5–5. FRONT SUPPORT AND CHARGING OIL
PUMP MODULE
a. Module Disassembly . . . . . . . . . . . . . . . 5–5
b. Assembly of the Front Support . . . . . . . 5–7
c. Assembly of the Pump Housing . . . . . . 5–8
5–6. ROTATING CLUTCH MODULE
a. Disassembly. . . . . . . . . . . . . . . . . . . . . . 5–9
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 5–11
5–7. C3/C4 AND MAIN HOUSING MODULE
a. Disassembly . . . . . . . . . . . . . . . . . . . . . 5–12
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 5–13
5–8. MAIN SHAFT MODULE
a. Module Disassembly . . . . . . . . . . . . . . .5-14
b. Module Assembly . . . . . . . . . . . . . . . . . 5-14
5–9. P1 PLANETARY MODULE

a. Disassembly. . . . . . . . . . . . . . . . . . . . . 5–14
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 5–15
5–10. P2 PLANETARY MODULE
a. Disassembly. . . . . . . . . . . . . . . . . . . . . 5–16
b. Assembly . . . . . . . . . . . . . . . . . . . . . . . 5–17
viii Copyright © 2001 General Motors Corp.

TM 9-2320-312-24-3
5–11. REAR COVER MODULE 5–12. CONTROL VALVE MODULE

a. Disassembly . . . . . . . . . . . . . . . . . . . . . 5–17 a. Removal of Filters . . . . . . . . . . . . . . . . 5–21
b. Disassembly of the P3 Planetary b. Removal of Electrical Components
Carrier Assembly . . . . . . . . . . . . . . . 5–18 and Sensors. . . . . . . . . . . . . . . . . . . . 5–22
c. Disassembly of the Rear Cover c. Disassembly of the Rotating Clutch
Assembly . . . . . . . . . . . . . . . . . . . . . 5–18 Solenoid Body . . . . . . . . . . . . . . . . . 5–22
d. Assembly of Rear Cover . . . . . . . . . . . 5–18 d. Disassembly of the Stationary Clutch
e. Assembly of the P3 Planetary Solenoid Body . . . . . . . . . . . . . . . . . 5–23
Carrier Assembly . . . . . . . . . . . . . . . 5–19
f. Completion of the Rear
Cover Module . . . . . . . . . . . . . . . . . . 5–20 e. Disassembly of the Main Valve
Body . . . . . . . . . . . . . . . . . . . . . . . . . 5–23
f. Disassembly of the Channel Plate . . . . 5–24
g. Assembly of the Channel Plate . . . . . . 5–24
h. Assembly of the Main Valve Body . . . 5–25
i. Assembly of the Stationary Clutch

Solenoid Body . . . . . . . . . . . . . . . . . 5–25
j. Assembly of the Rotating Clutch
Solenoid Body . . . . . . . . . . . . . . . . . 5–25
k. Installation of the Wiring Harness
Assembly and Cover Plate . . . . . . . . 5–26
Section 6. TRANSMISSION ASSEMBLY

6–1. SCOPE
a. Section . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
b. Procedures . . . . . . . . . . . . . . . . . . . . . . . 6–1
c. Illustrations . . . . . . . . . . . . . . . . . . . . . . 6–1
d. General Information . . . . . . . . . . . . . . . 6–1
e. Foldouts . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–2. ASSEMBLY OF TRANSMISSION
a. Assembly of C3/C4 Clutch. . . . . . . . . . . 6–1
b. Installation of the Rotating
Clutch Module . . . . . . . . . . . . . . . . . . 6–1
c. Installation of the Front Support/
Charging Pump Module . . . . . . . . . . . 6–1
d. Installation of the P1 Planetary
Module . . . . . . . . . . . . . . . . . . . . . . . . 6–2
e. Installation of the P2 Planetary
Module . . . . . . . . . . . . . . . . . . . . . . . . 6–2
f. Installation of the C5 Clutch Pack . . . . . 6–2
g. Installation of the Main Shaft. . . . . . . . . 6–2
h. Main Shaft Selective Shim
Measurement For Models Equipped
With Rear Cover. . . . . . . . . . . . . . . . . . 6–3
Copyright © 2001 General Motors Corp. ix

TM 9-2320-312-24-3
6–2. ASSEMBLY OF TRANSMISSION (cont’d)

i. Installation of Rear Cover Module . . . . . 6-4
j. Installation of Converter Housing

Module . . . . . . . . . . . . . . . . . . . . . . . . . .6–4
k. Installation of the Torque
Converter Module . . . . . . . . . . . . . . . . 6–4
l. Installation of The Control Module . . . . . 6-7 Section 7. WEAR LIMITS AND
SPRING DATA
m. Installation of Power Takeoff(s) . . . . . . . 6–8 7–1. WEAR LIMITS DATA
n. Installation of Speed Sensors . . . . . . . . . .6-8 a. Maximum Variations . . . . . . . . . . . . . . . 7–1
b. Cleaning and Inspection . . . . . . . . . . . . . 7–1
7–2. SPRING DATA
o. Installation of Common Externally- a. Spring Replacement . . . . . . . . . . . . . . . . 7–1
Mounted Parts . . . . . . . . . . . . . . . . . . 6–9 b. Inspection . . . . . . . . . . . . . . . . . . . . . . . . 7–1
q. Removal of Transmission From
Repair Stand . . . . . . . . . . . . . . . . . . . . .6–9
x Copyright © 2001 General Motors Corp.

TM 9-2320-312-24-3
LIST OF SUPPORTING ILLUSTRATIONS

(Back of Service Manual)
CROSS-SECTION VIEWS
1. Model MD 3560 Transmission
EXPLODED VIEWS
2. Torque Converter Module
3. Torque Converter Housing Module, With PTO Provision
4,A. Front Support and Oil Pump Module

4,B. Rotating Clutch Module
5.. Main Housing Module
6.. Main Shaft Module (MD 3560)
7,A. P1 Planetary Module

7,B. P2 Planetary Module
8. Rear Cover and P3 Planetary Module
9,A.. Control Valve Module (Prior To S/N 6510032369)

9,B.. Control Valve Module (S/N 6510032369 To S/N 6510096670)
9,C.. Control Valve Module (Beginning With S/N 6510096671)
10. Output Yoke
11,A. Oil Cooler

11,B Support Equipment
HYDRAULIC SCHEMATIC
12. MD/B 300B 400 - Neutral
Copyright © 2001 General Motors Corp. xi

TM 9-2320-312-24-3
NOTES
xii Copyright © 2001 General Motors Corp.

TM 9-2320-312-24-3
Section 1. GENERAL INFORMATION
1–1. SCOPE OF MANUAL b. Illustrations

1. The text is supported with line drawings and
a. Content and Organization. This Service Manual cross-sectional views. Overhaul procedures are
describes overhaul procedures for the MD/B 300/ illustrated by line drawings. Cross-sections
B 400 Series automatic transmissions (Figures 1–1 show the relationship of assembled parts.
and 1–2). Cross-sections and exploded views are on fold-
out pages in the back of the manual.
• The major transmission components are
described and their functions explained. 2. Illustrations show correct procedures for all
• Detailed instructions are provided for models — including models not illustrated.
disassembly, rebuild, and re-assembly.
• Part inspection instructions are in Section 3.
• Wear limits and spring data are in Section 7.
Copyright © 1998 General Motors Corp. 1–1

TM 9-2320-312-24-3
Figure 1–1. Model MD3560P Transmission — Left-Front View
Figure 1–2. Model MD3560P Transmission — Right-Rear View
1–2 Copyright © 1998 General Motors Corp.

TM 9-2320-312-24-3
1–2. GENERAL DESCRIPTION

The Allison World Transmission is a complete trans-
mission system that includes all hardware needed for
vehicle applications.
a. Major Modules. The transmissions contain the

following major modules:
• Input Module
• Main Housing and Gear Module
• Control Module
• Output Module
b. Features. Features of the transmissions are:

• Six forward speed configuration
• Lockup clutch with torsional damper
• Integral oil filters, serviceable without
complete loss of transmission fluid
• Adaptive, electronic, closed-loop controls with
self-diagnostic capabilities
Figure 1–3. Transmission Nameplate

TM 9-2320-312-24-3
1–3. MAJOR MODULES its own separate cavity which permits removal and re-
placement without complete loss of transmission fluid.
a. Input Module. The Input Module includes:
i. Transmission Fluid Coolers. The main housing
• Engine adaptation accepts remote or integral transmission fluid coolers.
• Torque converter
• Power takeoff gearing
1–4. MODEL DESIGNATION CODE
b. Torque Converter
The following explains the transmission model desig-
1. The torque converter includes a lockup clutch
nation code stamped on the transmission nameplate:
and torsional damper for direct and smooth
transfer of engine power. B — Indicates B series transmission
c. Power Takeoff Provision. Provision for a direct, MD — Indicates MD series transmission
engine-driven PTO is available at two positions. 3 or 4 — Indicates model
d. Main Housing and Gear Module. The Main 0 or 5 — Indicates close or wide ratio (0 = close)
Housing and Gear Module includes: 6 or 7 — Indicates six or seven forward speeds
(not used on B 300/B 400)
• Main Housing
• Oil pump charging system 0 — Indicates major revision
• Three planetary gear sets P — Indicates power takeoff provision
• Two rotating clutches
• Three stationary clutches
1–5. DIAGNOSIS
e. Range Clutches. Range clutches are multiple-
disc, wet-type clutches. Exhaust backfill pressure is
used to reduce fill time for quick response and smooth NOTE:
shifts. Refer to TS2973EN, WTEC III Troubleshooting
f. Gearing Ratios. MD 3560 Series gear ratios are Manual for in-depth troubleshooting procedures.
listed in Table 1–1 following Paragraph 1–9.
g. Control System and Electronic Control Unit a. Before Starting. Before attempting to repair the
(ECU). The control system is capable of recognizing transmission, the faulty condition and its probable
hydraulic and electronic conditions that are not within cause should be identified.
the operating limits of the programmed microchip.
Some out-of-limit conditions can be corrected by the b. DO NOT SHIFT or CHECK TRANS Light.
control system. All out-of-limit condition diagnostic Continued illumination of the DO NOT SHIFT or
codes are stored for later retrieval by a technician. CHECK TRANS light during vehicle operation indi-
cates the ECU has signaled a diagnostic code. At start-
The Electronic Control System includes: up, the DO NOT SHIFT or CHECK TRANS light will
• Electronic Control Unit (ECU) briefly illuminate.
• Control module
• Shift selector c. Entering Diagnostic Mode
• Sensors 1. Pushbutton Shift Selector. Begin by pressing
• Wiring harness (customer-furnished) the UP (↑) and DOWN (↓) arrow keys simul-
The ECU is a high-speed digital computer that re- taneously. Diagnostics will be displayed imme-
ceives information from the sensors and shift selector. diately, if no oil level sensor (OLS) is present.
This information is processed and shift commands are Press the UP (↑) and DOWN (↓) arrow keys
sent to the control module for range selection. simultaneously a second time to enter the Di-
agnostic Mode when an OLS is present. The
h. Oil Filters. Two disposable external-access oil display will list the diagnostic codes logged
filters are part of the control module. Each filter is in positions (d1, d2, d3, etc.).

TM 9-2320-312-24-3
2. Lever Shift Selector. Begin by pressing the 1–6. PRESERVATION AND STORAGE
DISPLAY MODE button. Diagnostics will be
displayed immediately, if no oil level sensor a. Storage (New Transmissions, Before Installa-
(OLS) is present. Press the DISPLAY MODE tion). New transmissions are filled with transmission
button a second time to enter Diagnostic Mode fluid and drained before shipment. The residual fluid
when an OLS is present. The display will list in the transmission provides adequate protection to
the diagnostic codes logged positions (d1, d2, safely store the transmission without further treatment
d3, etc.). for one full year if stored indoors, in conditions of nor-
mal climate, and with all shipping plugs installed.
d. Diagnostic Codes. Diagnostic codes can be dis-
played on the display portion of the shift selector or on CAUTION:
the Diagnostic Data Reader/Tool (DDR or Pro-Link®).
A diagnostic code is either active or historical. An ac- Whenever a transmission is overhauled, ex-
changed, or has undergone repairs, the Elec-
tive code is any code that is current in the ECU deci-
tronic Control Unit (ECU) must be “RESET TO
sion-making process. Historical codes are codes that UNADAPTED SHIFTS”. This will cause the
are retained in the ECU memory and will not necessar- ECU to erase previous adaptive information and
ily affect the ECU decision-making process. Active begin to adapt in Fast Adaptive Mode from the
codes are indicated on the shift selector by the MODE base calibration. Use the Pro-Link® 9000 DDR
ON indicator. and select “RESET TO UNADAPTED SHIFTS”
from the “ACTION REQUESTS” menu. Be sure
e. Displaying Diagnostic Codes. Press and release that YES is bracketed and press ENTER to finish
the MODE button to sequentially display the logged the reset.
diagnostic codes.
b. Preservation Methods. When the transmission is
f. Diagnostic Code Displays. The logged position stored or inactive for an extended period (one or more
(d1, d2, d3, d4, and d5) of the following diagnostic years), specific preservation methods are required to
code is the first item of a diagnostic code display. Af- prevent damage from rust, corrosion, and organic
ter two seconds the main code and sub code are dis- growth in the transmission fluid. Preservation methods
played (example: 25 11). A WTEC III shift selector described are for storage with or without transmission
displays one character at a time. Each character is dis- fluid. The methods are the same whether a transmis-
played for about one second. The displayed diagnostic sion is in or out of a vehicle.
code and the logged position of the code will be dis-
played sequentially until the MODE button is pressed. c. One Year Storage (Without Fluid)
When all codes have been displayed by pressing the 1. Drain the fluid.
MODE button, the first code will be re-displayed. Any
log position not containing a diagnostic code will 2. Seal all openings and the breather with mois-
display “– –” at the code and sub code positions. No ture-proof tape.
codes are logged after a “– –” display. 3. Coat all exposed, unpainted surfaces with pre-
servative grease such as petrolatum (MIL-C-
g. Exiting Diagnostic Mode
11796, Class 2).
1. Press the same buttons used to enter the diag-
4. Remove the breather and spray 30 ml (one
nostic mode.
ounce) of VCI #10 (or equivalent) into the trans-
mission through the breather hole. Also, spray
2. Select any range. The transmission will enter 30 ml (one ounce) through the fill tube hole.
the selected range if the range is not inhibited.
5. If additional storage time is required, repeat
3. Turn off the ignition switch. Steps (3) and (4) at yearly intervals.
4. The ECU diagnostic mode is exited automati-
cally after approximately two minutes have
elapsed without an operator input.

TM 9-2320-312-24-3
d. One Year Storage (With Fluid) year. Just add VCI #10 and Biobor® JF (or
equivalents).
1. Drain the fluid and replace the oil filter ele-
ments.
2. Fill the transmission to operating level with a 1–7. RESTORING TRANSMISSION

mixture of one part VCI #10 (or equivalent) to TO SERVICE
30 parts DEXRON®-III transmission fluid.
Add 1 ml of Biobor® JF (or equivalent) for a. Transmission Exterior. Wash all external grease
every 10 liters (1⁄4 teaspoon for every 3 gallons) from the transmission with mineral spirits.
of fluid in the system. b. Sealed Breather and Openings. Remove all tape
from openings and the breather.
NOTE: c. New Transmissions. If the transmission is new,
When calculating the amount of Biobor® JF drain the residual preservative oil. Refill the
required, use the total volume of the system, not just transmission to the proper level with DEXRON®-III or
the quantity required to fill the transmission. an Allison approved C-4 transmission fluid.
Include external lines, filters, and the cooler. d. Stored Without Fluid. If the transmission was
prepared for storage without fluid, drain the residual
fluid and replace the oil filter elements. Refill the
3. Operate the transmission for approximately
transmission to the proper level with DEXRON®-III or
five minutes at 1500 rpm with the transmission
an Allison approved C-4 transmission fluid.
in neutral.
e. Stored With Fluid. If the transmission was pre-
4. Make sure the transmission shifts through all pared for storage with fluid, it is not necessary to drain
ranges and that the lockup clutch is also acti- and refill the transmission with new transmission fluid.
vated. Check for proper fluid level. Add or drain transmission
fluid, as required, to obtain the proper level.
5. Continue operating the transmission in neutral
at 1500 rpm until normal operating tempera-
ture is reached.
CAUTION:
If the unit does not have a converter-out temper-
ature gauge, do not stall the converter.
6. If normal operating temperature is less than

107°C (225°F), shift the transmission to for-
ward range and stall the converter. Do not ex-
ceed 107°C (225°F).
7. As soon as the transmission is cool enough to

touch, seal all openings and the breather with
moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-

servative grease such as petrolatum (MIL-C-
11796), Class 2.
9. If additional storage time is required, repeat

Steps 2 through 8 at yearly intervals, except, it
is not necessary to drain the transmission each

TM 9-2320-312-24-3
1–8. OPERATING INSTRUCTIONS 1–9. SPECIFICATIONS AND DATA

Detailed transmission operation information is in the The following specifications and data provide a quick
MD/HD/B Series Principles of Operation Manual, reference to the major characteristics of the transmis-
PO2454EN or WTEC III Operator’s Manual, sion. More detailed information may be obtained from
OM2995EN. Refer to the latest edition. Sales Tech Data books.
Table 1–1. Specifications And Data Chart*
Range MD 3560**
First 4.59:1
Second 2.25:1
Third 1.54:1
Fourth 1.00:1
Fifth 0.75:1
Sixth 0.65:1
Seventh N/A
Reverse –5.00:1
HYDRAULIC SYSTEM:
Fluid type . . . . . . . MIL-L-2104, MIL-L-46167, DEXRON®-III, C-4 (Refer to Section 2,
Preventive Maintenance, for fluid recommendations.)
Filters, main
and cooler . . . . . . . Dual integral, replaceable cartridge type
Cooler. . . . . . . . . . Remote mounted, optional integral
SIZE: MD 3000P
Length (transmission 826.1 mm†
mounting face to end (32.52 in.)
of output shaft) 821.9 mm††
(32.36 in.)
Depth (centerline to 325.3 mm
lowest point) (12.81 in.)
Dry Weight 260 kg (575 lb)
(Refer to drawings AS66-001 through AS66-005 for more information.)
* All data and specifications are subject to change without notice.
** Gear ratios do not include torque converter multiplication.
†Models prior to 1995
††1995 Models

TM 9-2320-312-24-3
1–10. ELECTROMAGNETIC/RADIO or adversely affect vehicle operation. Manufacturers

FREQUENCY INTERFERENCE and installers of EMI/RFI emitting equipment are
responsible for adhering to FCC regulations and other
All electrical and electronic systems generate guidelines concerning emitted radio frequency
electromagnetic fields that can interfere with other interference for transportation electronics. Radio or
electronic systems. Allison Transmission’s electronic other two-way communication antenna, power, or
transmission controls comply with Federal ground leads near the transmission wiring harness,
Communications Commission (FCC) regulations and control devices, or power leads may create or be
other guidelines concerning emitted radio frequency subject to electromagnetic interference (EMI). Refer
interference for transportation electronics. Some to the latest edition of WTEC III Troubleshooting
radio-telephone or two-way communications radios Manual, TS2973EN, for detailed instructions
(land-mobile radio), or the manner in which they are regarding EMI problems.
installed, can be affected by other vehicle components

TM 9-2320-312-24-3
Section 2. PREVENTIVE MAINTENANCE

2–1. SCOPE b. Oil Level Sensor. The optional oil level sensor
(OLS) allows the operator to check the fluid level from
Proper care and regular maintenance ensures the trans-
either a full-function pushbutton or a lever shift selec-
mission meets its duty requirements. Perform the
tor.
maintenance procedures described in this section on a
regular basis to prevent premature transmission or sup-
port equipment failure. Allison transmissions are man- NOTE:
ufactured to provide long term, efficient service in • The oil level sensor compensates for transmission
their designed applications. fluid temperatures from 60–104°C (140–220°F).
Any temperature below 60°C (140°F) or above
104°C (220°F) will result in an “Invalid for Dis-
2–2. PERIODIC INSPECTION play” condition.
AND CARE
• To accurately check the transmission fluid level
a. Exterior Cleaning and Inspection with the dipstick, the transmission fluid must be
at operating temperature.
1. Clean and inspect the exterior of the transmis-
sion at regular intervals. Severity of service c. Electronic Controls and Protection Circuits.
and operating conditions determine the fre- The electronic controls and protection circuits alert the
quency of inspections. operator to a transmission malfunction or the need for
2. Inspect the transmission for: service. The electronic controls and protection circuits
do not replace regular, manual fluid level checks.
• Loose bolts — transmission and mounting Check the fluid level at the intervals specified in vehi-
components
cle service instructions.
• Fluid leaks — repair immediately
• Loose, dirty, or improperly adjusted throttle 2–4. ELECTRONIC FLUID LEVEL
sensor linkage CHECK (WHEN AN OPTIONAL
• Damaged or loose fluid hoses OLS IS PRESENT — FULL-
• Worn, frayed, or improperly routed FUNCTION PUSHBUTTON OR
electrical harnesses
LEVER SHIFT SELECTORS)
• Worn or out-of-phase driveline U-joints and
slip fittings a. Fluid Level Check Procedure
1. Park the vehicle on a level surface and shift to

CAUTION: N (Neutral). Apply the parking brake.
DO NOT pressure-wash the transmission electri-
cal connectors. Water and detergent cause the 2. On the lever shift selector, press the DISPLAY
electrical contacts to corrode and become faulty. MODE pushbutton once.
2–3. IMPORTANCE OF NOTE:

PROPER FLUID LEVEL The ECU may delay the fluid level check until the
following conditions are met:
a. Transmission Fluid. Transmission fluid cools,
lubricates, and transmits hydraulic power. Always • The fluid temperature is above 60°C (140°F) or
maintain the correct fluid level. If the level is too low, below 104°C (220°F).
• The transmission is in neutral.
the torque converter and clutches do not receive
• The vehicle has been stationary for approxi-
enough fluid and the transmission overheats. If the
mately two minutes to allow the fluid to settle.
level is too high, the fluid aerates causing the transmis-
• The engine is at idle.
sion to shift erratically and overheat.

TM 9-2320-312-24-3
3. Correct fluid level is reported when “O L” is Code Cause of Code

displayed (“O L” indicates the Oil Level Check
“O L – – 5 0” — Engine speed (rpm) too low
Mode), followed by “OþK”. The “O K” dis-
play indicates the fluid level is within the “O “O L – – 5 9” — Engine speed (rpm) too high
K” zone. The sensor display and the transmis- “O L – – 6 5” — N (Neutral) must be selected
sion dipstick may not agree exactly because the “O L – – 7 0” — Sump fluid temperature too low
oil level sensor compensates for fluid tempera- “O L – – 7 9” — Sump fluid temperature too high
ture. Example: For a WTEC III selector, the
display would be “o,L,o,K.” “O L – – 8 9” — Output shaft rotation
“O L – – 9 5” — Sensor failure
4. Low fluid level is reported when “O L” is dis-
played, followed by “L O” and a number. “L 8. To exit the oil level display mode (WTEC III
O” indicates a low fluid level and the number selector):
of quarts of fluid the transmission requires.
Confirm a low fluid level condition by making • Lever shift selector — press the DISPLAY
a manual fluid level check. Example: MODE pushbutton two times or move the
“o,L,L,o,2” — indicates 2 additional quarts of lever.
fluid will bring the fluid level.
5. High fluid level is reported when “O L” is 2–5. ELECTRONIC FLUID LEVEL
displayed, followed by “H I”. “H I” indicates CHECK
high fluid level and the number of quarts the
transmission is overfilled. Example: For a a. Fluid Level Check Procedure (WTEC III)
WTEC III selector, the display would be
1. Connect the DDR (Pro-Link 9000) to the
“o,L,H,I,1.”
DDR connector on the wiring harness.
CAUTION: 2. Scroll (down) the Diagnostic Data List to “OIL

LVL” display.
Low or high fluid level can cause overheating and
irregular shift patterns. These conditions can 3. Read the fluid level. Repeat to confirm the first
damage the transmission if not corrected. reading.
4. An Invalid for Display condition is indicated
6. An Invalid for Display condition is reported
by a message on the DDR. (Reasons for Invalid
when “o, L” is displayed, followed by “–þ–”
For Display are the same as those in the chart
and “,7,0”. The displayed number is a fault
in Paragraph 2–4 above under “Cause Of
code, and indicates improper conditions or a
Code.”)
system malfunction.
7. Invalid for Display is activated when condi-
tions do not allow the fluid level to be checked.
Review the following codes and conditions,
and correct as necessary. If these conditions
cannot be corrected, contact the nearest distrib-
utor or dealer in your area. (Check the tele-
phone directory for the Allison Transmission
service outlet nearest you.)

TM 9-2320-312-24-3
2–6. MANUAL FLUID LEVEL

CHECK PROCEDURE
WARNING!
If you leave the vehicle and the engine is running,
the vehicle can move suddenly and you or others
could be injured. If you must leave the engine
running, do not leave the vehicle until you:
• Put the transmission in N (Neutral)…and
• Apply the parking brake and emergency
brakes and make sure they are properly en-
gaged…and
• Chock the wheels and take any other steps
necessary to keep the vehicle from moving.
a. Preparation. Clean all dirt from around the end

of the fluid fill tube before removing the dipstick. Do
not allow dirt or foreign matter to enter the transmis-
sion. Dirt or foreign matter in the hydraulic system
may clog passages and cause undue transmission part
wear or sticking valves.
b. Consistency of Readings. Always check the Figure 2–1. Fluid Dipstick Markings
fluid level reading at least twice using the following
procedure. Consistency (repeatable readings) is impor- b. Cold Check Procedure
tant to maintaining proper fluid level. If inconsistent 1. Park the vehicle on a level surface, chock the
readings persist, check the transmission breather to be wheels, and apply the parking brake.
sure it is not clogged. If readings are still inconsistent,
contact your nearest Allison distributor or dealer. 2. Run the engine at idle (500–800 rpm) for about
one minute. Shift to D (Drive) and then to
R (Reverse) to clear the hydraulic system of
2–7. COLD CHECK (Figure 2–1) air. Then shift to N (Neutral) and allow the en-
gine to remain at idle (500–800 rpm).
a. Purpose. The purpose of the cold check is to de-
termine if the transmission has enough fluid to be op- 3. With the engine running, remove the dipstick
erated safely until a hot check can be made. from the tube and wipe clean.
4. Insert the dipstick into the tube and remove.
CAUTION: Check the fluid level. Repeat the check proce-
DO NOT start the engine until the presence of dure to verify the reading.
sufficient transmission fluid has been confirmed. 5. If the fluid level is within the “COLD RUN”
Remove the transmission fluid dipstick and be band, the transmission can be operated until
sure the static fluid level is near the HOT FULL
the fluid is hot enough to perform a “HOT
mark.
RUN” check. If the fluid level is not within the
“COLD RUN” band, add or drain as necessary
to bring the fluid level to the middle of the
“COLD RUN” band.
6. Perform a hot check at the first opportunity
after normal operating temperature is
reached — 71–93°C (160–200°F).

TM 9-2320-312-24-3
2–8. HOT CHECK (Figure 2–1) level is within the “HOT RUN” band on the
dipstick (refer to Figure 2–1).
WARNING!
2–9. KEEPING FLUID CLEAN
If you leave the vehicle and the engine is running,
the vehicle can move suddenly and you or others
could be injured. If you must leave the engine CAUTION:
running, do not leave the vehicle until you: Containers or fillers that have been used for an-
• Put the transmission in N (Neutral)…and tifreeze or engine coolant solution must NEVER
• Apply the parking brake and emergency be used for transmission fluid. Antifreeze and
brakes and make sure they are properly en- coolant solutions contain ethylene glycol which, if
gaged…and put into the transmission, can cause clutch plate
failure.
• Chock the wheels and take any other steps
necessary to keep the vehicle from moving.
a. Foreign Material. Prevent foreign material from
entering the transmission by using clean containers,
CAUTION: fillers, etc. Lay the dipstick in a clean place while fill-
An accurate fluid level check cannot be made un- ing the transmission.
less the engine is idling (500–800 rpm) in N (Neu-
tral), the transmission fluid is at the proper 2–10. FLUID RECOMMENDATIONS
temperature, and the vehicle is on a level surface.
1. The hydraulic fluids (oils) used in Allison
a. Procedure transmissions directly affect transmission per-
formance, reliability, and durability. Use
1. Operate the transmission in D (Drive) range DEXRON®-III fluid for regular duty, on-high-
until normal operating temperature is reached: way applications. Use Allison Type C-4 fluids
• Sump temperature — for severe duty and off-highway applications.
71–93°C (160–200°F)
2. Some DEXRON®-III fluids are also qualified
• Converter-out temperature — as Type C-4 fluid. To ensure your fluid is qual-
82–104°C (180–220°F) ified for use in Allison transmissions, check for
If a transmission temperature gauge is not a DEXRON®-III or Type C-4 fluid license, or
present, check fluid level when the engine wa- approval number on the fluid container, or con-
ter temperature gauge has stabilized and the sult the lubricant manufacturer. Consult your
transmission has been operated under load for Allison Transmission dealer or distributor be-
at least one hour. fore using any fluid types except those fluids
qualified for use in Allison transmissions.
2. Park the vehicle on a level surface and shift to
N (Neutral). Apply the parking brake and
CAUTION:
block the wheels. Allow the engine to idle
(500–800 rpm). Disregarding minimum fluid temperature limits
can result in transmission malfunction or re-
3. With the engine running, remove the dipstick duced transmission life.
from the tube and wipe clean.
4. Insert the dipstick into the tube and remove. 3. When choosing the optimum viscosity grade of
Check fluid level. Repeat the check procedure fluid to use, duty cycle, preheat capabilities,
to verify the reading. and/or geographical location must be taken
into consideration. Table 2–1 lists the mini-
5. If the fluid level is not within the “HOT RUN” mum fluid temperatures at which the transmis-
band, add or drain as necessary to bring the sion may be safely operated. Preheat with
fluid level to within the band. Safe operating auxiliary heating equipment or by running the

TM 9-2320-312-24-3
equipment or vehicle with the transmission in

neutral for a minimum of 20 minutes before at-
tempting range operation. CAUTION:
Transmission fluid and filters must be changed
Table 2–1. Transmission Fluid Operating whenever there is evidence of dirt or a high tem-
Temperature Requirements perature condition. A high temperature condi-
(Ambient Temperature Below Which Preheat Is Required) tion is indicated when the transmission fluid is
discolored, has a strong odor or has exceeded oil
Viscosity Grade Celsius Fahrenheit analysis limits shown in Table 2–3.
0W-20* –30 –22 b. Fluid Analysis. Transmission protection and
DEXRON®-III –27 –17 fluid change intervals can be optimized by monitoring
SAE 10W –20 –4 fluid oxidation according to the tests and limits shown
SAE 15W-40 –15 5 in Table 2–3. Consult your local telephone directory
for fluid analysis firms. To ensure consistent and accu-
SAE 30 0 32 rate fluid analysis, use only one fluid analysis firm.
SAE 40 10 50 Refer to the Technician’s Guide for Automatic Trans-
* “Arctic” as defined by MIL-L-46167B mission Fluid, GN2055, for additional information.
2–11. FLUID AND FILTER Table 2–3. Fluid Oxidation Measurement Limits
CHANGE INTERVAL
Test Limit
Viscosity ±25% change from new fluid
CAUTION:
Carbonyl Absorbance +0.3 A*/0.1 mm change from
Transmission fluid and filter change frequency is new fluid
determined by the severity of transmission ser-
vice. More frequent changes may be necessary Total Acid Number +3.0 change from new fluid
than recommended in the general guidelines Solids 2% by volume maximum
when operating conditions create high levels of * A= Absorbance Units
contamination or overheating.
2–12. FLUID CONTAMINATION
a. Fluid And Filter Changes. Table 2–2 is given
only as a general guide for fluid and filter change
interval. CAUTION:
Table 2–2. Transmission Fluid and Filter Change Upon discovering transmission fluid contamina-
tion, if there is any doubt about the total clean-up
Transmission Fluid and Filter Change Interval of the cooler, replace the cooler. Contamination
MD Series After the first 8000 km (5000 remaining in the cooler can re-contaminate the
B 300/B 400 miles); thereafter, 40 000 km transmission fluid.
(On-highway) (25,000 miles) or 18 months*
a. Water
MD Series After first 500 hours;
(Off-highway) thereafter, 1000 hours max, 1. At each fluid change, examine the drained
or 18 months* fluid for evidence of dirt or water. A normal
* Whichever occurs first. amount of condensation will appear in the fluid
during operation.
2. Obvious water contamination of the transmis-

sion fluid requires inspecting and pressure test-
ing the cooler (heat exchanger) for leaks between
the water and fluid areas. Transmission fluid in
the water side of the cooler (heat exchanger) is
another sign of a leak.

TM 9-2320-312-24-3
1. Drain the transmission fluid when the fluid is at

NOTE: operating temperature — 71–93°C (160–200°F).
Cooler water can also be contaminated by engine Hot fluid flows quicker and drains more
oil. Be sure to locate the correct source of cooler wa- completely.
ter contamination.
2. Remove drain plug assembly 11 (Figure 2–2)
from the control module and allow the fluid to
b. Engine Coolant. Engine coolant (ethylene gly-
drain into a suitable container.
col) in the transmission hydraulic system requires im-
mediate action to prevent malfunction and possible se- 3. Examine the fluid as described in Paragraph
rious damage. The transmission must be completely 2–12.
disassembled, inspected, and cleaned. Remove all
traces of the coolant and varnish deposits resulting
b. Replace Filters — MD 3560 Transmission
from engine coolant contamination. Replace friction
(Figure 2–2)
clutch plates contaminated with engine coolant.
c. Metal
CAUTION:
Do not interchange filters for the deep and shal-
CAUTION: low sump. Installation of the wrong filter can
If excessive metal contamination has occurred, cause damage to the transmission.
replace the oil cooler and visually inspect all
bearings in the transmission.
1. To replace the oil filters on units prior to
S/N 6510069120, remove twelve bolts 5, two
Visible metal particles in the transmission fluid (ex- filter covers 4, two o-rings 2, two square cut
cept for the minute particles normally trapped in the seals 3, and two filters 1 from the bottom of the
oil filter) may indicate internal transmission damage. control module.
When these particles are found in the sump, the trans-
mission must be disassembled and closely inspected to 2. To replace the oil filters on units beginning
find the source. Metal contamination requires complete with S/N 6510069120, remove twelve bolts 5,
transmission disassembly. Clean all internal and external two filter covers 4, two gaskets 8, two
hydraulic circuits, cooler, and all other areas where the o-rings 7, two o-rings 6 and two filters 1 from
particles could lodge. the bottom of the control module.
3. When reinstalling parts on units prior to

2–13. FLUID AND FILTER S/N 6510069120, lubricate and install an
CHANGE PROCEDURE o-ring 2 on each cover 4. Install a square cut
seal 3 on each cover 4. Lubricate filter o-ring
and install filters 1 onto covers 4.
NOTE:
If only filters are being replaced, do not drain the 4. When reinstalling parts on units beginning
fluid. with S/N 6510069120, lubricate and install
new o-rings 6 and 7 on each cover 4. Lubricate
o-ring inside filter 1 and push filter onto each
a. Drain Fluid cover 4. Install new gasket 8 on each cover 4
and align holes in gasket with holes in cover.
WARNING!
Avoid contact with the hot fluid or the sump
when draining transmission fluid. Direct contact
with the hot fluid or the hot sump may result in
bodily injury.

TM 9-2320-312-24-3
3. After refill, check the fluid level (refer to Para-

CAUTION: graphs 2–6 and 2–7).
Do not use the bolts to draw filter covers to the
sump. This can damage the covers, seals, or sump.
NOTE:
5. Install filter 1 and cover 4 assemblies into the When the transmission is not completely disassem-
filter compartment. Index each filter/cover as- bled or when just filters or fluid is changed, some
sembly to the holes in the channel plate/sump. fluid will remain in the transmission so that refill
Push the filter/cover assemblies in by hand to quantity will be less than for a dry unit.
seat the seals.
6. Install six bolts 5 into each cover 4 and tighten 4. Refer to Table 2–4 for typical initial fill (dry
them to 51–61 N·m (38–45 lb ft). unit) and for fluid amounts required to fill
coolers and the remote retarder accumulator.
Table 2–4. Fluid Fill Quantities
Item Being Filled Initial Fill*

MD3560P Dry 25.0 liters
2.00 inch Sump
Transmission 26.0 quarts
2–14. BREATHER
a. Location and Purpose. The breather is located

on top of the transmission converter housing. It serves
to prevent air pressure buildup within the transmission
and must be kept clean and open.
b. Maintenance
1. The amount of dust and dirt encountered will
determine the frequency of breather cleaning.
Use care when cleaning the transmission exte-
rior. Spraying steam, water, or cleaning solu-
tion directly at the breather can force the water
Figure 2–2. Filter Change or cleaning solution into the transmission.
c. Refill Transmission 2. Always use a wrench of the proper size to

remove or replace the breather. Pliers or a pipe
1. Inspect drain plug assembly 11 (Figure 2–2) wrench can crush or damage the stem and
and replace o-ring 9 or plug 10 as required. produce metal chips which could enter the
transmission.
NOTE:
Whenever metallic particles larger than those nor-
2–15. CHECKING CLUTCH
mally found in filters are present on plug 10, the
transmission must be disassembled to find and re- PRESSURES
pair the source of the contamination. Checking individual clutch pressures helps to
determine if a transmission malfunction is due to a
mechanical or an electrical problem. Properly making
2. Tighten drain plugs to 25–32 N·m (18–24 lb ft) these pressure checks requires transmission and
after inspection is completed. vehicle (or test stand) preparation, recording of data,

TM 9-2320-312-24-3
and comparing recorded data against specifications b. Recording Data

provided. 1. Use the Pro-Link® 9000 diagnostic tool
J 38538, which allows selecting of individual
ranges so that clutch pressures can be
NOTE:
measured with the vehicle stationary. Consult
Check to see if there are diagnostic codes set which the Pro-Link® 9000 operating instructions for
are related to the transmission difficulty you are Action Request and select Clutch Test Mode.
evaluating. Proceed to make mechanical prepara- Follow instructions to select individual ranges.
tions for checking clutch pressures after codes have Record pressures in the desired range(s).
first been evaluated.
NOTE:
a. Transmission and Vehicle Preparation Check lockup clutch pressure by driving the vehicle
in a range where lockup can be obtained. Record
1. Remove the plugs from the pressure tap loca- the pressure values at the engine speed and sump
tions where measurement is desired (refer to fluid temperature values shown in Table 2–5. The
Figure 2–3). lockup clutch is functioning correctly when engine
speed and turbine speed values are equal as
recorded from the Pro-Link® 9000.
CAUTION:
Be sure that the hydraulic fittings have the same
thread as the plugs removed (7⁄16-20 UNF-
2A). Also please note that these fittings must be
straight thread, o-ring style. Failure to do this
will result in damage to the control module.
2. Install hydraulic fittings suitable for attaching

pressure gauges or transducers.
3. Connect pressure gauges or transducers. Pres-

sure gauge set J 26417-A is available for this
purpose. See Table 2–6 for pressure levels ex-
pected.
4. Check that engine speed can be monitored

(Pro-Link® 9000 diagnostic tool may be used
for this purpose).
Figure 2–3. Clutch Pressure Check Points
5. Be sure that transmission sump fluid tempera-
ture can be measured. (Pro-Link® 9000 diag- 2. Consult Table 2–5 for clutch pressure test con-
nostic tool may be used for this purpose.) ditions.
3. Operate the transmission at the conditions
6. Be sure that the transmission has enough fluid shown in Table 2–5 and record engine speed,
for cold operation until an operating tempera- transmission sump fluid temperature, main hy-
ture fluid level can be set. draulic pressure, and clutch pressures in the
ranges where a problem is suspected.
7. Bring the transmission to normal operating
temperature of 71–93ºC (160–200ºF). Check
for fluid leaks in the added pressure gauge/
transducer lines. Repair leaks as needed. Be
sure that fluid level is correct.

TM 9-2320-312-24-3
c. Comparing Recorded Data to Specifications 4. If clutch pressures are not within specification,
1. Be sure that engine speed and transmission take corrective action to replace the internal
sump fluid temperatures were within the values parts of the transmission necessary to correct
specified in Table 2–5. the problem.
2. Compare the main pressure and clutch- 5. Recheck pressure values after the transmission
pressure data, recorded in Step b, with the has been repaired.
specifications in Table 2–6.
6. Return the transmission to its original configu-
3. If clutch pressures are within specifications, re- ration. (Remove instrumentation and reinstall
turn the transmission and vehicle to their origi- any components removed for the pressure test-
nal configuration and proceed with electrical ing. Pressure tap plugs should be reinstalled
troubleshooting. and tightened to 10–13 N·m (7–10 lb ft).)
Table 2–5. Clutch Pressure Test Conditions
Engine Sump Fluid Clutches
Test Type rpm Temp Range Pressurized
580–620 71–93ºC Neutral C5
— Idle Check (160–200ºF) Reverse C3 C5
1C C1 C5
2C (2nd gear start) C1 C4
2080–2120 Reverse C3 C5
— High Speed Neutral C5
1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
4L C1 C2 LU
5L C2 C3 LU
6L C2 C4 LU

Table 2–6. Main Pressure and Clutch Pressure Specifications
2–10
(Sump Fluid Temperature Same as in Table 2–5)
Main Press. Range Clutch Conv. Out Lube LU Clutch T-Case Main
Engine Clutches Spec. Press. Spec.* Press. Spec Press. Spec Press. Spec. Press. Spec.
Test Type rpm Range Applied kPa / [psi] kPa / [psi] kPa/[psi] kPa/[psi] kPa / [psi]* kPa / [psi]
— Idle 580–620 Neutral C5 1400–2000 0–40 (C5) —
[203–290] [0–5.8]
Reverse C3 C5 1400–2000 0–40 (C3 & C5) 3.5 min.
[203–290] [0–5.8] [0.5 min.]
1C C1 C5 1300–1970 0–70 (C1) 3.5 min.
[189–286] [0–10] [0.5 min.]
0–40 (C5)
Copyright © 1998 General Motors Corp.
[0–5.8]
2C C1 C4 1300–1970 0–70 (C1) 3.5 min.
TM 9-2320-312-24-3
[189–286] [0–10] [0.5 min.]
0–40 (C4)
[0–5.8]
— High Speed 2080–2120 Neutral C5 1825–1965 0–40 (C5) 310–410 150–190
[265–285] [0–5.8] [45–60] [22–28]
Reverse C3 C5 1825–1965 0–40 (C3 & C5) 310–410 150–190
[265–285] [0–5.8] [45–60] [22–28]
1C C1 C5 1550–1690 0–70 (C1) 310–410 150–190
[225–245] [0–10] [45–60] [22–28]
0–40 (C5)
[0–5.8]
2C C1 C4 1550–1690 0–70 (C1) 310–410 150–190
[225–245] [0–10] [45–60] [22–28]
0–40 (C4)
[0–5.8]
2L C1 C4 LU 1100–1240 0–70 (C1) 310–410 150–190 0–60
[160–180] [0–10] [45–60] [22–28] [0–8.7]
0–40 (C4)
[0–5.8]
* Subtract clutch pressure from main pressure; the difference must fall within the specifications given (unless a pressure range is supplied).
Table 2–6. Main Pressure and Clutch Pressure Specifications (cont’d)
(Sump Fluid Temperature Same as in Table 2–5)
Main Press. Range Clutch Conv. Out Lube LU Clutch T-Case Main
Engine Clutches Spec. Press. Spec.* Press. Spec Press. Spec Press. Spec. Press. Spec.
Test Type rpm Range Applied kPa / [psi] kPa / [psi] kPa/[psi] kPa/[psi] kPa / [psi]* kPa / [psi]
— High Speed- 3L C1 C3 LU 1100–1240 0–70 (C1) 310–410 150–190 0–60
Continued [160–180] [0–10] [45–60] [22–28] [0–8.7]
0–40 (C3)
[0–5.8]
4L C1 C2 LU 1100–1240 0–70 (C1) 310–410 150–190 0–60
[160–180] [0–10] [45–60] [22–28] [0–8.7]
0–70 (C2)
[0–10]
5L C2 C3 LU 1100–1240 0–70 (C2) 310–410 150–190 0–60

[160–180] [0–10] [45–60] [22–28] [0–8.7]
TM 9-2320-312-24-3
0–40 (C3)
[0–5.8]
6L C2 C4 LU 1100–1240 0–70 (C2) 310–410 150–190 0–60
[160–180] [0–10] [45–60] [22–28] [0–8.7]
0–40 (C4)
[0–5.8]
* Subtract clutch pressure from main pressure; the difference must fall within the specifications given (unless a pressure range is supplied).
2–11
TM 9-2320-312-24-3
2–16. TRANSMISSION STALL TEST 7. Start the engine and let the transmission sump
warm to normal operating temperature — 71–93°C
a. Purpose (160–200°F).
1. Stall testing is performed to determine whether 8. Perform a hot check of the transmission fluid
a power complaint is due to an engine problem level and adjust as necessary.
or transmission malfunction. 9. Turn all engine accessories “OFF.”
2. Stall speed is the maximum engine rpm attain- 10. Notify everyone to stay clear of the vehicle.
able when the engine is at full throttle and
when the torque converter turbine is not mov-
ing, or “stalled.”
CAUTION:
Fluid temperature rises rapidly during a stall
3. During a stall test, compare actual engine test. Never maintain the stall condition for more
speed at full throttle stall with established than 30 seconds at any one time. Do not let the
vehicle manufacturer’s specifications. converter-out fluid temperature exceed 149°C
(300°F). Use a converter-out fluid temperature
NOTE: gauge to limit the length of the stall condition. If
the stall test is repeated, do not let the engine
Engine stall point data can be obtained from the overheat.
vehicle manufacturer or from the equipment dealer
or distributor.
NOTE:
4. Stall tests are used as troubleshooting proce- • For vehicles with engines equipped with smoke
dures only — do not perform them as general controls, skip to Paragraph e.
checks or maintenance. • For vehicles with engines not equipped with
smoke controls, go to the next NOTE.
b. Stall Testing Preparation
1. Make sure the fuel control linkage goes to full
throttle and does not stick when released. NOTE:
2. Check the engine air induction system and ex- • If Pro-Link® (J 38538) diagnostic tool is not
haust system for restrictions. available, proceed with Paragraph c.
• If Pro-Link® (J 38538) diagnostic tool is available,
3. Perform a cold check of the transmission fluid skip Paragraph c, and proceed with Paragraph d.
level and adjust as necessary.
4. Install an accurate tachometer (do not rely on c. Stall Test Procedures — Without Pro-Link®
the vehicle tachometer). 1. Apply the vehicle parking and service brakes.
5. Install a temperature gauge with the probe in
2. Shift to D (Drive).
the transmission converter-out (to cooler) line.
3. Slowly accelerate to full throttle.
WARNING! 4. When the tachometer levels off, record the
While conducting a stall check, the vehicle must maximum engine rpm attained.
be positively prevented from moving. Apply the
parking brake and service brake, and chock the 5. Slowly release the throttle.
wheels securely. Warn personnel to keep clear of
the vehicle and its travel path. Failure to do so 6. Shift to N (Neutral).
can cause serious injury. 7. Skip Paragraph d and e and proceed immedi-
ately with Paragraph f — Neutral Cool-Down
6. Chock the wheels. Check Procedure.

TM 9-2320-312-24-3
d. Stall Test Procedures — With Pro-Link® 4. Slowly depress the vehicle service brakes
while staying at full throttle.
NOTE:
5. When the vehicle comes to a stop, record the
• The Pro-Link® can be used to select a specific engine rpm — this is stall speed.
range while the vehicle is not moving. This allows
a higher range to be used for stall testing, lower- 6. Proceed immediately with Paragraph f — Neu-
ing the possibility of damage due to excessive out- tral Cool-Down Check Procedure.
put torque.
• The Pro-Link® can also be used to monitor engine f. Neutral Cool-Down Check Procedure
rpm. 1. The neutral cool-down check determines if the
transmission fluid cools properly following an
1. Plug the Pro-Link® into the DDL connector. engine load condition. Perform this check im-
mediately after the engine speed has been re-
2. Scroll through the Pro-Link® menus to “AC- corded in the stall test.
TION REQUESTS” and select “Clutch Test.”
3. Apply the vehicle parking and service brakes. 2. Record the converter-out fluid temperature.
4. Place the shift selector in fourth range (for a 3. With the transmission remaining in N (Neu-
pushbutton selector use D (Drive) and the ar- tral), run the engine at 1200–1500 rpm for two
row keys to select fourth). minutes to cool the fluid.
5. Once fourth range is attained, slowly acceler- 4. At the end of two minutes, record the con-
ate to full throttle. verter-out fluid temperature. Converter-out
fluid temperature should return to within the
6. When the Pro-Link® tachometer levels off,
normal operating temperature range.
record maximum rpm attained.
7. Slowly release the throttle. g. Stall Test Results
8. Place the shift selector in N (Neutral).

NOTE:
9. Skip Paragraph e and proceed immediately
with Paragraph f — Cool-Down Check. Environmental conditions, such as ambient temper-
ature, altitude, and engine accessory loss variations,
e. Stall Test Procedures — Smoke affect the power input to the converter. Under such
Controlled Engines conditions, stall speed can vary from specification
by ±150 rpm and still be accepted as within normal
range.
NOTE:
Because smoke controls and throttle-delay
mechanisms inhibit engine acceleration, the stall 1. An engine stall speed 150 rpm or more below
testing may need to be performed while the vehicle the stall speed specification, indicates an
is moving. engine problem. An engine stall speed 150 rpm
or more above stall speed specification
indicates a transmission problem. Possible
1. Locate an isolated area to perform the driving transmission problems include slipping
stall test. clutches, improper oil level causing cavitation,
2. Select a hold range that will limit road speed or torque converter failure.
(usually 2nd or 3rd range — do not use Low
because too much torque is produced). 2. An extremely low stall speed (such as 33 per-
cent of the specified engine stall rpm), during
3. Operate the engine at full throttle and maxi- which the engine does not smoke, may indicate
mum governed rpm in the chosen range. a freewheeling torque converter stator.

TM 9-2320-312-24-3
3. If the fluid does not cool during the two minute c. Black Light and Dye Method
cool-down check, a stuck stator may be the
source of the problem.
NOTE:
4. If the engine stall speed meets the specification A dye and black light kit is available for finding
and the cool-down check shows that transmis- leaks. Refer to the manufacturer’s directions when
sion fluid cools properly, refer to the Allison using the kit. See kit directions for the color of the
Transmission Electronic Control Troubleshoot- fluid and dye mix.
ing Manual TS2973EN.
1. Pour the specified amount of dye into the trans-

2–17. FLUID LEAK DIAGNOSIS mission fill tube.
Most fluid leaks can be located and repaired by visu- 2. Operate the vehicle under normal operating
ally finding the leak and replacing or repairing the nec- conditions as directed in the kit.
essary parts. On some occasions, a fluid leak may be 3. Direct the black light toward the suspected
difficult to locate or repair. The following procedure area. The dyed fluid will appear as a brightly
may help in locating and repairing most leaks. colored path leading to the source.
a. Finding the Leak d. Possible Points of Fluid Leaks

and Their Causes
1. Identify the fluid. Determine whether it is en- 1. Transmission mating surfaces:
gine oil, automatic transmission fluid, or hy-
draulic fluid from a specific vehicle system. • Attaching bolts not correctly tightened
2. Operate the vehicle to reach normal operating • Improperly installed or damaged gasket
temperature and park the vehicle. After a few • Mounting face damaged
minutes look for dripping fluid to identify the 2. Housing leak:
approximate location of the leak.
• Filler pipe or plug seal damaged or missing
3. Visually check around the suspected area. In-
spect all gasket mating surfaces for leaks. A • Filler pipe bracket dislocated
mirror is useful for finding leaks in areas that • Oil cooler connector fittings loose or
are hard to reach. damaged
4. If the leak still cannot be found, it may be neces- • Output shaft seals worn or damaged
sary to clean the suspected area with a degreaser, • Pressure port plugs loose
steam, or spray solvent. Completely clean and • Porous casting
dry the area. Operate the vehicle for several miles
at normal operating temperature and varying 3. Leak at converter end:
speeds. After operating, visually check the sus- • Converter seal damaged
pected leak area. If the leak is not located, use the • Seal lip cut (check converter hub for damage)
powder or black light and dye methods.
• Garter spring missing from seal
b. Powder Method • Converter leak in weld area or o-ring seal
1. Clean the suspected area. • Porous casting
2. Apply an aerosol-type white powder, such as 4. Fluid comes out vent or fill tube:
foot powder, to the suspected area. • Over-filled — incorrect dipstick
3. Operate the vehicle under normal operating • Plugged vent
conditions. • Water or coolant in fluid — fluid will
appear milky
4. Visually inspect the suspected area and trace
the leak path over the white powder surface to • Incorrect electronic fluid level indication
the source. • Drain-back holes plugged

TM 9-2320-312-24-3
5. Gaskets: components. If a gasket is replaced, but the sealing

flange is bent, the new gasket will not repair the leak.
• Fluid level/pressure is too high
The bent flange must be repaired also.
• Plugged vent or drain-back holes
• Improperly tightened fasteners or dirty/
2–18. OUTPUT FLANGE/YOKE AND
damaged threads OIL SEAL MAINTENANCE
• Warped flanges or sealing surface a. Disassembly (Figure 2–5)
• Scratches, burrs, or other damage to a 1. Remove one bolt 5.
sealing surface
2. Remove yoke 6, o-rings 2, and o-ring 3, and re-
• Damaged or worn gasket tainer plug 4.
• Cracked or porous casting 3. Inspect the journal sealing area. Minimum
• Improper sealant used (where applicable) allowable diameter is 89.78 mm (3.535 inch).
6. Seals: 4. Remove oil seal 1 using tool Jþ24171 or

equivalent.
• Fluid level/pressure is too high
• Plugged vent or drain-back holes b. Assembly (Figure 2–5)
• Damaged seal bore 1. Install the output seal using installer J 39928
• Damaged or worn seal and drive sleeve J 35921-1. Place the seal on
the installer tool so that the seal P/N will face
• Improper installation
outward after the seal is installed. Drive the
• Cracks in component seal into its bore until the installer tool bottoms
• Output shaft surface scratched, nicked or out squarely against its locating surface.
damaged
2. Install yoke 6.
• Loose or worn bearing causing excess seal
wear 3. Install o-ring 2 on retainer plug 4. Lubricate
e. Repairing the Leak. Once the leak has been lo- the o-ring.
cated and traced back to its source, repair the leaking 4. Insert bolt 5 through retainer plug 4.
Figure 2–4. Output Flange and Oil Seal — MD 3000/B 300/B 400

TM 9-2320-312-24-3
2–19. ON-VEHICLE MAINTENANCE

The following may be serviced or removed with the
transmission mounted in the vehicle. Refer to the indi-
cated paragraph for removal instructions.
Item Paragraph
PTO(s) 4–2d
Input and Output Speed
4–2c
Sensors
Control Valve Module 4–2e

TM 9-2320-312-24-3
Section 3. GENERAL OVERHAUL INFORMATION

3–1. SCOPE 3–2. TOOLS AND EQUIPMENT
This section provides general information for trans- a. Improvised Tools and Equipment
mission overhaul. The information provided includes: The following items may be improvised.
• Tools and equipment required for overhaul • Work Table — 500 kg (1000 lb) capacity
(Figure 3–1)
• Replacement parts information
• Overhaul Stand — J 29109 or equivalent
• Cleanliness and careful handling (Figure 3–2)
• Cleaning and inspection b. Special Tools. Special tools are illustrated in Fig-
ure 3–3. They are identified in Table 3–1, following
• Assembly procedures the special tool illustrations.
• Transmission removal and installation c. Mechanic’s Tools and Shop Equipment. The
following tools, in addition to the common tools ordi-
• Locating wear data
narily required, should be available.
• Locating spring specifications • Common hand tools, metric where required
• Locating torque specifications for plugs, • Metric wrench set (sockets, box-end
bolts, and nuts wrenches, and Allen wrenches)
Figure 3–1. Work Table

TM 9-2320-312-24-3
• Snapring pliers • Clean, lint-free shop cloths (do not use

waste cloths)
• Micrometer (metric preferred)
• Containers for parts
• Depth micrometer (metric preferred)
• Supply of wood blocks
• Dial indicator set (metric preferred)
• Petrolatum
• Metric headless guide bolts set
• Container of mineral spirits for cleaning
• M10 eye bolt
parts
• M16 eye bolt
CAUTION:
• Suitable hoist — 500 kg (1000 lb) capacity
Caustic cleaning compounds will damage some
• A 12 N·m (100 lb in.) torque wrench transmission parts. Use only mineral spirits to
clean transmission parts.
• A 350 N·m (250 lb ft) torque wrench
WARNING!
• A press for disassembly and assembly of
spring-loaded clutches and interference-fit Use appropriate safety equipment such as safety
parts glasses, safety shoes, and gloves.
Figure 3–2. Overhaul Stand

TM 9-2320-312-24-3
Figure 3–3. Special Tools
Table 3–1. Special Tools

Kent-Moore
Tool No. Figure Item Description
J 3940 3–3 1 Bearing Race Remover
J 8092 3–3 2 Drive Handle
J 24171-A 3–3 3 Slide Hammer and Jaw Set
J 26417-A 3–3 16 Pressure Gauge Sets
J 28467-34 3–3 8E Handle
J 29109 3–3 4 Repair Stand
J 33163 3–3 5 Valve Body Parts Tray Set
J 35921 3–3 6 Bearing and Seal Installers
J 35921-1 3–3 6A Output Bearing Installer/Drive Sleeve
J 35921-3 3–3 6B Oil Pump (Input) Seal Installer

J 35921-4 3–3 6C Output Seal Installer Adapter (Models
With Parking Brake)

TM 9-2320-312-24-3
Table 3–1. Special Tools (cont’d)

Kent-Moore
Tool No. Figure Item Description
J 35922 3–3 7 Bearing/Bushing Installers
J 35922-1 3-3 7A Turbine Shaft/Output Shaft/P2 Planetary Bushing
Installer
J 35922-2 3–3 7B Oil Pump Body Bushing/Ground Sleeve Bearing/
P1 Sun Gear Bushing Installer
J 35922-3 3–3 7C Output Bearing Cup Installer
J 35923 3–3 8 Spring Compressor Set C1, C2, and C5
J 35923-1 3–3 8A Piston Spring Compressor (C1)
J 35923-2 3–3 8B Piston Spring Compressor (C5)
J 35923-3 3–3 8C Piston Spring Compressor (C2), Use With
J 35926-2
J 35923-4 3–3 8D Compressor Base
J 35924 3–3 9 Main Pressure Spring Remover/Installer
J 35925 3–3 10 Spanner Nut Torque Tool Set
J 35926 3–3 11 Main Case Holding Fixture
J 38538 3–3 18 Diagnostic Data Reader
J 38548 3–3 12 Torque Converter End Play Gauge
J 38564A,B,C 3–3 13 Torque Converter Bolt Tool
J 38565 3–3 14 PTO Bearing/Sleeve Installer
J 38566 3–3 15 Pump Gear, Torque Converter Cover Bushing
Installer
J 39354 3–3 19 Rivet Installer
J 41462 3–3 20 Main Pressure Relief Spring Compressor
J 42048 3–3 17 Retarder Flow Valve Spring Compressor

TM 9-2320-312-24-3
3–3. REPLACEMENT PARTS Do not use caustic soda solution for steam-
cleaning. Clean friction-faced clutch plates and
a. Parts Normally Replaced at Overhaul. The fol- bearings with mineral spirits only.
lowing parts are normally replaced at each transmis-
2. Dry all parts, except bearing assemblies, with
sion overhaul:
compressed air. To prevent rust, lubricate
• Gaskets steam-cleaned parts as soon as they are dry.
• Lockstrips 3. Clean fluid passages by working a piece of soft

wire through the passages and flushing them
• Washers or retaining rings damaged by re- with mineral spirits. Dry the passages with
moval or abnormal wear compressed air.
• Oil seals and piston sealrings 4. Examine parts, especially fluid passages, after
cleaning to make certain they are entirely
• Spiral retaining ring 4 (Foldout 5) clean. Re-clean parts if necessary.
• Suction filter 3 (Foldout 9,A) c. Cleaning Bearings
• Suction filter 6 (Foldouts 9,B and 9,C) 1. Bearings that have been in service should be
thoroughly cleaned in volatile mineral spirits.
WARNING! 2. Soak particularly dirty bearings or ones filled
Do not burn discarded Teflon® seals; toxic gases with hardened grease in mineral spirits before
are produced by burning Teflon®. trying to clean them.
WARNING!
3–4. CAREFUL HANDLING Never dry bearings by spinning them with com-
Handle parts and subassemblies carefully to prevent pressed air. A spinning bearing can disintegrate,
nicking, scratching, and denting. Parts that fit together allowing balls or rollers to become lethal flying
projectiles. Also, spinning a bearing without lu-
closely and have a specific operating clearance can
brication can damage the bearing.
bind if damaged. Parts that depend upon smooth sur-
faces for sealing may leak if scratched. Control valve
body assembly parts are especially susceptible to leak- 3. Before inspection, lubricate the bearings with
ing if scratched. Valves, when dry, must move freely transmission fluid.
by their own weight. Handle these parts carefully and d. Keeping Bearings Clean. Ball or roller bearing
protect them during removal, cleaning, inspection, and failures are usually caused by dirt or grit in the bear-
installation. Keep control valve body assembly parts in ing. Keep bearings clean during removal and installa-
clean containers until installation. tion. Observe the following rules to ensure maximum
bearing life:
• Do not unwrap new bearings until they are
3–5. CLEANING AND INSPECTION
to be installed.
a. Dirt Causes Malfunction. All parts must be • Do not remove the grease in which new
clean to permit effective inspection. Do not allow dirt bearings are packed until they are to be in-
or foreign material to enter the transmission during as- stalled.
sembly. Even minute particles can cause close-fit
• Do not lay bearings on a dirty bench. Place
parts, such as valves, to malfunction.
bearings on clean, lint-free paper.
b. Cleaning Parts • If a bearing is not installed immediately,
1. Clean all metallic transmission parts, except wrap or cover the lubricated bearing with
bearings and friction-faced clutch plates, by clean paper or lint-free cloth to keep out
steam-cleaning or with volatile mineral spirits. dust.

TM 9-2320-312-24-3
e. Inspecting Bearings As of this printing, the following parts have

1. Inspect bearings for rough rotation. Replace a Spiralock threaded holes:
bearing if its rotation is still rough after clean- • Torque converter cover — flexplate adapter
ing and lubrication. bolt holes and lockup clutch backplate bolt
holes (starting with S/N 6510024410).
2. Inspect bearings for scored, pitted, scratched,
cracked, or chipped races, and for excessive • Output shaft with single-bolt flange
roller or ball wear. Replace the bearing if any retention — starting with S/N 6510184819.
defects are found. 5. Inspect the ribs inside the main housing for
3. Inspect a defective bearing’s bore and mating reaction plate wear grooves in the side of the
shaft for grooved, burred, or galled conditions ribs. Replace housings that have wear splines
that indicate the bearing has been turning in the beyond wear limits. (Refer to Wear Limits,
bore or on the shaft. If the damage cannot be Table 7–1 in Section 7.)
repaired with crocus cloth, replace the defec- 6. Replace housings or other cast parts that are
tive part. cracked.
4. When removing a bearing, do not apply pres- 7. Inspect all machined surfaces for damage that
sure across the balls. This can cause brinelling could cause fluid leakage or other malfunction.
and bearing failure. Rework or replace defective parts.
5. If a bearing must be removed or installed with- 8. Inspect the oil tracks of the control module and
out the proper tool, press only on the race main housing for porosity, broken lands,
which is adjacent to the mounting surface. If a cracks, dirt, and land surface imperfections.
press is not available, carefully seat the bearing These imperfections will cause severe fluid
with a drift and hammer. leakage leading to transmission failure.
f. Inspecting Cast Parts g. Inspecting Bushings and Thrust Washers
and Machined Surfaces
1. Inspect bushings for scores, burrs, sharp edges,
1. Inspect bores for wear, scratches, grooves, and and evidence of overheating. Remove scores
dirt. Remove scratches and burrs with crocus with crocus cloth. Remove burrs and sharp
cloth. Clean the part. Replace parts that are edges with a scraper or knife blade. Before
deeply scratched or grooved. reinstalling, carefully check bushings for signs
of distress.
2. Inspect all fluid passages for obstructions. If an
obstruction is found, remove it with com-
pressed air, or by working a soft wire back and CAUTION:
forth through the passage and flushing it out When removing a defective bushing do not dam-
with mineral spirits. age the bushing bore.
3. Inspect mounting faces for nicks, burrs,
scratches, and foreign matter. Remove any de- 2. Replace bushings that are out-of-round, deeply
fects with crocus cloth or a soft stone. Clean scored, or excessively worn. Inspect parts
the part. If scratches are deep, replace the de- mated to bushings to ensure they are not dam-
fective part. aged or worn beyond use.
4. Inspect threaded openings for damaged 3. Inspect thrust washers for distortion, scores,
threads. Clean damaged threads with the cor- burrs, and wear. Replace a thrust washer if de-
rect size tap. fective or worn.

TM 9-2320-312-24-3
h. Inspecting Sealrings and Gaskets sion based on experience. Backlash cannot be

1. Inspect piston sealrings and lip-type seals for used to establish critical gear wear. Backlash
nicks, cuts, tears, splits, and pattern damage. A tolerances are of such nature that a gear usually
damaged seal can indicate rough or sharp pits, scuffs, scores, or galls long before gear
edges in piston grooves or on a mating surface wear becomes critical.
that could damage a new seal. j. Inspecting Splined Parts
2. Replace all composition gaskets. 1. Inspect splined parts for stripped, twisted,
chipped, or burred splines. Remove burrs with
3. Inspect hook-type sealrings for wear, broken a soft stone. Replace the part if other defects
hooks, and distortion. are found. Spline wear is not considered harm-
4. Install a new hook-type sealring if the old ring ful except where it affects the fit of the splined
shows any wear on its outside diameter, or if parts.
there is excessive side wear.
2. Spline wear is determined by comparing feeler
5. Measure sealring end gap by inserting the seal- gauge thickness with the thickness of the worn
ring into its respective sealing bore. Use a area on the spline. Replace parts having
feeler gauge to measure end gap. Discard seal- excessive spline wear. (Refer to Wear Limits,
rings having excessive end gap. (Refer to Wear Section 7.)
Limits, Section 7.)
3. Backlash cannot be used to establish critical
6. Inspect clutch housing sealing surfaces for spline wear. Accurate backlash measurement
nicks, burrs, dents, or displaced metal that requires the mating parts to be concentrically
could interfere with mating parts or damage located.
the piston seal. Remove raised metal, sharp
k. Inspecting Threaded Parts. Inspect threaded
edges, burrs, or nicks with a soft stone and cro-
parts for burred or damaged threads. Remove burrs
cus cloth. Thoroughly clean all residue from
with a soft stone or fine file. Replace damaged parts.
the housing before assembly.
l. Inspecting Retaining Rings. Inspect all retaining
7. Inspect piston sealring grooves for nicks, burrs,
rings for nicks, distortion, or excessive wear. Replace
dents, or displaced metal that could damage the
the retaining ring if any defects are found. The retain-
seal. Remove raised metal, sharp edges, burrs,
ing ring must snap tightly into its groove to function
or nicks with a soft stone and crocus cloth.
properly.
Thoroughly clean all residue from the piston
before assembly. m. Inspecting Springs. Inspect springs for signs of
overheating, permanent set, or wear due to rubbing ad-
i. Inspecting Gears
jacent parts. Replace the spring if any one of these de-
1. Inspect gears for scuffed, nicked, burred, or fects are found. (Refer to Spring Data, Table 7–2 in
broken teeth. If a defect cannot be removed Section 7.)
with a soft stone, replace the gear.
n. Inspecting Clutch Plates (Figure 3–4)
2. Inspect gear teeth for wear that has changed 1. Inspect friction-faced clutch plates (internal-
the original tooth shape. If this condition is splined plates) for burrs, embedded metal par-
found, replace the gear. ticles, severely pitted faces, loose faces, exces-
3. Inspect the thrust face of gears for scores, sive wear, cone, cracks, distortion, shallow oil
scratches, and burrs. Remove such defects with groove depth, or damaged spline teeth. Re-
a soft stone. If scratches and scores cannot be move burrs using a soft honing stone. Replace
removed with a soft stone, replace the gear. plates which have any defects.
4. Inspect gears for load pattern and signs of dis- 2. Inspect steel plates (external-tanged plates) for
tress. Any sign of distress indicates that a gear burrs, scoring, excessive wear, excessive cone,
failure during operation is possible. Reusing distortion, imbedded metal, galling, cracks,
distressed gears is an individual customer deci- breaks, or damaged tangs. Remove burrs and

TM 9-2320-312-24-3
minor surface irregularities using a soft stone. 3–6. ASSEMBLY PROCEDURES

Replace plates which have any defects.
3. The amount of clutch plate cone is determined a. Parts Lubrication. During final assembly,
by measuring the distance between the inside lubricate all moving parts with transmission fluid. The
diameter of the plate and a level surface (Fig- fluid will help protect friction surfaces and ferrous
ure 3–4). Discard plates having excessive cone. metals until the unit is in service.
(Refer to Wear Limits, Section 7).
b. Grease Used for Assembly. During assembly use
4. Determine oil groove depth with a depth mi- oil-soluble grease with a low melting point (petrola-
crometer or by measuring the smooth surface tum) to temporarily retain parts, butt-joint sealrings,
(total) thickness of the plate, measuring the scarf-cut sealrings, and hook-type sealrings.
thickness of the steel part of the plate at the oil
groove, and subtracting this measurement from c. Sealing Compounds and Nonsoluble Greases.
the total thickness. Replace plates not having Do not use gasket-type sealing compounds, fibrous
the minimum oil groove depth. (Refer to Wear greases, or nonsoluble vegetable-base cooking com-
Limits, Section 7). pounds inside the transmission or where they could be
flushed into the transmission hydraulic system.
o. Inspecting Swaged and Interference-Fit Parts.
If there is evidence of looseness, the assembly should
d. Clutches and Pistons
be replaced.
1. Soak each friction-faced clutch plate (two-
minute minimum) in transmission fluid before
final assembly.
2. Apply a generous amount of transmission fluid

to the piston cavity before final assembly.
3. Assemble clutch plates so that the cone of each

plate faces the same direction.
e. Threaded Plugs and Hydraulic Fittings

Figure 3–4. Method of Measuring Clutch Plate Cone
CAUTION:
p. Inspecting Sealing Surfaces
• Do not use Teflon® tape on threaded parts. Sliv-
1. Inspect surfaces in contact with hook-type, ers can cause the transmission to malfunction.
scarf-cut, and butt-joint sealrings for step-wear, • Improperly installed plugs or fittings can
nicks, scratches, and scoring. Use a soft stone cause leakage and cracked housings.
or crocus cloth to remove only the raised metal
portion of these defects. Polishing the area to Tighten all pipe plugs to the specified torque in the as-
remove a defect is neither necessary nor desir- sembly procedure and on the exploded views. Tighten
able. If the defects are too severe to correct, re- other fittings sufficiently to prevent leakage.
place the defective part.
f. Lip-Type Seals
2. Inspect surfaces in contact with spring-loaded,
lip-type seals for nicks, scratches, roughness, 1. When replacing lip-type seals, make sure the
or other surface irregularities. Inspect for em- spring-loaded lip is toward the fluid to be
bedded particles, step-wear, and dirt on flanges sealed (toward the inside of the unit). Coat the
or other components exposed to external con- inside of the seal with high temperature grease
tamination. Remove the defects and restore the (MIL-G-3545A or equivalent) to protect the
finish. Replace the part if scores or scratches seal during shaft installation and to provide lu-
permit fluid leakage. brication during initial operation.

TM 9-2320-312-24-3
2. The circumference of some seals is precoated only on the race which is adjacent to the mounting
with a dry sealant. The sealant is usually col- surface. If a press is not available, carefully seat the
ored for easy identification. Precoated seals do bearing with a drift and a hammer, driving against the
not require any additional sealant before instal- supported race.
lation.
i. Electrical Components. For inspection and re-
g. Butt-Joint Sealrings pair of electrical components, refer to the Allison
Transmission Electronic Troubleshooting Manual
CAUTION: TS2973EN (WTEC III Controls).
If humidity is allowed to penetrate and expand a
butt-joint sealring, the sealring can be damaged
during installation. A damaged sealring will leak 3–7. REMOVING (OR INSTALLING)
fluid from the clutch piston cavity and cause TRANSMISSION
clutch slippage. Do not open the sealed package
until you are ready to install the sealring.
WARNING!
1. Butt-joint sealrings require special handling
Avoid contact with the hot fluid or the sump
during assembly. The sealrings contain materi- when draining transmission fluid. Direct contact
als that absorb moisture from the atmosphere with the hot fluid or the hot sump may result in
causing the sealring to expand. The sealrings bodily injury.
are shipped in airtight packages. Do not open
the sealed package until the butt-joint sealring
is ready to be installed into the transmission.
Check sealring end clearance before installa- CAUTION:
tion to ensure the sealring has not expanded. Whenever a transmission is overhauled, ex-
2. Remove the sealring from its package and tronic Control Unit (ECU) must be “RESET TO
place it in its operational position inside the UNADAPTED SHIFTS”. This will cause the
bore that it will be sealing. ECU to erase previous adaptive information and
begin to adapt in Fast Adaptive Mode from the
base calibration. Use the Pro-Link® 9000 DDR
3. Using a feeler gauge, check the end clearance and select “RESET TO UNADAPTED SHIFTS”
of the sealring. The end clearance must not be from the “ACTION REQUESTS” menu. Be sure
less than specifications allow. that YES is bracketed and press ENTER to finish
the reset.
4. If the end clearance is less than minimum specifi-
cations, bake the sealring in an oven at 93–149°C a. Drain Fluid. Drain the transmission fluid before
(200–300°F) for 24 hours or get a new seal- removing the transmission from the vehicle. The trans-
ring. Repeat Steps (2) and (3). mission should be warm and the fluid allowed to drain
overnight.
5. Pack the sealring and its groove with a liberal
amount of oil-soluble grease. 1. Remove the drain plug from the control mod-
ule. Examine the drained fluid and magnetic
drain plug for evidence of contamination (refer
6. Roll up the sealring to about half its free diam-
to Paragraph 2–12). Reinstall the drain plug
eter and hold it for about 10 seconds. Being
when fluid draining is completed.
careful not to spread the sealring more than
necessary, slide it onto the hub. Place one end 2. Remove the transmission fill tube if it inter-
of the sealring into the groove and gradually feres with transmission removal.
work the seal into the groove.
h. Bearings. If a bearing must be removed or NOTE:

installed without an installation sleeve, drive or press A significant amount of fluid may drain from a

TM 9-2320-312-24-3
hydraulic hose when it is disconnected from the 2. PTOs, if present, must either have the output
transmission. driveline disconnected or be removed from the
transmission.
3. Disconnect all hydraulic hoses from the trans- 3. Securely support the transmission with a hoist,
mission. Remove the hoses from the vehicle if jack, or other suitable removal equipment.
they interfere with the transmission removal.
Plug all openings to keep dirt from entering the 4. Remove all bolts, nuts, washers, spacers, and
hydraulic system. supports that attach the transmission to the
4. If an integral cooler is used, drain coolant from vehicle and to the engine.
the cooler and disconnect coolant hoses. Re- )
move the hoses from the vehicle if they inter- d. Removing the Transmission
fere with transmission removal. Plug all 1. Move the transmission away from the engine
openings to keep dirt from entering the cooling approximately 110 mm (4.33 inch) until it is
system. completely clear of the engine. Remove the
b. Disconnecting Controls. Disconnect or com- adapter ring (if used).
pletely remove controls. If controls are not removed
2. Raise or lower the transmission as necessary to
from the transmission, position them so that they do
remove it from the vehicle.
not interfere with transmission removal.
1. For non-retarder models, disconnect the trans-

mission external harness from the feedthrough
3–8. WEAR LIMITS
harness connector, the input speed sensor, the Refer to Wear Limits Data Table 7–1, for information
output speed sensor, and the PTO connector, if covering parts fits, clearances, and wear limits.
present. Disconnect the tachograph drive, if
used.
3–9. SPRING SPECIFICATIONS
c. Uncoupling From Driveline, Vehicle,
And Engine Refer to Spring Data Table 7–2 for spring identifica-
tion and specifications.
1. Disconnect the vehicle drive shaft from the
transmission output flange or yoke. Position
the disconnected shaft to avoid interference
3–10. TORQUE SPECIFICATIONS
with removing the transmission.
Assembly procedures in Sections 5 and 6 specify the
torque requirements for all plugs, bolts, and nuts.
Torque values are also presented with the foldout illus-
trations in the back of this manual. Torque values spec-
ified are for dry assembly, except when otherwise
noted. Bolts and washers should be washed and dried
before assembly.

TM 9-2320-312-24-3
Section 4. TRANSMISSION DISASSEMBLY

4–1. SCOPE 4–2. DISASSEMBLY OF
TRANSMISSION
a. Section. This section covers disassembly of
MD 3000(P)(R)(T) Series transmissions. The a. Mounting Transmission on Repair Stand
disassembly sequence is continuous and includes all
models.
WARNING!
b. Procedures. When a procedure does not apply to
Transmission dry weight is as follows:
your specific model, go to the next applicable proce-
• MDP/B 300P/B 400P 260 kg (575 lb)
dure.
Use proper tools and lifting equipment when in-
c. Illustrations. Illustrations will not always show stalling or removing a transmission from the re-
your model, but when an operation is identical for all pair stand.
models, the correct procedure is shown.
1. Mount holding fixture J 35926 onto the main
d. General Information. Refer to Sections 3 and 7 housing module.
for general information as follows:
Paragraph Title 2. Attach a hoist, making sure lifting attachments
are placed so transmission is properly
3–2 Tools and Equipment
balanced, and raise the transmission to the
3–3 Replacement Parts
mounting face of the repair stand.
3–4 Careful Handling
3–5 Cleaning and Inspection 3. Secure the transmission holding fixture to re-
3–7 Removing Transmission pair stand J 29109.
7–1 Wear Limits Data b. Removal of Common Externally-Mounted
7–2 Spring Data Parts (Figure 4–1)
e. Foldouts. Refer to Foldouts 2 through 11 for ex- 1. Inspect transmission breather 1 for damage or
ploded views. obstruction. Remove if necessary for replace-
ment or cleaning.
2. Remove screw 3 retaining fill tube bracket 4 to

the main housing module. Remove bracket, fill
tube 5, seal 6, and dipstick 2.
3. Remove expander plug 7 from the other fill
tube location on the opposite side of the
main housing module. For transmissions af-
ter S/N 6510107518, pry under the head of
plug 8 and remove plug and seal 9.
4. Remove six bolts 10 retaining remote cooler
cover 11, and gasket 12.

TM 9-2320-312-24-3
Figure 4–1. Common Externally-Mounted Parts Removal
5. Remove one bolt 13, retainer plug 14, o-rings 2. Inspect two PTO studs 1 for damage and re-
15 and 16. move them if necessary.
6. Remove yoke 17. e. Removal of Control Module (Figure 4–2)
7. Inspect the journal sealing area. Minimum di-
ameter allowable is 89.78 mm (3.535 inch). NOTE:
The control module or filters may contain residual
8. If present, remove bolt 18 and harness transmission fluid.
bracket 19.
c. Removal of Speed Sensors

WARNING!
1. Remove bolt 22 (Foldout 3), retainer 21, input
speed sensor assembly 19, and o-ring 20 from The control module assembly weighs approxi-
the converter housing module. mately 25 kg (56 lb). Handle carefully to avoid
personnel injury or control module damage.
2. Remove bolt 32 (Foldout 8), retainer 31, output
speed sensor assembly 29, and o-ring 30 from 1. For a two-inch or seven-inch sump, remove
the rear cover module. thirty-two bolts 3 retaining control module 1 to
the main housing module, including the bolts
d. Removal of Power Takeoff(s)
retaining the filter covers.
(Foldout 11,B)
1. Remove eight PTO mounting bolts 3. Carefully 2. Loosen control module 1 by applying pressure
remove PTO assembly 4 and gasket 2. at the reinforced tabs or use jack bolts. Insert

TM 9-2320-312-24-3
jack bolts into the control module bolt holes

that bottom against the main housing module.
3. Remove control module assembly 1 and
gasket 2.
f. Removal of Torque Converter Module
(Figure 4–3)
1. Remove any brackets installed to prevent
torque converter movement.
NOTE:
• For units prior to S/N 6510165560, proceed to
Step (2).
• For units beginning with S/N 6510165560, skip
Steps (2) and (3) and proceed to Step (4).
2. Remove retaining ring 1 using snapring pliers

(Figure 4–3, View A).
3. Thread an M6 bolt into converter end plug 2
and remove plug 2 and o-ring 3. Skip Steps (4)
and (5) and proceed to Step (6).
4. Keep the torque converter cover from turning
by using a heel bar, two bolts and a screwdriver
(Figure 4–3, View C).
5. Remove threaded plug 7 and o-ring 8 using a
⁄
3 4 inch Allen socket.
Figure 4–2. Control Module Removal
6. Hold the turbine and turbine shaft stationary by

using one of the methods listed below:
• Insert a screwdriver into the vanes on the

rotating clutch module (Figure 4–3,
View B).
• If the control module is in place, remove the

plug(s), if present, from the fill tube hole or
from cooler ports before applying lockup
air pressure. Apply air pressure through the
lockup pressure tap (Figure 4–3, View D)
and use a heel bar, screwdriver, and bolts.
Insert the heel bar into a torque converter
housing bolt hole. Insert two bolts into the
flexplate adapter bolt holes. Then place a
screwdriver at an angle to prevent converter
rotation (Figure 4–3, View C).

TM 9-2320-312-24-3
7. Remove bolt 4 using converter bolt tool g. Removal of Converter Housing Module
J 38564. (Figure 4–4)
8. Remove shim 5 located under bolt 4 (Figure 4–3,
View A). NOTE:
9. Attach a sling to the flexplate adapter by posi- Three converter housing retaining bolts 3 are re-
tioning the adapter connections an equal dis- moved from inside converter housing 1. After loos-
tance from each other. Using a chain hoist, ening the bolts, use mechanical fingers or a similar
carefully lift torque converter module 6 out of tool to remove these bolts.
the converter housing (Figure 4–3, View A).
1. Remove twenty bolts 3 that retain converter
10. Place two wooden blocks on the workbench, housing 1 to main housing module 4.
spaced to support the torque converter module
and high enough for the converter hub to clear 2. Lift straight up on converter housing module 1,
the workbench. Lower the converter module, or remove it using the same sling used for re-
converter hub down, onto the blocks. moving the converter module.
3. Remove main housing gasket 2 from converter
housing 1, or from main housing module 4.

TM 9-2320-312-24-3
Figure 4–3. Torque Converter Module Removal

i. Removal of Main Shaft Module
(Figure 4–6)
1. Remove shim 2 and thrust bearing 3 from the
main shaft module.
2. Lift main shaft module 1 out of the transmis-
sion.
Figure 4–4. Converter Housing Module Removal

h. Removal of Rear Cover Module
(Figure 4–5)
1. Remove nineteen bolts 3.
2. If used, remove the rear support bracket.

3. Attach a suitable sling and lift upward, remov-
ing rear cover module 2.
Figure 4–5. Rear Cover Module Removal
4. Remove rear cover gasket 1 from main housing
4 or rear cover module 2.

TM 9-2320-312-24-3
Figure 4–7. P2 Module and C5 Clutch Plates

Figure 4–6. Main Shaft Module Removal
j. Removal of P2 Module, C5 Clutch Plates,

and P1 Module (Figures 4–7, 4–8)
1. Lift P2 planetary module 1 (Figure 4–7) from
the main housing module.
2. Lift C5 clutch pack from the main housing

module — seven friction plates 3 and eight
steel reaction plates 2.
3. Measure the thickness of each friction plate 3.
Minimum thickness is 2.90 mm (0.114 inch).
Measure the oil groove depth of each friction
plate. Minimum groove depth is 0.20 mm
(0.008 inch). Figure 4–8. P1 Module
4. Measure thickness of each steel reaction plate

2. Minimum thickness is 2.41 mm (0.095
inch).
5. Measure the cone of each plate. Maximum
cone is 0.41 mm (0.016 inch).
6. Lift P1 planetary module 1 (Figure 4–8) from
the main housing module.
k. Removal of Front Support/Charging Pump
Module and Rotating Clutch Module
(Figures 4–9, 4–10)
1. Remove eleven bolts 1 and 2 (Figure 4–9) that
retain front support and charging pump module
3 to the main housing.
Figure 4–9. Front Support/Oil Pump

Module Removal

TM 9-2320-312-24-3
2. Lift front support and charging pump module 3 l. Removal of C3/C4 Clutch Assembly From
away from the turbine shaft. Main Housing Module (Figure 4–11)
CAUTION:
CAUTION: Ensure that the main housing assembly is horizon-
Carefully place rotating clutch module 1 (Figure tal when removing the C3/C4 clutch assembly.
4–10) on the workbench and prevent it from roll-
ing off the bench. 1. Remove twelve bolts 3 retaining C3/C4 clutch
assembly 1 in main housing module 2.
2. Remove C3/C4 clutch assembly 1 by sliding it
3. Using a hoist and an M16 eye bolt, lift turbine
out of the input end of main housing module 2.
shaft and rotating clutch module 1 (Figure 4–10)
from the main housing module. 3. Remove the main housing from the repair
stand for cleaning.
4. Inspect the main housing clutch plate splines.
Maximum wear allowed is 1.15 mm
(0.045 inch).
Figure 4–10. Rotating Clutch Module Removal

Figure 4–11. C3/C4 Clutch Module Removal

TM 9-2320-312-24-3
NOTES

TM 9-2320-312-24-3
Section 5. MODULE REBUILD

5–1. SCOPE 5. Remove large seal 31 used between the cover
assembly and pump assembly.
a. Section. This section describes the disassembly
and assembly of the modules removed in Section 4. 6. Remove turbine assembly 18. Remove
sealring 16 from the hub of the turbine assem-
b. Procedures. During rebuild procedures, refer to bly. Measure the OD of the turbine hub. Mini-
the exploded views (Foldouts 2 through 11) in the mum diameter allowed is 61.34 mm
back of this manual. (2.415 inch). Place sealring 16 into the bore of
cover 8 where it is located during operation.
Measure the sealring ID. Replace the sealring
5–2. GENERAL INFORMATION FOR when the maximum allowable ID of 56.75 mm
MODULE REBUILD (2.234 inch) is exceeded.
Refer to Sections 3 and 7 for general overhaul infor- 7. Remove bearing assembly 19, if replacement is
mation as follows: necessary, and star washer 20.
Paragraph Description 8. Remove stator assembly 21.

3–2 Tools, Equipment 9. Remove bearing 30 and selective shim 29 from
3–3 Replacement Parts the back of the stator.
10. Remove retaining ring 22.
3–5 Cleaning, Inspection
3–6 Assembly Procedures 11. Remove thrust plate 23 and measure its thick-
ness adjacent to the stator race. Minimum
7–1 Wear Limits Data thickness allowed is 11.68 mm (0.460 inch).
7–2 Spring Data
12. Remove thrust washer 24.
5–3. TORQUE CONVERTER MODULE 13. Remove and inspect stator race 25, thirteen
springs 26, and rollers 27.
a. Disassembly (Foldout 2)
14. From converter cover assembly 7, remove
1. Before disassembling the torque converter, twenty (or thirty) bolts 15 retaining lockup
note balance marks or mark a line across the clutch backplate 14 to converter cover 8.
converter cover to the pump assembly with a
scribe. These marks will ensure correct assem- 15. Remove lockup clutch backplate 14. Measure
bly of the torque converter and reduce balance the thickness of the backplate wear surface.
problems. Minimum thickness allowed is 8.58 mm
(0.338 inch).
2. Place converter assembly 4 on a flat surface
with the oil pump drive tangs downward. Sup- 16. Remove lockup clutch/damper 13 from con-
port the converter assembly on wooden blocks verter cover 8. Measure the thickness across
that keep the oil pump drive tangs from con- the lockup clutch friction surfaces. Minimum
tacting the workbench. thickness allowed is 8.05 mm (0.317 inch).
Check for distortion of the lockup clutch fric-
3. Remove thirty-six nuts 5 from the OD of
tion surfaces. Maximum distortion allowed is
torque converter cover assembly 6.
0.51 mm (0.020 inch). Check spline wear be-
4. Carefully separate cover assembly 6 from tween the turbine and the lockup clutch
pump assembly 32, avoiding damage to their damper. Maximum movement allowed is
sealing surfaces. 0.38 mm (0.015 inch).

TM 9-2320-312-24-3
NOTE:
When the lockup clutch and damper assembly must
be replaced, be sure to obtain the correct part for
your S/N transmission. All transmissions starting
with S/N 6510141464 contained new damper hard-
ware and lockup clutch friction material. This lock-
up clutch and damper assembly is not
interchangeable with parts in units prior to the
above S/N.
17. Remove lockup clutch piston 11 by using air

pressure or by lightly striking the converter
cover against a flat surface. Remove OD seal-
Figure 5–1. Stator Roller/Spring Installation
ring 12 from the lockup clutch piston. Measure
the thickness of the lockup clutch piston. Mini- 6. If removed, press a new bushing 9 into the bore
mum thickness allowed is 5.71 mm of cover 8 using J 38566 bushing installer and
(0.225 inch). J 8092 drive handle. Insert turbine assembly 18
into the new bushing and check for freedom of
18. Remove thrust bearing 17.
rotation. After the trial fit, remove the turbine
19. Inspect the ID of converter cover bushing 9. from the front cover.
Maximum allowable bushing ID is 61.51 mm
7. Install thrust bearing 17 in converter cover
(2.422 inch). If replacement is necessary, re-
assembly 7.
move the bushing using a hammer and a chisel.
8. Install lockup clutch seal 10 on the hub of con-
20. Remove inner sealring 10 from the converter
verter cover 8 and seal 12 on the OD of lockup
cover.
clutch piston 11. Install the lockup clutch pis-
21. If replacement is necessary, remove thrust ton.
washer 33 from the pump.
9. Install lockup clutch/damper 13 into cover 8.
22. If bolt replacement is necessary, remove dam-
aged bolt(s) 35 from the OD of torque con- 10. Install lockup clutch backplate 14.
verter pump 34. 11. Install twenty (or thirty) bolts 15. Tighten bolts
23. Examine torque converter pump assembly 32 to 30–35 N·m (22–26 lb ft).
for cracks, missing vanes, or a loose torus ring. 12. Install thrust bearing 19 onto turbine 18, if it
b. Assembly (Foldout 2) was removed.
1. Install stator race 25 into stator and cam as- 13. Install sealring 16 onto turbine 18 and install
sembly 28. turbine 18 into converter cover assembly 6,
aligning the balance marks, if present.
2. Install thirteen springs 26 and rollers 27 into
stator and cam assembly 28. Be sure springs 14. Install stator assembly 21 onto turbine 18.
and rollers are installed in the cam pockets as 15. Install selective shim 29, removed in Paragraph
shown in Figure 5–1. Lube the rollers. 5–3a(9), and thrust bearing 30 onto the stator.
3. Install thrust washer 24 (Foldout 2) and thrust 16. Be sure all thirty-six bolts 35 are installed into
plate 23 onto stator 28. converter pump 34 flange. If removed, install
4. Install retaining ring 22. thrust washer 33 into converter pump assembly
32. Stake thrust washer 33 into the converter.
5. Lube star washer 20, and install it on the stator. Stake at six equally-spaced locations.

TM 9-2320-312-24-3
Figure 5–2. Torque Converter Selective Shim Procedure
Table 5–1. Torque Converter Selective Shims
Dimension C Use P/N Shim Thickness
0.08–0.35 mm (0.003–0.014 inch) — 0.000 mm NO STEP
0.36–0.06 mm (0.014–0.024 inch) 29502277 0.23–0.28 mm (0.009–0.011 inch)
0.61–0.83 mm (0.024–0.033 inch) 29502276 0.46–0.51 mm (0.018–0.020 inch)
0.84–1.06 mm (0.033–0.042 inch) 29502275 0.69–0.74 mm (0.027–0.029 inch)
17. Install sealring 31 onto converter cover 8. With go back to Paragraph 5–3a and disassemble the
balance marks or scribe mark aligned, place converter and install the correct shim at
converter pump assembly 32 over the top of Step b(15). Repeat Steps b(16)–b(23). If
converter cover assembly 6. dimension C equals the “NO STEP”
dimension, clearance is correct, go on to
18. Install four nuts 5, evenly spaced, onto four bolts Step (24).
35. Tighten the nuts to 30–35 N·m (22–26 lb ft).
19. Using a depth micrometer, measure from the 24. Install the remaining thirty-two nuts 5 onto
top of the converter hub to the thrust surface of converter pump bolts 34. Tighten all the nuts to
turbine assembly 18. This is dimension A (Fig- 30–35 N·m (22–26 lb ft).
ure 5–2).
20. Insert tool J 38548 into the converter cover and 5–4. TORQUE CONVERTER
place on a flat surface. Repeat the same mea-
surement as in Step (19). This is dimension B.
HOUSING MODULE
21. Subtract dimension B from dimension A to get a. Module Disassembly (Foldout 3)

dimension C.
22. Refer to Table 5–1 for correct shim selection. 1. If not previously removed, remove input
speed sensor retaining bolt 22, sensor re-
23. If dimension C does not equal the “NO STEP” taining bracket 21, input speed sensor as-
dimension of 0.08–0.35 mm (0.003–0.014 inch), sembly 19, and o-ring 20. The input speed

TM 9-2320-312-24-3
sensor should have a resistance of 300 d. Assembly of the PTO Gear Assembly
± 30 Ohms.
1. If removed, press bearings 11 and 15 onto PTO
gear 13, using tool J 38565.
CAUTION:
Use the correct wrench size to avoid crushing the
breather. CAUTION:
On transmissions prior to S/N 6510005901, be
2. Remove breather assembly 29 or breather sure to assemble oil pump drive hub 14 with the
longer unsplined side toward the oil pump (see
adapter 30.
Figure 5–3). A drive hub assembled backwards
3. If present, remove PTO cover(s) 26 by remov- will cause transmission damage.
ing ten bolts 27 for each cover. Remove PTO
cover(s) 26 and gasket(s) 25. 2. If removed, install retaining ring 12 and then
4. Remove ten bolts 2 holding bearing retainer install oil pump drive hub 14 into PTO gear 13.
Install retaining ring 16 onto hub 14.
assembly 3 and PTO gear assembly 9 into
converter housing 23.
3. Refer to Paragraph 3–6g. Insert two butt-joint
5. Remove bearing retainer assembly 3 and PTO sealrings 10 and 17 into the sealing bore of
gear assembly 9. If necessary, use jack bolts to converter housing 23 and measure the end gap
loosen the bearing retainer assembly. with feeler gauges. Maximum allowable seal-
ring end gap is 1.15 mm (0.045 inch).
6. Inspect the bearing bore of converter housing
23 for damage. Measure the bearing bore — 4. Remove the two sealrings 10 and 17 from the
maximum ID permitted is 140.03 mm converter housing and install them onto PTO
(5.513 inch). gear 13.
b. Disassembly of the Bearing Retainer e. Assembly of the Bearing Retainer Assembly
1. Remove sealring 8 from bearing retainer 7. Re-
1. If removed, install bushing 6 using a press and
move oil seal 4 using tool J 24171-A.
tools J 35922-2 and J 8092.
2. Inspect bushing 6 for damage or wear and re-
move if replacement is necessary. Maximum 2. Install sealring 8. Install oil seal 4 using a press
bushing ID permitted is 75.23 mm (2.962 inch). and tools J 35921-3 and J 35921-1.
3. Inspect the bearing bore of bearing retainer 7 f. Module Assembly

for damage. Measure the bearing bore — max-
imum ID permitted is 140.06 mm (5.514 inch). 1. With a mallet, lightly tap PTO gear assembly 9
into converter housing 23 until the gear assem-
c. Disassembly of the PTO Gear Assembly bly is seated.
1. Remove retaining ring 16. Remove oil pump
drive hub 14 from PTO gear 13. For units prior 2. Use guide bolts to install bearing retainer as-
to S/N 24410, remove retaining ring 12 only if sembly 3, rocking the retainer while installing.
replacement is required.
3. Install ten bolts 2 holding bearing retainer as-
2. Inspect oil pump drive hub for excessive wear sembly 3 and PTO gear assembly 9 to
on drive tangs. Maximum allowable tang wear housing 23. Tighten the bolts to 51–61 N·m
is 0.38 mm (0.015 inch). (38–45 lb ft).
3. Remove sealrings 10 and 17. If replacement is 4. If used, install PTO cover(s) 26 and gasket(s)
required, remove bearings 11 and 15 from PTO 25 using ten bolts 27 in each cover. Tighten the
gear 13. bolts to 51–61 N·m (38–45 lb ft).

TM 9-2320-312-24-3
5. Remove pump housing assembly 7 and gear set

10.
6. On models without PTO, remove o-ring 4 and
oil seal 5 using tool J 24171-A.
7. Measure gear-cavity depth in the pump hous-
ing (Figure 5–4a). Maximum allowable depth
is 17.93 mm (0.706 inch).
8. Measure gear-cavity diameter in the pump
housing (Figure 5–4b). Maximum ID permit-
ted is 127.30 mm (5.012 inch).
9. On non-PTO models only, inspect bushing 8
inside pump housing 9 (Foldout 4,A) for wear
or damage. Measure the ID of the pump bush-
ing. Maximum allowable ID is 75.23 mm
(2.962 inch). If worn or damaged, remove
bushing 8 from pump housing 9.
Figure 5–3. Oil Pump Drive Hubs 10. If pump housing 9 is worn or damaged, replace
5. Be sure o-ring 20 is in place and install input the pump housing.
speed sensor assembly 19. Hold bracket 21 in 11. Measure the OD of the driven (outer) pump
place and install retaining bolt 22. Tighten the gear. Minimum allowable OD is 126.95 mm
bolt to 24–29 N·m (18–21 lb ft). (4.998 inch).
12. Measure the width of the driven pump gear.
CAUTION: Minimum width permitted is 17.81 mm
Use the correct wrench size to avoid crushing the (0.701 inch).
breather.
13. Inspect the bushing inside the drive (inner)
gear for wear or damage. Measure the ID of the
6. Install breather 29 or breather adapter 30. drive gear bushing. Maximum ID allowed is
Tighten the breather or breather adapter to 12– 57.30 mm (2.256 inch). If worn or damaged,
16 N·m (9–12 lb ft). remove the bushing from the drive gear.
5–5. FRONT SUPPORT AND NOTE:

CHARGING OIL PUMP MODULE For transmission models starting with S/N 6510024410,
a NEW staked bushing is used along with a NEW
a. Module Disassembly gear set. You must use a NEW bushing with the
NEW gear set. The later bushing cannot be used
1. Remove three seals 23 (Foldout 4,A) from the with the earlier gear set. Refer to Figure 5–5.
front support hub.
2. Remove thrust bearing 24. 14. Measure the width of the drive and driven
pump gears. Minimum width allowed is
3. Remove eight bolts 6 that retain pump housing 17.81 mm (0.701 inch).
assembly 7 to front support assembly 15.
4. Compress pressure relief spring 26 using tool

J 41462. Remove pin 25. Slowly release pres-
sure on the spring and remove spring 26 and
ball 27.

TM 9-2320-312-24-3
15. For models with PTO, examine the tang slots 19. If any measurement is out of specification, re-
in the drive pump gear. Replace the gear if the place the pump housing and/or gear set 10 and
slots have been battered. repeat Steps (11) through (18).
Figure 5–4b. Measuring Gear-Cavity Diameter

In The Pump Housing
Figure 5–4a. Measuring Gear-Cavity Depth
In The Pump Housing
16. Install gear set 10 into pump housing 9. Mea-

sure pump gear side clearance (Figure 5–5).
Maximum clearance permitted is 0.13 mm
(0.005 inch).
17. Measure gear tooth tip clearance (Figure 5–6).
Maximum allowable clearance is 0.20 mm
(0.008 inch).
18. Measure driven gear-to-pump housing (diame-
tral) clearance (Figure 5–7). Maximum clear-
ance permitted is 0.36 mm (0.014 inch).
Figure 5–5. Measuring Gear Side Clearance

In The Pump Housing

TM 9-2320-312-24-3
23. If damaged, remove dowel pin(s) 19 from front

support 21.
24. Measure the OD of ground sleeve 16 or 17 at
the journal for the oil pump gear set bushing.
The minimum allowable OD is 57.04 mm
(2.246 inch).
25. If worn or damaged, remove ground sleeve 16
or 17 by pressing ground sleeve from front
support 21.
b. Assembly of the Front Support
NOTE:
Figure 5–6. Measuring Gear Tooth Tip Clearance Prior to S/N 6510024410, if turbine shaft 6 or 9
In The Pump Housing (Foldout 4,B) is being replaced, ground sleeve 16 or
17 must be replaced also.
1. If removed, install ground sleeve 16 or 17

(Foldout 4,A and Figure 5–8). Place front sup-
port 21 on press bed. The machined flat at the
base of the ground sleeve must align with the
cast arrow on the front support (Figure 5–8,
View C). Press ground sleeve 16 or 17 into
front support 21 to the shoulder. After installa-
tion, total runout may not exceed 0.30 mm
(0.012 inch).
2. If removed, install dowel pin(s) 19. Press the

pin(s) to a height of 14.5 mm (0.57 inch) from
the surface (Figure 5–8, View A).
3. Install front support sleeve 20 using a press,
Figure 5–7. Measuring Driven Gear Clearance and tools J 38565 and J 35921-1.
In The Pump Housing
20. Remove ten bolts 12 (Foldout 4,A) retaining CAUTION:

stiffening plate 13, if present, and wear plate
Be sure to use the correct length bolts when in-
14 to front support assembly 15. Remove stiff-
stalling the front support or transmission dam-
ening plate 13, if present, and wear plate 14. age will occur. The ten bolts 12 used when the
Inspect wear plate 14 for scoring, nicks, or stiffening plate is present are 5 mm (0.197 inch)
grooving. Measure the thickness of the wear longer than the bolts used when the stiffening
plate. Minimum wear plate thickness allowed plate is not present.
is 4.70 mm (0.185 inch).
21. If damaged, remove bearing 22 from front sup- 4. Install stiffening plate 13, if present, and wear
port assembly 15 using tool J 24171-A. plate 14 (Foldout 4,A). Secure with ten bolts 12.
Tighten the bolts to 51–61 N·m (38–45 lb ft).
22. Measure the OD of front support sleeve 20.
Minimum allowable OD is 98.83 mm 5. Install bearing 22 using a press and tools
(3.891 inch). If worn or damaged, remove front J 35922-2 and J 8092. Press bearing 22 flush to
support sleeve 20 from front support 21. 0.25 mm (0.010 inch) below the surface.

TM 9-2320-312-24-3
Figure 5–8. Ground Sleeve Removal And Installation
c. Assembly of the Pump Housing 3. Retain the pump housing to the front support with
eight bolts 6. Tighten the bolts to 51–61 N·m
NOTE: (38–45 lb ft).
For transmission models starting with S/N 6510024410, 4. Install thrust bearing 24 onto front support 21.
a NEW staked bushing is used along with a NEW
gear set. You must use a NEW bushing with the 5. Refer to Paragraph 3–6g. Insert three butt-joint
NEW gear set. The later bushing cannot be used sealrings 23 into the sealing bore of the
with the earlier gear set. Refer to Figure 5–5. rotating clutch hub and measure the end gap
with feeler gauges. Maximum sealring end gap
allowed is 1.44 mm (0.057 inch).
1. Install pressure relief ball 27 and pressure re-
lief spring 26 into pump housing. Using tool 6. Remove the three sealrings 23 from the rotat-
J 41462, compress spring 26. Install pin 25 to ing clutch hub and install them onto the hub of
retain spring and ball. front support 21.
2. Lubricate pump gear set 10 to prevent damage

and install the gear set in pump housing 9.

TM 9-2320-312-24-3
5–6. ROTATING CLUTCH MODULE 14. Measure the thickness and cone of each steel
reaction plate 31. Minimum thickness allowed
a. Disassembly (Foldout 4,B) is 2.41 mm (0.095 inch). Maximum allowable
cone is 0.40 mm (0.016 inch).
15. Measure the wear surface thickness of the C1
2. Remove P1 sun gear assembly 40. backplates 29. Minimum thickness permitted is
6.25 mm (0.246 inch). Check flatness of the
3. Inspect and measure the ID of sun gear
backplates. Maximum distortion allowed is
bushing 42. Maximum ID permitted is
0.15 mm (0.006 inch).
68.22 mm (2.685 inch). Remove the bushing if
replacement is necessary. 16. Remove thrust bearing 15 from hub assembly 12.
4. Remove C2 retaining ring 39. 17. Remove retaining ring 16 and turbine shaft as-
sembly 5 or 8.
5. Remove C2 backplate 38.
18. Inspect bushing 7 inside the end of turbine
6. Measure the wear surface thickness of C2 shaft 5 or 8. Measure the ID of the turbine shaft
backplate 38. Minimum thickness allowed is bushing. Maximum ID allowed is 20.19 mm
6.25 mm (0.246 inch). Check flatness of the (0.795 inch).
backplate. Maximum allowable distortion is
0.45 mm (0.018 inch). 19. Remove three rotating sealrings 10.
7. Remove C2 clutch pack — six friction plates 20. Remove o-ring 4 from turbine shaft assembly 5
37 and six steel reaction plates 36. or 8.

WARNING!
Minimum thickness permitted is 2.21 mm
(0.087 inch). Measure the oil groove depth and Piston springs are highly compressed. Be ex-
cone of each friction plate. Minimum groove tremely careful during disassembly. Personal in-
depth permitted is 0.20 mm (0.008 inch). Max- jury can occur if the spring force is not
controlled.
imum cone allowed is 0.40 mm (0.016 inch).
9. Measure the thickness and cone of each steel 21. Place rotating clutch on tool base J 35923-4 so
reaction plate 36. Minimum allowable thick- rotating drum is supported by tool tangs (Figure
ness is 2.41 mm (0.095 inch). Maximum cone 5–9, View C). Install J 35923-1 (Figure 5–9,
permitted is 0.40 mm (0.016 inch). View A), bearing, washer and handle
J 28467-34. Tighten tool, compressing C1 bal-
10. Remove C2 drive hub 35, including two thrust
ance piston 26 (Foldout 4,B) and C1 return
bearings 34. Inspect the splines of the C2 drive
spring 25. Remove retaining ring 28. Remove
hub. Maximum spline wear permitted is
tool J 35923-1.
0.38 mm (0.015 inch).
22. Remove balance piston 26, sealring 27, and C1
11. Remove C1 drive hub 33. Inspect the splines of
spring assembly 25.
the C1 drive hub. Maximum allowable spline
wear is 0.38 mm (0.015 inch). 23. Install tools J 35923-3 and J 35923-2 (Figure
12. Remove C1 retaining ring 32 and C1 clutch 5–9, View B), bearing, washer and handle
pack — two backplates 29, six friction plates J 28467-34. Tighten tool and remove retaining
30, and five steel reaction plates 31. ring 22 (Foldout 4,B). Remove tools J 35923-2
and J 35923-3.
Minimum thickness allowed is 2.21 mm 24. Remove C2 spring assembly 21.
(0.087 inch). Measure the oil groove depth and
cone of each friction plate. Minimum allowable
groove depth is 0.20 mm (0.008 inch). Maxi-
mum cone permitted is 0.40 mm (0.016 inch).

TM 9-2320-312-24-3
25. Lift rotating drum 11 free of hub assembly 12 26. Remove C1 and C2 pistons 20 and 24 from hub
and C1/C2 pistons 20 and 24. Inspect the assembly 12 — rocking the pistons from side-
clutch splines of the rotating drum. Maximum to-side.
allowable spline wear is 0.38 mm (0.015 inch).
Figure 5–9. Rotating Clutch Assembly/Disassembly

TM 9-2320-312-24-3
27. Inspect the ID of rotating clutch hub 11. Install C1/C2 assembly into rotating clutch
bushing 13. Maximum allowable bushing ID is drum 11.
99.25 mm (3.907 inch). Remove the bushing
from hub assembly 12 if replacement is neces- 12. Install C2 clutch spring assembly 21 with the
sary. Avoid damaging the bushing bore. stepped end down. Make sure the spring as-
sembly properly aligns with the drum and hub
28. Remove piston seals 17 and 18 from hub as- splines.
sembly 12. 13. Place the assembly on tool base J 35923-4 so
29. Separate C1 piston 24 and seal 23 from C2 pis- that the rotating drum is supported by tool
ton 20 and seal 19 by tapping lightly on the C1 tangs (Figure 5–9, View C). Install tools
piston. Remove seals 23 and 19 from the pis- J 35923-3 and J 35923-2 (Figure 5–9,
tons. View B), bearing, washer, and handle.
Compress C2 spring assembly 21 and install
b. Assembly (Foldout 4,B) retaining ring 22 (Foldout 4,B). Remove tools
1. If removed during disassembly, install J 35923-3 and J 35923-2.
bushing 13 into rotating clutch hub 14 using
tools J 35922-2 and J 8092. NOTE:
For units built prior to S/N 6510024410, when tur-
2. Install piston seals 17 and 18 into rotating bine shaft 6 or 9 must be replaced, ground sleeve 16
clutch hub assembly 12. Lube sealrings. or 17 (Foldout 4,A) must also be replaced.
3. Install a new OD sealring 19 in C2 piston 20.
Lube C2 clutch piston inside bore and on OD 14. If removed, install bushing 7 into turbine shaft
sealring. Install C2 piston 20 into the rotating 6 or 9 using tools J 35922-1 and J 8092.
clutch hub assembly. Lightly tap until it is fully
seated. 15. Install o-ring 4 onto the forward end of the tur-
bine shaft.
4. Install a new OD sealring 23 into C1 piston 24.
Lube the inside bore and OD sealring on the 16. Refer to Paragraph 3–6g for method and proce-
C1 piston. Aligning slot in C1 clutch piston dure. Insert three butt-joint sealrings 10 into
with any lube orifice on the rotating clutch the sealing bore of ground sleeve 16 or 17 (Fig-
hub, install C1 clutch piston into the center of ure 5–8) and measure the end gap with feeler
C2 piston 20. With a soft mallet, lightly tap C1 gauges. Maximum sealring gap allowed is
piston until it is fully seated. 0.94 mm (0.037 inch). Remove sealrings from
the ground sleeve bore and install them on tur-
5. Place the assembly on tool base J 35923-4. In- bine shaft assembly 5 or 8 (Foldout 4,B).
stall C1 spring assembly 25.
17. Install turbine shaft assembly 5 or 8. Retain the
6. Install a new sealring 27 on balance piston 26. turbine shaft with retaining ring 16.
Lube the sealring.
18. Install thrust bearing 15 onto the end of rotat-
7. Place balance piston 26 on the assembly, aligning clutch hub assembly 12. Position the as-
ing the notch on the C1 piston with the cast sembly with the turbine shaft downward.
bump in the balance piston.
8. Install tool J 35923-1 over the assembly along NOTE:
with bearing, washer, and handle. Thread the Beginning with S/N 6510164169, the two identical
handle down and compress C1 spring assembly C1 pressure plates have been replaced by two dif-
25. ferent plates. The pressure plate 29 which goes next
9. Install retaining ring 28 into the hub of the ro- to the C1 piston is 2 mm (0.157 inch) thinner. The
tating clutch assembly. pressure plate 29 at the opposite end of the C1
clutch pack is 2 mm (0.157 inch) thicker and is re-
10. Carefully release the C1 spring and remove all shaped. See Figure 5–10 for pictorial information.
tools from the assembly.

TM 9-2320-312-24-3
5–7. C3/C4 AND MAIN HOUSING

CAUTION:
MODULE
The new design C1 pressure plates must be used
together and cannot be intermixed with the older a. Disassembly (Foldout 5)
identical plates or C1 clutch will fail.
19. Install C1 clutch pack — two pressure plates NOTE:

29, one pressure plate on each side of the When replacing a nameplate, keep the original
clutch pack, six friction plates 30, and five nameplate. Stamp the information recorded on the
steel reaction plates 31. Install clutch plates al- original nameplate onto the replacement name-
ternately, starting with a friction plate 30. In- plate.
stall C1 retaining ring 32.
20. Install C1 drive hub 33. 1. If nameplate 28 is damaged, remove nameplate
21. Install a thrust bearing 34 on each side of C2 retaining screw 29 and nameplate 28.
drive hub 35, and install this assembly over C1 2. If present, remove two bolts 30 and feed-
drive hub 33. through connector assembly 32.
22. Install C2 clutch plates — six friction plates 37 3. Inspect the clutch splines in the interior of
and six steel reaction plates 36. Install clutch main housing 27. Maximum spline wear al-
plates alternately, starting with a steel reaction lowed is 1.15 mm (0.045 inch).
plate 36.
4. Remove twelve bolts 2 retaining C3 clutch
23. Install C2 backplate 38. Install C2 retaining components to C4 clutch housing 24. Remove
ring 39. C3 backplate assembly 3.
24. If removed, install bushing 42 using tools
J 35922-2 and J 8092.
25. Install P1 sun-gear drive hub assembly 40. In-
stall retaining ring 43.
Figure 5–10. Redesigned C1 Pressure Plates

TM 9-2320-312-24-3
5. Inspect three wear plates 5 and six rivets 6 on 14. Remove C4 clutch pack — five friction plates
clutch backplate 4. Measure the wear plates at 19 and five steel reaction plates 18.
the contact surface. Minimum thickness al-
lowed is 2.81 mm (0.111 inch). Check flatness
Minimum thickness allowed is 2.21 mm
of backplate 4 and the wear plates. Maximum
(0.087 inch). Measure the oil groove depth of
allowable distortion is 0.15 mm (0.006 inch). If
each friction plate. Minimum groove depth al-
replacement is necessary remove the wear
lowable is 0.20 mm (0.008 inch). Maximum
plates by drilling out the rivets.
cone permitted is 0.40 mm (0.016 inch).
6. Remove P1 ring gear 7. Inspect the clutch
splines of the P1 ring gear. Maximum spline
wear permitted is 0.38 mm (0.015 inch). NOTE:
Beginning with S/N 6510076858, C3 and C4 clutch
7. Remove C3 clutch pack — five friction friction plates had hardened internal splines. The
plates 8 and four steel reaction plates 9. improved plates are identified by either a missing
8. Measure the thickness of each friction plate 8. spline tooth or by a blue stripe on the OD.
Minimum thickness allowed is 2.21 mm
(0.087 inch). Measure the oil groove depth of 16. Measure the thickness of each steel reaction
each friction plate. Minimum allowable groove plate 18. Minimum thickness allowed is
depth is 0.20 mm (0.008 inch). Maximum cone 2.41 mm (0.095 inch). Maximum allowable
permitted is 0.40 mm (0.016 inch). cone is 0.40 mm (0.016 inch).
NOTE: 17. Remove piston return plate 21 with four return

spring assemblies 20 attached. Measure the
Beginning with S/N 6510076858, C3 and C4 clutch
thickness of return plate 21. Minimum thick-
friction plates had hardened internal splines. The
ness permitted is 3.41 mm (0.135 inch). Maxi-
improved plates are identified by either a missing
mum allowable cone is 0.40 mm (0.016 inch).
spline tooth or by a blue stripe on the OD.
18. Remove spring retainer assembly 22 and
piston 23 from the C4 housing 24.
9. Measure the thickness of each steel reaction
plate 9. Minimum thickness allowed is 19. Inspect C4 clutch housing 24 for damage.
2.41 mm (0.095 inch). Maximum cone allow-
able is 0.40 mm (0.016 inch). b. Assembly (Foldout 5)
10. Remove piston return plate 11 with four return 1. Install piston 23 into C4 housing 24. Install
spring assemblies 10 attached. Measure the spring retainer assembly 22.
thickness of return plate 11. Minimum thick- 2. If removed, install spring assemblies 20 and
ness permitted is 3.41 mm (0.135 inch). Maxi- attach them securely.
mum cone allowed is 0.40 mm (0.016 inch).
3. Install piston return plate 21 with four return
11. Only if damaged and replacement is necessary, spring assemblies 20.
remove the return spring assemblies. Remove
4. Install C4 clutch pack. Starting with a friction
spring retainer assembly 12 and piston 13.
plate, alternately install five friction plates 19
12. Remove C3 housing assembly 14. and five steel reaction plates 18.
13. Inspect three wear plates 16 and six rivets 15 5. To assemble the C3 housing, when wear plates
on C3 housing 17. Measure the wear plates at must be replaced, use six rivets 15 to fasten
the contact surface. Maximum allowable wear three wear plates 16 to the C3 housing 17. Use
is 2.81 mm (0.111 inch). Check flatness of tool J 39354 to cold-form the rivets. Insert the
clutch housing and the wear plates. Maximum rivet so the pre-formed head is below the active
distortion permitted is 0.15 mm (0.006 inch). If surface of the wear plate. Use the cold-forming
replacement is necessary, remove the wear tool to upset each rivet at the rear of the clutch
plates by drilling out the rivets. housing to complete the attachment process. A

TM 9-2320-312-24-3
correctly formed rivet upset will be 4.00 mm 15. If present and removed, install feedthrough
(0.157 inch) in diameter and no more than connector assembly 32 and two bolts 30.
1.00 mm (0.039 inch) above the surface of the Tighten the bolts to 5–8 N·m (4–5 lb ft).
clutch housing. The wear plate must be tightly
attached to the housing. No movement of the 5–8. MAIN SHAFT MODULE
wear plate is allowed.
a. Module Disassembly (Foldout 6)
6. Lube seal surfaces of C3 clutch piston 13, and 1. Remove spiral retaining ring 4.
install the C3 clutch piston into C3 clutch
housing 14. 2. Remove P2 sun gear 5 and thrust bearing 6.
3. Remove spacer 7.
7. Install C3 clutch housing assembly 14 with
clutch piston 13 on top of the assembled C4 4. Inspect and measure main shaft pilots.
clutch housing (items 18–24). Ensure the index Minimum pilot OD permitted is 19.98 mm
tangs on the clutch housings are aligned. Install (0.787 inch). Inspect and measure main shaft
spring retainer assembly 12. journal OD for P2 planetary bushing.
Minimum allowable main shaft journal OD is
8. Install piston return plate 11 and four return 42.97 mm (1.692 inch).
spring assemblies 10. If removed, install spring b. Module Assembly (Foldout 6)
assemblies and attach them securely.
9. Install P1 ring gear 7. NOTE:

10. Install C3 clutch pack. Starting with a friction Do not install thrust bearing 2 or selective shim 1
plate, alternately install five friction plates 8, until final transmission assembly. Measurement for
and four steel plates 9. selective shim 1 is performed during final buildup.
11. To assemble the C3 backplate, when wear 1. Install spacer 7 and thrust bearing 6.
plates must be replaced, use six rivets 6 to fas-
2. Install P2 sun gear 5 and spiral retaining ring 4.
ten three wear plates 5 to C3 backplate 4. Use
Compress the spiral retaining ring to lock it
tool J 39354 to cold-form the rivets. Insert the
into place.
rivet so the pre-formed head is below the active
surface of the wear plate. Use the cold-forming 3. Proceed to Paragraph 5–9.
tool to upset each rivet at the rear of the back-
plate to complete the attachment process. A
correctly formed rivet upset will be 4.00 mm 5–9. P1 PLANETARY MODULE
(0.157 inch) in diameter and no more than
1.00 mm (0.039 inch) above the surface of the a. Disassembly (Foldout 7,A)
backplate. The wear plate must be tightly at-
1. Remove retaining ring 2 from P2 ring gear 14.
tached to the backplate. No movement of the
wear plate is allowed. 2. Remove P2 ring gear 14.
12. Install C3 backplate assembly 3. Backplate 3 3. Check P1 planetary pinion end play in P1 car-
must be indexed with C3 and C4 housings in rier assembly 4. Pinion end play should not ex-
order to insert the assembly into main ceed 0.94 mm (0.037 inch). Check all six
housing 27 correctly. pinion gears.
13. Install twelve retaining bolts 2 through the C3 4. Remove retaining ring 5 and indexing ring 6.
backplate assembly 3 and into the C4 clutch Inspect indexing ring 6 for abnormal wear
housing 24. Tighten the bolts to 51–61 N·m where the spindles 7 contact (Figure 5–11). If
(38–45 lb ft). abnormal wear is present, the planetary
spindle 7 probably has a sharp edge instead of
14. If removed, install nameplate 28 and screw 29. a radius edge (Figure 5–12).

TM 9-2320-312-24-3
7. Measure the thickness of all thrust washers 9

NOTE: and 12. Minimum thrust washer thickness per-
Planetary spindles on transmission S/Ns from mitted is 1.39 mm (0.054 inch).
6510063169–6510114718 had sharp edges (Figure
8. Remove thrust bearings 3 and 13 from each
5–12). If the index ring 6 is worn and the spindles
side of P1 planetary carrier 8.
have a sharp edge and fall within the S/N range
above, replace the spindles. 9. Check spline wear of P1 planetary carrier 8
and P2 planetary ring gear 14. Maximum
spline wear allowed is 0.38 mm (0.015 inch).
5. Remove six spindles 7 from P1 carrier 8.
6. Slide pinion gear 10, thrust washers 9 and 12, b. Assembly (Foldout 7,A)
and two bearing sets 11 from the side of P1
planetary carrier 8. Repeat the procedure with NOTE:
the five remaining pinion gears.
Beginning with S/N 6510142342, the P1 carrier was
changed to include an oil groove in the ID bore. This
carrier is not interchangeable with former carriers.
The new carrier must be used with the new P2 car-
rier which has eliminated two sealring grooves and
sealrings. The former carriers are still available for
service.
CAUTION:
When replacing a P1 carrier in a transmission
prior to S/N 6510142342, be sure to obtain the
Figure 5–11. Carrier Indexing Ring Wear correct replacement part. If installing a new style
carrier with the inner oil groove, also install a
new P2 carrier which eliminates two sealring
grooves and sealrings.

TM 9-2320-312-24-3
Figure 5–12. Sharp Edge vs. Radius Edge On Planetary Spindles
1. Install two bearing sets 11 into the center of 7. Install two thrust bearings 3 and 13 one on
pinion gear 10. Install thrust washers 9 and 12 each side of P1 planetary carrier assembly 4.
inside P1 planetary carrier 8. Align thrust
washer tangs with the slots in the carrier and
retain them with oil-soluble grease. Slide the 5–10. P2 PLANETARY MODULE
pinion gear and bearing sets into the side of the
P1 planetary carrier, between the thrust wash- a. Disassembly (Foldout 7,B)
ers. Repeat the procedure with the five remain-
ing pinion gears. NOTE:
Starting with S/N 6510142342, the two sealrings 2
2. Install six spindles 7 so the lower step is posi-
on the P2 carrier assembly 4 have been eliminated.
tioned for proper installation of indexing
The new carrier is not interchangeable with former
ring 6.
carriers. The new carrier must be used with the new
P1 carrier which has an oil groove in the ID bore.
CAUTION: The former carriers are still available for service.
Be sure that the planetary spindles cannot rotate
after the indexing ring has been installed or lube
flow to the pinion bearings may be blocked. CAUTION:
When the indexing ring slots are worn on one
corner (Figure 5–11), flip the plate over to obtain When replacing a P2 carrier in a transmission
a new unworn contact surface. If both contact prior to S/N 6510142342, be sure to obtain the
areas are worn, replace the indexing ring. correct replacement part. If installing a new style
carrier with the two eliminated sealring grooves
and sealrings, also install a new P1 carrier which
3. Install indexing ring 6 and retaining ring 5. has an oil groove in the ID bore.
4. If components were replaced, check pinion end
play. Pinion end play should not exceed 1. Remove two sealrings 2, if present, from P2
0.94 mm (0.037 inch). Check all six pinion carrier.
gears.
5. Install P1 planetary carrier assembly 4 into P2
ring gear 14. 3. Remove P3 ring gear 15.
6. Install retaining ring 2 into P2 ring gear 14, re- 4. Check P2 planetary pinion end play. Pinion
taining P1 planetary carrier assembly 4 in the end play should not exceed 0.94 mm
P2 planetary ring gear. (0.037 inch). Check all four pinion gears.

TM 9-2320-312-24-3
5. Remove retaining ring 14. Remove indexing

ring 13. Remove four pinion spindles 12 from
P2 carrier 6. Inspect indexing ring 13 for ab- CAUTION:
normal wear where the spindles 12 contact Be sure that the planetary spindles cannot rotate
(Figure 5–11). If abnormal wear is present, the after the indexing ring has been installed or lube
planetary spindle 12 probably has a sharp edge flow to the pinion bearings may be blocked.
instead of a radius edge (Figure 5–12). When the indexing ring slots are worn on one
corner (Figure 5–11), flip the plate over to obtain
a new unworn contact surface. If both contact
NOTE: areas are worn, replace the indexing ring.
Planetary spindles on transmission S/Ns from 4. Install indexing ring 13 and retaining ring 14.
5–12). If the index ring 6 is worn and the spindles 5. If components were replaced, check pinion end
have a sharp edge and fall within the S/N range play. Pinion end play should not exceed 0.94 mm
above, replace the spindles. (0.037 inch). Check all four pinion gears.
6. Install P2 carrier 4 into P3 ring gear 15.
6. Slide a pinion gear 10, thrust washers 8 and 11, 7. Install retaining ring 3 into P3 ring gear 15, re-
and two bearing sets 9 from the side of P2 taining P2 planetary carrier assembly 4.
planetary carrier 6. Repeat the procedure with 8. Insert two sealrings 2 into the P1 planetary car-
the three remaining pinion gears. rier bore and measure their end gap with a
feeler gauge. Maximum sealring end gap al-
7. Measure the thickness of all thrust washers 8
lowed is 1.20 mm (0.047 inch). Refer to Sec-
and 11. Minimum thickness allowed is
tion 3 if the sealring end gap is incorrect.
1.39 mm (0.054 inch).
9. Install two sealrings 2 on P2 carrier assembly 4.
8. Inspect bushing 7 inside P2 planetary carrier 6
for wear or damage. Maximum allowable
bushing ID is 43.20 mm (1.701 inch). 5–11. REAR COVER MODULE
9. Check spline wear between P2 planetary car- a. Disassembly (Foldout 8)
rier 6 and P3 planetary ring gear 15. Maximum
movement permitted is 0.38 mm (0.015 inch). 1. If not previously removed, remove retaining
bolt 32, bracket 31, output speed sensor assem-
b. Assembly (Foldout 7,B) bly 29, and o-ring 30. The output speed sensor
should have a resistance of 300 ± 30 Ohms.
1. If replacement is necessary, press a new bush-
ing 7 into P2 carrier 6 using a press, installer 2. If not previously removed, remove output
J 35922-1, and driver J 8092. seal 38 using seal removal tool J 24171-A.
3. Flatten the tang of locknut retainer 36 to allow
2. Install two bearing sets 9 into the center of rotation and removal of bearing retainer nut 37.
pinion gear 10. Install thrust washers 8 and 11
in P2 planetary carrier 6, align thrust washer 4. Remove bearing retainer (spanner) nut 37 us-
tangs with slots in the planetary, and retain ing special tool J 35925.
them with oil-soluble grease. Slide the pinion 5. Remove locknut retainer 36.
gear and two bearing sets into the side of the
P2 planetary carrier between the thrust 6. Place blocks under rear cover 28 so that the P3
washers. Repeat the procedure with the three carrier assembly is above the work surface far
remaining pinion gears. enough to allow disassembly from the rear
cover. Place special tool J 35925-1 against the
3. Install four spindles 12 so the lower step is posi- threaded shoulder of the P3 carrier assembly.
tioned for proper installation of indexing ring 13. Drive on special tool J 35925-1 with a press or

TM 9-2320-312-24-3
a mallet until the P3 carrier assembly is sepa- 6. Measure the thickness of thrust washers 17 and
rated from the rear cover. 20. Minimum thickness allowed is 1.39 mm
(0.054 inch).
7. Remove roller bearing 35 and output speed
signal wheel 33 from rear cover 28. 7. Remove retaining ring 15 and spacer 14.
8. If not done previously, remove output shaft as-
sembly 6.
NOTE:
9. Inspect bushing 7 inside the end of output
Perform Step (8) only if replacing roller bearing 35
shaft 8 for replacement. Measure the ID of the
and cup 34.
output shaft bushing. Maximum allowable ID
is 20.19 mm (0.795 inch).
8. Remove bearing cup 34 using bearing tool
J 3940. c. Disassembly of the Rear Cover Assembly
b. Disassembly of the P3 Planetary WARNING!

Carrier Assembly Piston springs are highly compressed. Be ex-
1. If damaged, or if removing bearing tremely careful during removal. Personal injury
assembly 13, or if replacing output speed sig- can occur if the spring force is not controlled.
nal wheel 33, remove pin 11.
1. Remove C5 clutch piston 24 from rear cover
2. If replacement is necessary, remove bearing
28 or 41 by compressing retainer and spring as-
assembly 13.
sembly 23 using piston spring compressor
3. Check pinion end play. Pinion end play should J 35923-2. Remove retaining ring 22 with
not exceed 0.94 mm (0.037 inch). Check all snapring pliers and slowly release the spring
pinion gears. force.
2. Remove outer sealring 25 from C5 clutch
piston 24.
NOTE:
3. Remove inner sealring 26 from C5 clutch
Spindles and pinions do not need to be removed to
piston 24.
remove output shaft assembly 6.
NOTE:
4. Remove retaining ring 9. Remove indexing Perform Step (4) only if replacing roller bearing 13
ring 10. Remove four pinion spindles 16. In- and cup 27.
spect indexing ring 10 for abnormal wear
where the spindles 16 contact (Figure 5–11). If
abnormal wear is present, the planetary 4. Remove bearing cup 27 using bearing tool
spindle 16 probably has a sharp edge instead of J 3940.
a radius edge (Figure 5–12). d. Assembly of Rear Cover (Foldout 8)
1. Install bearing cup 27 using bearing tool
NOTE: J 35922-1.
Planetary spindles on transmission S/Ns from
2. Install inner sealring 26 onto C5 clutch
piston 24. Install outer sealring 25 onto C5
5–12). If the index ring 10 is worn and the spindles
clutch piston 24.
have a sharp edge and fall within the S/N range
above, replace the spindles. NOTE:
Before installing C5 clutch piston 24 into rear
5. Slide pinion gear 18, thrust washers 17 and 20, cover 28, align the tab on the back of the C5 clutch
and two bearings 19, from the side of P3 plane- piston with the notch for the piston tab in the rear
tary carrier 12. Repeat the procedure with three cover.
remaining pinion gears.

TM 9-2320-312-24-3
3. Install C5 clutch piston 24 into rear cover 28. 7. Install two bearings 19 into the center of pinion
gear 18. Install thrust washers 17 and 20 in P3
WARNING! planetary carrier 12. Align the thrust washer
tangs with the slot in the carrier and retain
Piston springs are highly compressed. Be ex- them with oil-soluble grease. Slide the pinion
tremely careful during installation. Personal in-
gear and bearing sets into the side of the P3
jury can occur if the spring force is not
controlled. planetary carrier between the thrust washers.
Repeat the procedure with the three remaining
pinion gears.
CAUTION:
8. Install four pinion spindles 16 so the lower step
Use care when compressing spring assembly not is positioned for proper installation of indexing
to allow the assembly to catch in the retaining ring 10.
ring groove.
4. Align the tab on the spring retainer with the CAUTION:

notch in the rear cover. Compress retainer and Be sure that the planetary spindles cannot rotate
spring assembly 23 using piston spring com- after the indexing ring has been installed or lube
pressor J 35923-2. Install retaining ring 22 so flow to the pinion bearings may be blocked.
that the ends clear the tab in the spring retainer When the indexing ring slots are worn on one
and slowly release the spring force. corner (Figure 5–11), flip the plate over to obtain
a new unworn contact surface. If both contact ar-
e. Assembly of the P3 Planetary eas are worn, replace the indexing ring.
Carrier Assembly
9. Install indexing ring 10. Install retaining
1. If removed, install bearing assembly 13.
ring 9.
NOTE: 10. If components were replaced, check pinion end
• If later model output speed signal wheel play. Pinion end play should not exceed
P/N 29510781 is to be installed, proceed with 0.942 mm (0.037 inch). Check all four pinion
Step (2). This P/N is located on the side of the gears.
wheel in recessed characters. 11. Align the slot in output speed signal wheel 33
• If earlier model output speed signal wheel with spring pin 11. Using installer J 35921-1
P/N 29506608 is to be installed, skip Step (2) and not exceeding 10 230 N (2300 lbs) of
and go to Step (3). This P/N wheel does not have force, press output speed signal wheel 33 to
a P/N located on the part. full depth on P3 carrier assembly 5.
2. Install 12 mm (0.47 inch) roll pin 11 (P/N 11512350)

to a height of 2.35–2.95 mm (0.093–0.116 inch)
above the carrier shaft. Skip Step (3) and pro-
ceed to Step (4).
3. Install 10 mm (0.39 inch) roll pin 11 (P/N 11512348)
to a height of 2.20–2.80 mm (0.087–0.110 inch)
above the carrier shaft.
4. If removed, press bushing 7 inside the end of
output shaft 8 using installer J 35922-1 and
drive handle J 8092.
5. If removed, install output shaft assembly 6 into
P3 planetary carrier 12.
6. Install spacer 14 and retaining ring 15.

TM 9-2320-312-24-3
f. Completion of the Rear Cover Module

1. If removed, install bearing cup 34 using bear-
ing tool J 35922-3.
2. Place P3 carrier assembly 5 on the work table

(with the output shaft up) and place rear cover
28 or 41 over the output shaft.
3. Using installer J 35921-1 and not exceeding 10
230 N (2300 lbs) of force, press roller bearing
35 into rear cover 28, while rotating the cover
assembly.
4. Install locknut retainer 36.
NOTE: Figure 5–13. P3 Carrier Turning Torque Check —

Models Without Retarder
• If later model output speed signal wheel P/
N 29510781 was installed in Paragraph 5–11e(11), 7. Support rear cover 28 so that turning torque of
proceed with Step (5). Part number will be P3 carrier assembly 5 can be checked after in-
shown on side of wheel in recessed numbers. stallation of bearing retainer nut 37 (Figure 5–
• If earlier model output speed signal wheel 13). Maximum allowable drag is 3 N·m (26 lb
P/N 29506608 was installed in Paragraph 5–11e(11), in.). Recheck the torque on bearing retainer nut
skip Step (5) and go to Step (6). Part number is 37 (Step 5 or 6 above). If torque is correct, re-
not shown on this part but there is a 3.0 mm x 0.8 check drag torque. If both torque values meet
mm raised identification feature on one end near specification, proceed to Step 8.
the gear teeth.
8. Bend up two or more tangs of locknut retainer 36
to prevent bearing retainer nut 37 from backing
5. Install and tighten bearing retainer nut 37 using off. If only one tang is aligned with a spanner nut
special tools J 35925-1 and J 35925-2. Place slot, continue to torque the spanner nut (but do
the torque wrench and a breaker bar. Rotate the not exceed the tightening torque or drag torque
torque wrench in the counterclockwise direc- limits) until two or more tangs can be bent up
tion and tighten the nut to 74–88 N·m (55–65 lb into slots on the spanner nut.
ft). Skip Step (6) and proceed to Step (7).
6. Install and tighten bearing retainer nut 37 using NOTE:
special tools J 35925-1 and J 35925-2. Place
DO NOT reuse a tang once it has been bent. Replace
the torque wrench and a breaker bar. Rotate the
locknut retainer 36, if necessary.
torque wrench in the counterclockwise direc-
tion and tighten the nut to 290–340 N·m (214–
251 lb ft). 9. Install output shaft oil seal 38 using J 39928
(models with non-drum parking brake) or
J 35921-4 (models with drum parking brake).
10. Be sure o-ring 30 is in place and install output
speed sensor assembly 29. Hold bracket 31 in
place and install retaining bolt 32. Tighten the
bolt to 24–29 N·m (18–21 lb ft).

TM 9-2320-312-24-3
5–12. CONTROL VALVE MODULE a. Removal of Filters

(Foldouts 9,A; 9,B; and 9,C)
NOTE:
CAUTION: • For units prior to S/N 6510069120, proceed to
• Control valve module assembly springs and Step(1).
other parts can be mistakenly interchanged. • For units beginning with S/N 6510069120, skip
Tag each part with its item number as it is re- Steps (1) and (2) and proceed to Step (3).
moved and use Valve Tray Set J 33163 to sim-
plify correct valve body reassembly. 1. If not previously removed, remove two filter
• Control valve module parts fit together covers 178 (Foldout 9,A), two square cut seals
closely and have specific operating clearances. 179, two o-rings 180, and two filters 181.
They can bind if damaged. These parts de-
pend upon smooth sealing surfaces and may 2. Remove bolt 5 and two bolts 7. Remove suc-
leak if the sealing surface is scratched. Valves, tion housing 4, seal 6, suction filter assembly
when dry, must move freely by their own 3, and gasket 2. Clean suction filter 3 and dis-
weight in their bores. Carefully handle all card it, if damaged.
such parts. Protect control module parts dur- 3. If not previously removed, remove two filter
ing removal, cleaning, inspection, and instal- covers 183 (Foldout 9,B), two gaskets 184, two
lation. Keep them in clean containers until o-rings 185, two o-rings 186, and two filters
they are installed. 187.
4. Remove bolt 8 and two bolts 10. Remove suc-
tion housing 7, seal 9, suction filter
assembly 6, and gasket 5. Clean suction filter 6
and discard it, if damaged.

TM 9-2320-312-24-3
b. Removal of Electrical 10. Remove two bolts 113 and turbine speed sen-
Components and Sensors sor 114. The turbine speed sensor should have
a resistance of 300 ± 30 Ohms.
NOTE: 11. If present, remove two bolts 156 and oil level
Refer to Troubleshooting Manual TS2973EN sensor assembly 157. Clean the oil level sensor
(WTEC III Controls) for inspection and repair pro- with a soft clean cloth. Refer to Troubleshoot-
cedures. ing Manual TS2973EN for proper sensor oper-
ation.
c. Disassembly of the Rotating Clutch
NOTE: Solenoid Body (Foldout 9,A)
• For units prior to S/N 6510032369, proceed to 1. Remove seal 46.
Step (1).
• For units with S/Ns between 6510032369 and 2. Remove three bolts 45 and rotating clutch sole-
6510096670, skip Steps (1)–(4) and proceed to noid body assembly 47.
Step (5).
NOTE:
Steps (1)–(8) and proceed to Step (9).
Solenoid retention pins 61, 81, and 125 must be re-
moved from the BOTTOM of the solenoid bodies.
1. Remove four bolts 9 (Foldout 9,A) and wiring Note the grooved end of pin for positive retention.
harness cover plate 8.
2. Disconnect all connectors. Remove three 3. Remove three solenoid retention pins 61 from
bolts 10 and internal harness assembly 11. bottom of solenoid body.
3. Remove two bolts 104 and turbine speed sen- 4. Remove two solenoids 55, each with o-
sor 105. The turbine speed sensor should have rings 56 and 57. Remove one solenoid 58 with
a resistance of 300 ± 30 Ohms. o-rings 59 and 60. Remove three valves 54, and
three springs 53. Check resistance of each sole-
4. If present, remove two bolts 147 and oil level
noid by using chart in Figure 5–14.
sensor assembly 148. Clean the oil level sensor
with a soft clean cloth. Refer to Troubleshoot-
ing Manual TS2973EN for proper sensor oper-
ation. Proceed to Step c.
5. Remove four bolts 11 (Foldout 9,B) and wiring
harness cover plate 12.
6. Disconnect all connectors. Remove three
bolts 13 and feedthrough harness assembly 14.
7. Remove two bolts 112 and turbine speed sen-
sor 113. The turbine speed sensor should have
a resistance of 300 ± 30 Ohms.
8. If present, remove two bolts 155 and oil level
sensor assembly 156. Clean the oil level sensor
with a soft clean cloth. Refer to Troubleshoot-
ing Manual TS2470EN or TS2973EN for
proper sensor operation. Proceed to Step c.
9. Disconnect all connectors. Remove three
bolts 12 (Foldout 9,C) and feedthrough harness
assembly 13.

TM 9-2320-312-24-3
5. If present, remove valve retention pin 67, 6. Remove stop 74, spring 73, and valve 72.
stop 66, spring 65, and valve 64.
7. Remove solenoid separator plate 107.
6. Remove two bolts 52 and pressure switch as-
8. If present, remove three screens 82 from
sembly 48. Maximum resistance of pressure
body 71.
switch assembly 48 (closed) must not exceed
2 Ohms. Minimum resistance of pressure e. Disassembly of Main Valve Body
switch assembly 48 (open) must be at least
20,000 Ohms. The switch should close be- 1. Remove two bolts 106 and main valve body as-
tween 159–255 kPa (23–37 psi). sembly 108.
7. If present, remove three screens 62 from 2. If damaged, remove indexing pin 130.
body 63. 3. Remove solenoid retention pin 125 from bot-
d. Disassembly of the Stationary Clutch tom of solenoid body.
Solenoid Body (Foldout 9,A) 4. Remove solenoid 126 with o-rings 127 and
1. Remove eight bolts 68 and stationary clutch 128. Check resistance of the solenoid by using
solenoid body assembly 70. the chart in Figure 5–14.
2. Remove two seals 69. 5. Remove valve retention pin 109.
3. Remove three solenoid retention pins 81 from 6. Remove stop 112, spring 111, and lockup relay
bottom of solenoid body 71. valve 110.
4. Remove solenoids 75, small o-rings 77, large 7. Remove valve retention pin 113.
o-rings 76, valves 78, and springs 79. Check
resistance of each solenoid by using the chart
in Figure 5–13.
5. Remove valve retention pin 80.

TM 9-2320-312-24-3
8. Remove stop 116, spring 115, and lube regula-

tor valve 114.
WARNING!
Springs 119 and 123 are highly compressed. Be
extremely careful during disassembly. Personal
injury can occur if the spring force is not con-
trolled.
9. Install spring compressor J 35924 (Figure 5–15).

Compress spring 119, remove valve retention
pin 117, and carefully remove compressor
J 35924 after turning handle counter-clockwise
to release spring force.
10. Remove stop 120, spring 119, and main regula-
Figure 5–15. Use of Tool to Release Main-Pressure
tor valve 118. Valve Spring Force
f. Disassembly of the Channel Plate
12. Remove stop 124, spring 123, and control main (Foldout 9,A)
valve 122.
1. If damaged, remove two pins 161 or 169.
2. Remove drain plug 163 and o-ring 164 or drain
14. Remove stop 134, spring 133, and C2 latch
plug 174 and o-ring 175.
valve 132.
3. Remove eight pressure tap plug assemblies
165 with o-ring 166 or nine plugs 171 with
16. Remove stop 138, spring 137, and exhaust o-ring 172.
back valve 136.
4. Remove o-rings from all plugs.
g. Assembly of the Channel Plate
18. Remove stop 142, spring 141, and C1 latching
valve 140. 1. Install new o-rings on all plugs.
19. Remove valve retention pin 143. 2. Install eight pressure tap plugs 165 or nine plugs
20. Remove stop 146, spring 145, and converter 171. Tighten plugs to 10–13 N·m (7–10 lb ft).
regulator valve 144. Inspect stop 146 for bat-
tering. Replace the stop if it is battered. For
NOTE:
transmission S/Ns between 6510004324 and
6510058500, also replace separator plate 157 A new, longer drain plug is available for improved
and gasket 156 using part numbers specified in clamp load distribution and as a repair for channel
SIL 24-WT-95. plates with damaged threads. See SIL 5-WT-98 for
details.
21. Remove gasket 156, separator plate 157, and
gasket 158.
3. Install drain plug 163 or 174. Tighten plug to
25–32 N·m (18–24 lb ft).
4. If removed, install two pins 161 or 169.
5. Install gasket 158, separator plate 157, and gas-

ket 156.

TM 9-2320-312-24-3
h. Assembly of the Main Valve Body i. Assembly of the Stationary

(Foldout 9,A) Clutch Solenoid Body (Foldout 9,A)
1. Install converter regulator valve 144, 1. Install valve 72, spring 73, and stop 74. Install
spring 145, and stop 146. valve retention pin 80.
2. Install valve retention pin 143. 2. Install three each of springs 79, solenoid
regulator valve 78, small o-rings 76 and 77,
3. Install C1 latching valve 140, spring 141, and and solenoids 75.
stop 142.
3. As valve bores are filled, install solenoid reten-
4. Install valve retention pin 139. tion pins 81 from bottom of solenoid body.
5. Install exhaust-back valve 136, spring 137, and 4. Install two seals 69.
stop 138.
5. Install stationary clutch solenoid body assem-
6. Install valve retention pin 135. bly 70 and eight bolts 68. Tighten bolts 68 to
10–13 N·m (7–10 lb ft).
7. Install C2 latch valve 132, spring 133, and
stop 134. j. Assembly of the Rotating
Clutch Solenoid Body (Foldout 9,A)
8. Install valve retention pin 131.
1. Install valve 64 with stem toward the outside.
9. Install control main valve 122, spring 123, and Then install spring 65 and stop 66. Install valve
stop 124. retention pin 67.
10. Install valve retention pin 121. 2. Install three springs 53, three solenoid regula-
tor valves 54, two solenoids 55 with o-rings 56
11. Install main regulator valve 118, spring 119,
and 57, and one solenoid 58 with o-rings 59
and stop 120.
and 60.
12. Install spring compressor J 35924 (Figure 5–15).
3. Install solenoid retention pins 61 from bottom
Compress spring 119, install valve retention
of rotating clutch solenoid body.
pin 117, and remove J 35924 after turning han-
dle counter-clockwise until the tool clears pin 4. Install pressure switch assembly 48 and two
117. bolts 52. Tighten bolts to 5–8 N·m (4–6 lb ft).
13. Install lube regulator valve 114, spring 115, 5. Install seal 46.
and stop 116.
6. Install rotating clutch solenoid body
14. Install valve retention pin 113. assembly 47 and three bolts 45. Tighten bolts
45 to 10–13 N·m (7–10 lb ft).
15. Install lockup relay valve 110, spring 111, and
stop 112. 7. Install oil level sensor assembly 148 and
two bolts 147. Tighten bolts to 10–13 N·m
16. Install valve retention pin 109. (7–10 lb ft).
17. Install o-rings 127 and 128 on solenoid 126 8. Install turbine speed sensor 105 and two bolts
and install solenoid. 104. Tighten bolts to 10–13 N·m (7–10 lb ft).
18. Install solenoid retention pin 125 from bottom
of main valve body assembly.
19. Install indexing pin 130, if removed.
20. Install main valve body assembly 108 and two
bolts 106 until finger tight.
21. Install solenoid separator plate 107.

TM 9-2320-312-24-3
k. Installation of the Wiring Harness 14. Evenly tighten cover plate bolts 11, suction fil-
Assembly and Cover Plate (Foldout 9,A) ter bolts 8 and 10, and main valve body bolts
114. Tighten all bolts to 10–13 N·m (7–10 lb ft).
NOTE: 15. Proceed to Section 6.
Step(1). 16. Install feedthrough harness assembly 13 (Fold-
• For units with S/Ns between 6510032369 and out 9,C) and three bolts 12. Tighten bolts to 2–
6510096670, skip Steps (1)–(8) and proceed to 3 N·m (18–27 lb in.).
Step (9). 17. If present, install oil level assembly 157 and
• For units beginning with S/N 6510096671, skip two bolts 156. Tighten bolts to 10–13 N·m
Steps (1)–(15) and proceed to Step (16). (7–10 lb ft).
18. Reconnect all connectors.
1. Install 24-way internal connector 16 (Fold- 19. Install four bolts 11. Tighten bolts finger tight.
out 9,A), two internal seals 15 and bolt 17
onto standoff bracket 12. Tighten bolt 17 to 20. Install gasket 5, seal 9, suction filter 6, filter
1.3–2.7 N·m (12–24 lb in.). housing 7, bolt 8 and two bolts 10. Tighten
bolts finger tight.
2. Install wiring harness assembly 11 and three 21. Evenly tighten bolts 11, suction filter bolts 8
bolts 10. Tighten bolts to 2–3 N·m (18–27 lb in.). and 10, and main valve body bolts 115. Tighten
3. If present, install oil level assembly 148 and all bolts to 10–13 N·m (7–10 lb ft).
(7–10 lb ft).
5. Install wiring harness cover plate 8 and four
bolts 9. Tighten bolts finger tight.
6. Install gasket 2, seal 6, suction filter 3, filter
housing 4, bolt 5 and two bolts 7. Tighten bolts
finger tight.
7. Evenly tighten cover plate bolts 9, suction filter
bolts 5 and 7, and main valve body bolts 106.
Tighten all bolts to 10–13 N·m (7–10 lb ft).
8. Proceed to Section 6.
9. Install feedthrough harness assembly 14 (Fold-
out 9,B) and three bolts 13. Tighten bolts to 2–
3 N·m (18–27 lb in.).
10. If present, install oil level assembly 156 and
(7–10 lb ft).
12. Install wiring harness cover plate 12 and four
bolts 11. Tighten bolts finger tight.
13. Install gasket 5, seal 9, suction filter 6, filter

housing 7, bolt 8 and two bolts 10. Tighten
bolts finger tight.

TM 9-2320-312-24-3
NOTES

TM 9-2320-312-24-3
NOTES

TM 9-2320-312-24-3
SECTION 6 — TRANSMISSION ASSEMBLY

6–1. SCOPE 6. Rotate the repair stand so the transmission
housing output end is up and install the remain-
a. Section. This section covers the assembly of MD ing ten bolts 3. Tighten all bolts to 51–61 N·m
Product Line transmissions. Assembly procedures (38–45 lb ft).
include PTO provisions and retarders. The assembly
sequence is continuous and includes all models. b. Installation of the Rotating Clutch Module
(Figure 6–2)
b. Procedures. When a procedure does not apply to
your specific model, go to the next applicable proce- 1. Rotate the repair stand so the input end of the
dure. main housing is up.
c. Illustrations. Illustrations will not always show 2. Using a hoist and an M16 eye bolt, insert rotat-
your model, but when an operation is identical for all ing clutch module 1 in the front of the main
models, the correct procedure is shown. housing.
d. General Information. Refer to Section 3 for gen- c. Installation of the Front Support/Charging
eral information as follows: Pump Module (Figure 6–3)
Paragraph Description 1. Lower front support and charging pump mod-
3–2 Tools, Equipment ule 3 over the top of the turbine shaft.
3–3 Replacement Parts
1
3–6 Assembly Procedures
2
e. Foldouts. Refer to Foldouts 2 through 11 for dis-

assembled views and torque specifications.
3
NOTE:
All parts must be cleaned and lubricated before
assembly.
6–2. ASSEMBLY OF TRANSMISSION V05621
Figure 6–1. C3/C4 Clutch Module Installation

a. Assembly of C3/C4 Clutch
1. Mount holding fixture J 35926 onto the main
;;;;;;
1
housing.
;;;;;;
2. Attach a hoist and lift the fixture and main
housing.
3. Mount the fixture and main housing on repair
stand J 29109. Make sure the main housing
centerline is horizontal.
;;;;;;
;;;;;;
4. Install C3/C4 clutch assembly 1 (Figure 6–1)
through the input end of main housing 2, align-
ing the tabs on the clutch assembly with the ;;;;;;
;;;;;;
;;;;;;
slot in the main housing.
V05620
5. Install two bolts 3, 180 degrees from each
other, to hold clutch assembly 1 in place. Figure 6–2. Rotating Clutch Module Installation

TM 9-2320-312-24-3
2. Align bolt holes in front support 3 with the

threaded holes in the main housing.
;;;;;
;;;;;
;;;;;
3. Install six bolts 1 and five bolts 2. Tighten bolts
to 51–61 N·m (38–45 lb ft).
;;;;;
d. Installation of the P1 Planetary Module
1
;;;;;
(Figure 6–4)
1. Rotate the repair stand so the rear of the main
housing is up.
2. Install P1 planetary module 1 — consisting of

the P1 carrier and P2 ring gear. V05618
;;;;;
3. Mesh the P1 pinion gears with the P1 ring gear Figure 6–4. P1 Planetary Module Installation
inside the C3/C4 clutch assembly.
e. Installation of the P2 Planetary Module
(Figure 6–5)
1. Install P2 planetary module 1 — consisting of
;;;;;
;;;;; 1
;;;;;
the P2 carrier and the P3 ring gear.
C5
;;;;;
2. Mesh the P2 pinions with the P2 ring gear dur- 2
3
ing installation.
f. Installation of the C5 Clutch Pack (Figure 6–5).
Install the C5 clutch pack in the main housing — eight
steel reaction plates 2 and seven friction plates 3,
stacked alternately, starting with a steel reaction plate.
Stack all plates so plate cone faces the same direction.
Steel plates mesh with the main housing and reaction V05617
plates mesh with the P3 ring gear.
g. Installation of the Main Shaft (Figure 6–6). In- Figure 6–5. P2 Planetary Module and
stall main shaft 1 as assembled in Section 5, without C5 Clutch Pack Installation
selective shim 2 and thrust bearing 3.
;;;;;;
3
;;;;;;
;;;;;;
2
3
;;;;;;
1
1
;;;;;;
;;;;;;
;;;;;;
Figure 6–3. Front Support/Oil Pump
Module Installation
V05619
Figure 6–6. Main Shaft Installation

V05565.01

TM 9-2320-312-24-3
h. Main Shaft Selective Shim Measurement For the rear cover mounting surface and place a
Models Equipped With Rear Cover straight edge across the P3 planetary carrier.
(Figure 6–7)
5. Measure dimension D, from top of the straight
1. Place a straight edge across the rear cover edge to the rear cover mounting gasket.
mounting surface of the main housing. 6. Measure dimension E from top of the straight
edge to the thrust bearing contact surface on
2. Measure dimension A, from top of the straight
the P3 planetary carrier. Subtract dimension E
edge to the selective shim thrust surface on the
from Dimension D — the Remainder is dimen-
main shaft bearing spacer.
sion F.
3. Measure dimension B, thickness of straight 7. Dimension G is the remainder of C minus F
edge. Subtract dimension B from dimension A and determines the thickness of the selective
— the remainder is dimension C. shim.
4. Place rear cover output end down (facing the 8. Install the proper thickness selective shim 2
bench top). Install an uncompressed gasket on and the thrust bearing 3 (Figure 6-6).
Figure 6–7. Main Shaft Selective Shim Measurement With Rear Cover Module

TM 9-2320-312-24-3
i. Installation of Rear Cover Module 5. Remove the two guide bolts and install the re-
(Figure 6–8) maining seventeen bolts 3. Tighten all bolts to
62-72 N•m (46-53 lb ft).
1. Install a NEW rear cover gasket 1 on main
housing 4. k. Installation of the Torque Converter Module
(Figure 6-10)
2. Install guide bolts to ease rear cover 2 installa- 1. The torque converter is installed over the tur-
tion and keep gasket 1 in place. bine shaft which rotates inside the stator shaft
or ground sleeve. The splines on the ground
3. Place rear cover module 2 on main housing 4
sleeve engage the converter stator. The splines
using a hoist and sling as a lifting fixture. In-
on the turbine shaft engage the converter tur-
stall rear support bracket, if used.
bine. The end of the turbine shaft is threaded
4. Install nineteen bolts 3. Tighten bolts to 90-110 and machined to accept the converter retaining
N•m (66-81 lb ft). bolt and lockup sealring.
2. The splines of the ground sleeve and turbine

5. Install output shaft oil seal 5.
shaft must engage with their respective splines
in the torque converter module. the tangs on
the converter-pump hub must engage the
charging pump tangs or the PTO oil pump
drive hub.
3. Using hoist and sling, install torque converter
module 6 into the converter housing module
(Figure 6-10, View A).
Figure 6–8. Rear Cover Module Installation
j. Installation of the Converter Housing Module

(Figure 6-9)
1. Place transmission input end up. Install a new

converter housing gasket 2 on main housing
module 4. Figure 6–9. Converter Housing Module Installation
2. Install guide bolts to ease converter housing 1

installation and keep gasket 2 in place.
3. Lower converter housing 1 onto main housing

4. Rotate the PTO drive gear to align the gear
tangs with the charging pump.
4. Install three bolts 3 onto the inside of converter

housing 1. Use mechanical fingers, or a similar
tool, when installing these bolts.
6–4 Copyright © 1998

Copyright General
© 1998 Motors
General Corp.
Motors Corp.
TM 9-2320-312-24-3
Figure 6–10. Torque Converter Module Installation and Selective Shim Measurement
Table 6–1. Torque Converter Selective Shims
Dimension “C” Use P/N Shim Step Dimension

0.4093–0.6597 mm (0.0161–0.0260 in.) 29505688 0.000 mm; NO STEP
0.6598–0.8377 mm (0.0261–0.0330 in.) 29505681 0.178–0.228 mm (0.007–0.009 in.)
0.8378–1.0157 mm (0.0331–0.0400 in.) 29505682 0.356–0.406 mm (0.014–0.016 in.)
1.0158–1.1937 mm (0.0401–0.0470 in.) 29505683 0.534–0.584 mm (0.021–0.023 in.)
1.1938–1.3707 mm (0.0471–0.0540 in.) 29505684 0.711–0.761 mm (0.028–0.030 in.)
1.3708–1.5487 mm (0.0541–0.0610 in.) 29505685 0.889–0.939 mm (0.035–0.037 in.)
1.5488–1.6823 mm (0.0611–0.0662 in.) 29505686 1.067–1.117 mm (0.042–0.044 in.)
Copyright © 2000
1998 General Motors Corp. 6–5
TM 9-2320-312-24-3
4. Ensure the torque converter is properly seated. 9. Install selective shim 5 with the shim step side
Rotate the PTO gear to engage the pump hub toward the turbine shaft. Install bolt 4, con-
with the charging pump. Proceed with the se- verter bolt tightening tool J 38564, and retain-
lective shim measurement. ing ring 1 (Figure 6–10, View A).
5. Hold the turbine and turbine shaft stationary by 10. Prevent turbine shaft rotation as in Step (5).
using one of the methods listed below: Tighten bolt 4 to 100–120 N·m (74–89 lb ft).
• Insert a screwdriver into the vanes on the 11. If present, remove retaining ring 1 and tool
rotating clutch module (Figure 6–10, J 38564. Install o-ring 3 on converter end
View B). plug 2. Install the end plug. Aligning retaining
• If the control module is in place, remove the ring 1 so that the sharp edge faces outward, in-
plug(s), if present, from the fill tube hole or stall the retaining ring.
from cooler ports before applying lockup 12. Install selective shim 5 with the shim step side
air pressure. Apply air pressure through the toward the turbine shaft. Install bolt 4 and con-
lockup pressure tap (Figure 4–3, View D) verter bolt tightening tool J 38564 (Figure 6–10,
and use a heel bar, screwdriver, and bolts. View A).
Insert the heel bar into a torque converter
housing bolt hole. Insert two bolts into the 13. Prevent turbine shaft rotation as in Step (5).
flexplate adapter bolt holes. Then place a Tighten bolt 4 to 100–120 N·m (74–89 lb ft).
screwdriver at an angle to prevent converter
14. Remove tool J 38564. Install o-ring 8 on
rotation (Figure 6–10, View C).
threaded converter end plug 7. Use a 3⁄4 inch
6. Install converter end play gauge J 38548 Allen socket to install end plug 7 and tighten it
and tighten the attaching bolt to 27–34 N·m to 50–60 N·m (37–44 lb ft).
(20–25 lb ft).
15. Install converter shipping brackets 26 (Foldout
5), or equivalent, to retain the torque converter
NOTE: to the transmission. Tighten the shipping
Dimension C shown in Table 6–1 includes a correction bracket bolts 25 to 51–61 N·m (38–45 lb ft).
due to internal deflection caused by the 27–34 N·m
(20–25 lb ft) bolt torque applied to gauge J 38548.
Accurate torque value is critical to selection of the
proper shim.
7. Measure from top of tool J 38548 to face of

turbine shaft and record it as dimension B.
Subtract dimension B from dimension A — di-
mension A is the height of tool J 38548,
100.00 mm (3.937 inch) to determine dimen-
sion C (Figure 6–10, View D).
8. Use Dimension C and Table 6–1 to determine
proper selective shim part number. Remove
tool J 38548 and continue with installation of
the torque converter.
NOTE:
Step (9).
Steps (9–11) and proceed to Step (12).

TM 9-2320-312-24-3
l. Installation of the Control Module 3. Guide control module 1 onto the main housing
(Figure 6–11) using the dowel pins. Install one bolt 176
(Foldout 9,A) in the top center bolt hole.
WARNING!
Transmissions installed in overhaul stands must NOTE:
be positioned vertically before installing control Main and lube filters are interchangeable. Howev-
module. Failure to do so could result in personal er, the filters for a two inch sump are a different
injury. length than those for a four inch sump. The filters in
the seven inch sump are the same as in the two inch
1. Position transmission in overhaul stand verti- sump.
cally.
WARNING! NOTE:
The control module assembly weighs approxi- • For MD Product Line units prior to S/N
mately 25 kg (56 lb). 6510032369, proceed to step (4).
• For MD Product Line units beginning with S/N
2. Install a new control module gasket 2 over the 6510032369, and later, skip Step (4) and go to
dowel pins on control module 1. Step (5).
4. Install two square cut seals 179 (Foldout 9,A),

two o-rings 180, two filters 181, and two filter
covers 178. Install remaining thirty-one bolts
176 and 177. Tighten all bolts to 51-61 N•m
(38-45 lb ft).
5. Install two filter covers 183 (Foldout 9,B), two
gaskets 184, two o-rings (185), two o-rings
186, and two filters 187. Install remaining
thirty-one bolts 188 and 189. Tighten all bolts
to 51-61 N•m (38-45 lb ft).
Figure 6–11. Control Module Installation

TM 9-2320-312-24-3
m. Installation of Power Takeoff(s) n. Installation of Speed Sensors

(Figure 6-12)
1. Install output speed sensor assembly 29 (Fold-
1. If removed, install PTO studs 4. out 8), o-ring 30, retainer 31, and bolt 32 into
the rear cover assembly 21. Tighten bolt 32 to
2. Install PTO gasket 3 and PTO assembly 2. In- 24-29 N•m (18-21 lb ft).
sert bolt 1 into each of the 6 o’clock and 12
o’clock positions. Install the remaining six 2. Install input speed sensor assembly 19 (Fold-
bolts. Tighten bolts to 51-61 N•m (38-45 lb ft). out 3), o-ring 20, retainer 21, and bolt 22 into
the converter housing module. Tighten bolt 22
to 24-29 N•m (18-21 lb ft).
Figure 6–12. Power Takeoff(s) Installation.

TM 9-2320-312-24-3
o. Installation of Common Externally-Mounted 3. If not previously removed, remove and discard

Parts (Figure 6-13) expander plug 2. Install seal 4 and plug 3. Plug
3 is fully seated when the underside of the plug
1. Install transmission breather 1, if not previ-
head contacts seal 4.
ously installed. Tighten breather to 12-16 N•m
(18-21 lb ft). 4. If transmission has rear cooler ports, Install
new cooler port gasket 19. Install remote
2. Install fill tube seal 20, fill tube 21, bracket 23, cooler port manifold 18 and six bolts 16.
and screw 22. Tighten screw to 24-29 N•m (18- Tighten bolts to 51-61 N•m (38-45 lb ft).
21 lb ft). Install dipstick 24.
5. Install yoke 15.
6. Install lubricated o-ring 13 on retainer plug 28.
Figure 6–13. Externally-Mounted Parts Installation
7. Insert one bolt 29 through retainer plug 28.

8. Install O-ring 27 over bolt 29, so that the O-
ring seats against the retainer plug.
9. Install retainer 28 into yoke 15. Tighten bolts
29 to 70-80 N•m (51-60 lb ft).

TM 9-2320-312-24-3
p. Removal of Transmission From Repair Stand

(Figure 6-14). Using a hoist, remove the transmis-
sion and hold fixture from the repair stand and WARNING
prepare for vehicle installation.
Transmission dry weight is as follows:
• MDP/B 300P/B 400P 260 kg (575 lb)
Use proper tools and lifting equipment when in-
CAUTION stalling or removing a transmission from the re-
pair stand.
Whenever a transmission is overhauled, ex-
tronic Control Unit (ECU) must be “RESET TO
UNADAPTED SHIFTS”. This will cause the
ECU to erase previous adaptive information and
begin to adapt in Fast Adaptive Mode from the
base calibration. Use either the ATDTTM or the
Pro-link® 9000 DDR and select “RESET TO
UNADAPTED SHIFTS” from the “ACTION
REQUESTS” menu. Be sure that YES is brack-
eted and press ENTER to finish the reset.
Figure 6–14. Removing Transmission From Repair Stand

TM 9-2-3320-312-
24-3 TM 9-2320-312-24-3
Section 7. WEAR LIMITS AND SPRING DATA

7–1. WEAR LIMITS DATA 7–2. SPRING DATA
a. Maximum Variations. Wear limits information a. Spring Replacement. Springs should be replaced
in this Section shows the maximum wear at which if there are signs of overheating, wear due to rubbing
components are expected to function satisfactorily. Ta- adjacent parts, or permanent set. Discard springs
ble 7–1 lists the Wear Limits Data and is referenced to which do not meet the load height specifications ac-
the exploded views (Foldouts 2 through 11) in the cording to Table 7–2, Spring Data.
back of this manual.
b. Inspection. Inspection criteria (load vs. height)
b. Cleaning and Inspection. Parts must be clean to
and identification characteristics of the springs are pre-
permit effective inspection for wear or damage. Refer
sented in Table 7–2. The Spring Data are keyed to the
to Section 3.
exploded views (Foldouts 2 through 11) in the back of
this manual.
Table 7–1. Wear Limits Data
Wear Limit
Illustration Description mm (inches)
Foldout 2 TORQUE CONVERTER MODULE
9 Cover Bushing, Maximum ID 61.51 2.422
11 Piston, Minimum Thickness 5.71 0.225
13 Lockup Clutch Friction Plate Flatness, Maximum Distortion 0.51 0.020
13 Lockup Clutch Friction Plate, Minimum Thickness 8.05 0.317
13, 18 Turbine-To-Damper Spline Wear, Maximum Movement 0.38 0.015
14 Backing Plate Wear Surface, Minimum Thickness 8.58 0.338
16 Turbine Hub Hook-Type Sealring, Maximum ID When Installed In 56.75 1.441
Cover 7 Bore
18 Turbine Hub, Minimum OD 61.34 2.415
23 Stator Thrust Plate, Minimum Thickness 11.68 0.460
34 Converter Pump Hub, Minimum OD 74.999 2.9527
Foldout 3 TORQUE CONVERTER HOUSING MODULE — WITH PTO
6 Bearing Retainer Bushing, Maximum ID 75.23 2.962
7 Bearing Retainer Bearing Bore, Maximum ID 140.06 5.514
10, 17 Oil Pump Drive Hub Seals, When Installed in Sealing Bore, 1.15 0.045
Maximum End Gap
14 Oil Pump Drive Hub, Maximum Tang Wear 0.38 0.015
23 Converter Housing Bearing Bore, Maximum ID 140.03 5.513
Foldout 4,A FRONT SUPPORT AND CHARGING PUMP MODULE

TM 9-2320-312-24-3
Table 7–1. Wear Limits Data (cont’d)
Wear Limit
8 Pump Housing Bushing, Maximum ID 75.23 2.962
9 Pump Housing Gear Cavity, Maximum Depth 17.93 0.706
9 Pump Housing Gear Cavity, Maximum ID 127.30 5.012
9, 10 Driven Gear-To-Pump Housing, Maximum Diametral Clearance 0.36 0.014
10 Drive/Driven Gear, Maximum Gear Tooth Tip Clearance 0.20 0.008
10 Driven Gear, Minimum OD 126.95 4.998
10 Drive/Driven Gear, Minimum Width 17.81 0.701
10, 14 Gear-To-Plate Maximum Side Clearance 0.13 0.005
11 Pump Drive Gear Bushing, Maximum ID 57.30 2.256
14 Wear Plate, Minimum Thickness 4.70 0.185
16, 17 Ground Sleeve Oil Pump Bushing Journal, Minimum OD 57.04 2.246
20 Front Support Sleeve, Minimum Dimension 98.83 3.891
23 Front Support Seal, Maximum End Gap 1.44 0.057
Foldout 4,B ROTATING CLUTCH MODULE
7 Turbine Shaft Bushing ID, Maximum 20.19 0.795
10 Turbine Shaft Seal, Maximum End Gap 0.94 0.037
11 Drum, Maximum Spline Wear 0.38 0.015
13 Rotating Clutch Hub Bushing, Maximum ID 99.25 3.907
29 C1 Clutch Pressure Plate Flatness, Maximum Distortion 0.15 0.006
29 C1 Clutch Pressure Plate, Minimum Wear Surface Thickness 6.25 0.246
30, 37 C1, C2 Friction Plate, Maximum Cone 0.40 0.016
30, 37 C1, C2 Friction Plate, Minimum Thickness 2.21 0.087
30, 37 C1, C2 Friction Plate, Minimum Oil Groove Depth 0.20 0.008
31, 36 C1, C2 Steel Reaction Plate, Maximum Cone 0.40 0.016
31, 36 C1, C2 Steel Reaction Plate, Minimum Thickness 2.41 0.095 *
33, 35 C1, C2 Drive Hub, Maximum Spline Wear 0.38 0.015
38 C2 Clutch Pressure Plate, Maximum Cone 0.45 0.018
38 C2 Clutch Pressure Plate, Minimum Thickness 6.25 0.246
42 P1 Sun Gear Drive Hub Bushing, Maximum ID 68.22 2.685
Foldout 5 MAIN HOUSING MODULE
4 Backing Plate Flatness, Maximum Distortion 0.15 0.006
5, 16 C3, C4 Wear Plate Flatness, Maximum Distortion 0.15 0.006

TM 9-2320-312-24-3
Table 7–1. Wear Limits Data (cont’d)
Wear Limit
5, 16 C3, C4 Wear Plate, Minimum Thickness At Wear Point 2.81 0.111
8, 19, 38 C3, C4, C5 Friction Plate Cone, Maximum Distortion 0.40 0.016
8, 19 C3, C4 Friction Plate, Minimum Thickness 2.21 0.087
8, 19 C3, C4 Friction Plate, Minimum Oil Groove Depth 0.20 0.008
9, 18, 37 C3, C4, C5 Reaction Steel Plate Cone, Maximum Distortion 0.40 0.016
9, 18, 37 C3, C4, C5 Reaction Steel Plate, Minimum Thickness 2.41 0.095
11, 21 C3, C4 Piston Return Plate Cone, Maximum Distortion 0.40 0.016
11, 21 C3, C4 Piston Return Plate, Minimum Thickness 3.41 0.135
17, 24 C3, C4 Clutch Housing Flatness, Maximum Distortion 0.15 0.006
27 Main Housing Clutch Plate Splines, Maximum Wear 1.15 0.045
38 C5 Friction Plate, Minimum Thickness 2.90 0.114
38 C5 Friction Plate, Minimum Oil Groove Depth 0.20 0.008
Foldout 6 MAIN SHAFT MODULE
8 Main Shaft Pilot, Minimum OD 19.98 0.787
8 Main Shaft P2 Bushing Journal, Minimum OD 42.97 1.692
Foldout 7,A P1 PLANETARY MODULE
9, 12 P1 Pinion Thrust Washer, Minimum Thickness 1.39 0.054
10 Pinion, Maximum End Play 0.94 0.037
14 P2 Ring Gear, Maximum Spline Wear 0.38 0.015
Foldout 7,B P2 PLANETARY MODULE
2 P2 Carrier Seal, Maximum End Gap 1.20 0.047
7 P2 Carrier Bushing, Maximum ID 43.20 1.701
15 P3 Ring Gear, Maximum Spline Wear 0.38 0.015
Foldout 8 REAR COVER AND P3 PLANETARY MODULE
7 Output Shaft Bushing, Maximum ID 20.19 0.795

7–4
Table 7–2. Spring Data

Spring Approx. Free
Length Under Load
Color No. Wire Dia. OD Length
Foldout Ref. Spring Part No. Code Coils mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.
2 25 Stator 29500064 No Code N/A N/A N/A 17.8 3.3 0.7–1.6
Convoluted (0.70) (0.13) (0.16–0.36)
4,B 21 C2 Return 29503215 No Code 12* 2. 04* 13.00* 45.3** 37.0 4823–5379**
(0.080) (0.512) (1.78) (1.46) (1084–1209)
4,B 25 C1 Return 23045586 No Code 10* 2.19* 16.00* 45.2** 27.5 5763–6369**
(0.086) (0.630) (1.78) (1.08) (1296–1432)
5 10 C3 Return 29505570 No Code 11* 1.70* 12.00* 38.9** 24.5 232–256**

(0.067) (0.472) (1.53) (0.96) (52.2–57.6)
TM 9-2320-312-24-3
5 12 C3 Retainer 29505861 No Code 4* 2.59* 13.26* 12.8** 11.0 11310–14610**
(0.102) (0.522) (0.50) (0.43) (2543–3284)
5 20 C4 Return 29505570 No Code 11* 1.70* 12.00* 38.9** 24.5 232–256**
(0.067) (0.472) (1.53) (0.96) (52.2–57.6)
5 22 C4 Retainer 29505861 No Code 4* 2.59* 13.26* 12.8** 11.0 11310–14610**
(0.102) (0.522) (0.50) (0.43) (2543–3284)
9,A 53, 79, Solenoid Regulator 29502195 No Code 4 0.67 11.05 † 6.5 3.45 3.2–4.2
88, 103 (0.026) (0.435) (0.26) (0.14) (0.72–0.94)
9,B 60, 75 Solenoid Regulator 29502195 No Code 4 0.67 11.05 † 6.5 3.45 3.2–4.2
84, 109 (0.026) (0.435) (0.26) (0.14) (0.72–0.94)
9,C 61, 76 Solenoid Regulator 29502195 No Code 4 0.67 11.05 † 6.5 3.45 3.2–4.2
89, 110 (0.026) (0.435) (0.26) (0.14) (0.72–0.94)
9,A/9,B 65/96 Accumulator Relay 29507455 Silver 12.8 1.28 11.68 43.6 20.0 47.3–52.3
9,C 97 (0.050) (0.460) (1.72) (0.79) (10.6–11.8)
9,A/9,B 73/103 Overdrive 23049332 Orange 12 0.76 7.75 26.6 12.5 12.4–15.2
9,C 104 (0.030) (0.305) (1.05) (0.49) (2.79–3.42)
9,A/9,B 111/119 Lockup Relay 23049326 No Code 10 1.37 14.10 42.1 17.0 49.2–60.2
9,C 120 (0.054) (0.555) (1.66) (0.67) (11.06–13.53)
9,A/9,B 115/123 Lube Regulator 23049327 Red 13 1.22 11.10 46.3 23.5 46.5–51.3
Table 7–2. Spring Data (cont’d)
Spring Approx. Free
Length Under Load
Color No. Wire Dia. OD Length
Foldout Ref. Spring Part No. Code Coils mm (in.) mm (in.) mm (in.) mm (in.) N (lb) min.
9,C 124 (0.048) (0.437) (1.82) (0.93) (10.5–11.5)
9,A/9,B 119/127 Main Regulator 29500963 Lt. Blue 15 2.87 22.0 98.5 54.6 305–337
9,C 128 (0.113) (0.866) (3.88) (2.15) (68.6–75.8)
9,A/9,B 123/131 Control Main 23049325 Orange 10 1.83 14.8 44.6 24.2 131–145
9,C 132 (0.072) (0.583) (1.76) (0.95) (29.5–32.6)
9,A/9,B 133/141 C2 Latch 29501071 Lt. Green 11 1.32 11.43 41.3 19.0 64.1–78.3
9,C 142 (0.052) (0.450) (1.63) (0.75) (14.4–17.6)
9,A/9,B 137/145 Exhaust Back 23049391 No Code 17 0.61 7.80 29.2 18.2 2.40–2.94
9,C 146 (0.024) (0.307) (1.15) (0.72) (0.54–0.66)
TM 9-2320-312-24-3
9,A/9,B 141/149 C1 Latch 6885065 Blue 12 1.37 16.26 46.2 29.2 16.7–18.9
9,C 150 (0.054) (0.640) (1.82) (1.15) (3.75–4.25)
9,A/9,B 145/153 Converter Regulator 29507456 Pink 10.2 1.53 11.00 30.3 22.8 53.7–59.3
9,C 154 (0.060) (0.433) (1.19) (0.90) (12.1–13.3)
7–5
TM 9-2320-312-24-3
Legend For Foldout 1 Is On The Opposite Side Of This Page.
Copyright © 1998 General Motors Corp. Foldout 1

TM 9-2320-312-24-3
Legend For Foldout 1
1 — Lockup clutch and damper assembly
2 — Converter turbine
3 — Converter pump
4 — Converter housing
5 — Front Support
6 — Rotating clutch module
7 — C2 clutch
8 — Main case module
9 — C3 clutch
10 — P1 planetary module
11 — C4 clutch
13 — C5 clutch
15 — Rear cover module
16 — Output shaft
17 — Main shaft module
18 — Control valve module
19 — C1 clutch
20 — Oil pump
21 — Ground sleeve
22 — Converter stator
23 — Turbine shaft
Foldout 1 Copyright © 1998 General Motors Corp.

TM 9-2320-312-24-3 F OLDOUT 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
23 22 21 20 19 18 17 16
V04635.02
Foldout 1. Model MD 3560 Transmission — Cross Section

TM 9-2320-312-24-3 F OLDOUT 2
1
2
3
7
1 — Retaining ring 23 — Stator thrust plate assembly 8
2 — Converter end plug 24 — LH stator thrust washer 9

6
10
3 — O-ring 25 — Torque converter stator race 4
11
4 — Torque converter module 26 — Torque converter stator spring (13)
5 — Nut, M8 (36), A 27 — Torque converter stator roller (13) 5 12
6 — Torque converter cover assembly 28 — Stator and cam assembly
13
7 — Cover and bushing assembly 29 — Shim, converter, 0.2540 mm
8 — Torque converter cover (0.010 inch), selective
18 14
9 — Bushing 29 — Shim, converter, 0.4826 mm
(0.019 inch), selective
10— Lockup piston sealring 19
29 — Shim, converter, 0.7112 mm 20 16
11 — Lockup piston assembly (0.028 inch), selective 22
12 — Lockup piston sealring 23 17
30 — Pump thrust bearing assembly 24
13 — Lockup clutch and damper assembly 25
31 — O-ring
27
14 — Lockup clutch backplate
32 — Torque converter pump assembly 28
15 — Bolt, M8 x 1.25 x 20 (**), A 15
33 — Pump thrust washer
29
16 — Hook-type sealring
34 — Torque converter pump assembly 30
17 — Thrust bearing assembly 31
35 — T-head bolt (36) 21 26
18 — Torque converter turbine assembly
** With 20 hole plate 13, use qty 20 bolts 14; with 30 hole
19 — Stator thrust bearing assembly plate 13, use qty 30 bolts 14.
20 — Star washer 33
21 — Torque converter stator assembly Torque N·m lb ft
22 — Retaining ring A 30–35 22–26
34
32 35
V03940.02
Foldout 2. Torque Converter Module — Exploded View

TM 9-2320-312-24-3 F OLDOUT 3
2
1 — Converter housing module 31 — Torque converter housing gasket 4

2 — Bolt (10), M10 x 1.5 x 35 (10), A 3
3 — Bearing retainer assembly Torque N·m lb ft 29

4 — Oil seal assembly A 51–61 38–45 5
27
5 — Bearing retainer assembly 6
26
B 24–29 18–21
6 — Bearing retainer bushing
30
C 12–16 9–12 25
7 — Bearing retainer
7
8 — Piston sealring
9 — PTO gear assembly 8
10
10 — Sealring 11 1
12
11 — Single row ball bearing 13 9
12 — Internal retaining ring (only used prior to 18
S/N 6510024410) 14 19
13 — PTO gear
20 21
15 22
14 — Oil pump drive hub (2-tang style used starting
16
with S/N 2510024410) 17
15 — Single row ball bearing
16 — Internal retaining ring
17 — Sealring
18 — Converter housing assembly
19 — Speed sensor assembly
20 — O-ring 23 24
21 — Speed sensor retainer 31

28
22 — Bolt, M8 x 1.25 x 20, B
23 — Converter housing
24 — Sensor shipping cover
25 — PTO cover gasket (2)
26 — PTO cover (2)
27 — Bolt, M10 x 1.5 x 25 (20), A
28 — Bolt, M10 x 1.5 x 35 (20), A
29 — Vent Assembly, M10 x 1.5, C 25
26
30 — Breather adapter, M10 x 1.5, C 27
V05570
Foldout 3. Converter Housing Module, With PTO Provision — Exploded View

TM 9-2320-312-24-3

TM 9-2320-312-24-3
A — Shim, torque converter turbine, 4.000 mm

1 — Bolt, M10 x 1.5 x 60 (6), A 3 — Rotating clutch module
2 — Bolt, M10 x 1.5 x 35 (5), A 4 — O-ring
3 — Front support module 5 — Turbine shaft assembly (without PTO)
4 — O-ring (without PTO only) 6 — Turbine shaft
5 — Oil seal assembly (without PTO only) 7 — Turbine shaft bushing
6 — Bolt, M10 x 1.5 x 60 (8), A 8 — Turbine shaft assembly (with PTO)
7 — Pump housing assembly 9 — Turbine shaft
8 — Bushing (without PTO only) 10 — Sealring (3)
9 — Pump housing 11 — Rotating clutch drum
10 — Gear set assembly 12 — Rotating clutch hub assembly
11 — Bushing 13 — Rotating clutch hub bushing
12 — Bolt, M10 x 1.5 x 25 (10), A 14 — Rotating clutch hub assembly
13 — Stiffening plate 15 — Thrust bearing
14 — Wear plate 16 — Turbine shaft retaining ring
15 — Front support assembly 17 — C2 piston sealring
16 — Ground sleeve (with PTO) 18 — C1 piston sealring
17 — Ground sleeve (without PTO) 19 — C2 piston sealring
18 — Front support assembly 20 — C2 piston
19 — Dowel pin, 10 x 32 (2) 21 — C2 spring assembly
20 — Front support sleeve 22 — Internal retaining ring
21 — Front support 23 — C1 piston sealring
22 — Roller bearing assembly 24 — C1 piston
23 — Sealring (3) 25 — C1 spring assembly
24 — Thrust bearing assembly 26 — Rotating clutch balance piston
25 — Dowel pin, 6 x 35 27 — Rotating clutch balance piston sealring
26 — Pressure relief spring 28 — External retaining ring
27 — Pressure relief ball 29 — C1 clutch backplate (2)
Torque N·m lb ft 30 — C1 friction plate (6)
A 51–61 38–45 31 — C1 reaction plate (5)
32 — External retaining ring
B 33 — C1 drive hub
1 — Bolt, M16 x 2.0 x 50, A 34 — Thrust bearing (2)
35 — C2 drive hub
2 — Torque converter turbine shim
36 — C2 reaction plate (6)
— Shim, torque converter turbine, 5.092 mm
(0.201 inch), selective 37 — C2 friction plate (6)
— Shim, torque converter turbine, 4.914 mm 38 — C2 clutch backplate
(0.194 inch), selective 39 — Internal retaining ring
— Shim, torque converter turbine, 4.736 mm 40 — Sun gear assembly
(0.187 inch), selective 41 — Sun gear
— Shim, torque converter turbine, 4.559 mm 42 — Sun gear bushing
(0.180 inch), selective 43 — Internal retaining ring
— Shim, torque converter turbine, 4.381 mm
(0.173 inch), selective Torque N·m lb ft
— Shim, torque converter turbine, 4.203 mm A 100–120 74–89
TM 9-2320-312-24-3 F OLDOUT 4
A B
1
2
4
5
2 6
10
7 11
9
12 3
21 8 13
14
22
15
23 16
4 17
3 24 18
5 7
19
8
25 20
9 10 12 26
27
11 32 28
6 13
15 29
14 16 33 30
31
34
27 35
1
26 17 18
19 34
25 21 36
37 29
20
24
23
22
38
39
41
42
40
43
V01975
V03941
Foldout 4,A. Front Support and Oil Pump Module — Exploded View Foldout 4,B. Rotating Clutch Module — Exploded View
TM 9-2320-312-24-3 F OLDOUT 5
1 — C3/C4 clutch assembly 32 — Feedthrough connector assembly

earlier models) 2
2 — Bolt, M10 x 1.5 x 90 (12), A 3
3 — C3 backplate assembly 33 — Orange 24-way internal seal
4 — Clutch backplate 34 — O-ring 6
5 — Clutch wear plate (3) 35 — Green 24-way internal seal
1
6 — Rivet (3 OD x 6) (6) 36 — Bolt, M10 x 1.5 x 35 (12), A
7 — P1 ring gear 37 — C5 clutch reaction plate (8) 4 10
8 — C3 clutch friction plate (5) 38 — C5 clutch friction plate (7)
5 7
9 — C3 clutch reaction plate (4)
Torque N·m lb ft 8
10 — Return spring assembly (4) 9 1516 14
A 51–61 38–45
11 — Piston return plate 17
12 — Spring retainer assembly B 5–8 4–5
13 — C3 clutch piston 20
11
14 — C3 clutch housing assembly 12
18
15 — Rivet (3 OD x 6) (6) 19 13
16 — Clutch wear plate (3) 26
17 — C3 clutch housing
18 — C4 clutch reaction plate (5) 25
19 — C4 clutch friction plate (5) 21
20 — Return spring assembly (4) 22
23
21 — Piston return plate
24
22 — Spring retainer assembly
23 — C4 clutch piston
24 — C4 clutch housing
25 — Bolt, M10 x 1.5 x 25 (3), A
26 — Converter shipping bracket (3)
27 — Main housing 31
27
28 — Nameplate 28 29
29 — Screw, #4 x 1⁄4 32
30 33
30 — Bolt, M5 x 0.8 x 20 (2), B
31 — Connector shipping cover 34
35 37 38
36
V05415
Foldout 5. Main Housing Module — Exploded View

TM 9-2320-312-24-3 F OLDOUT 6
MD 3560
1 — Selective shim
2 — Thrust bearing assembly
3 — Main shaft module 4
4 — Spiral retaining ring 1
5 — P2 sun gear
6 — Thrust bearing assembly 2
7 — Bearing spacer
8 — Main shaft
3
5
6
V05572
Foldout 6. Main Shaft Module (MD 3560) — Exploded View

TM 9-2320-312-24-3

TM 9-2320-312-24-3
A B
1 — P1 planetary module 1 — P2 planetary module
2 — Internal retaining ring 2 — Sealring kit
3 — Thrust bearing assembly 3 — Internal retaining ring
4 — P1 planetary carrier assembly 4 — P2 planetary carrier assembly
5 — Retaining ring 5 — Carrier and bushing assembly
6 — P1 indexing ring 6 — P2 planetary carrier
7 — P1 planetary spindle (6) 7 — Bushing
8 — P1 planetary carrier 8 — Thrust washer (4)
9 — P1 thrust washer (6) 9 — Roller bearing (8)
10 — P1 pinion gear (6) 10 — P2 pinion gear (4)
11 — Roller bearing assembly (12) 11 — Thrust washer (4)
12 — P1 thrust washer (6) 12 — P2 planetary spindle (4)
13 — Thrust bearing assembly 13 — P2 indexing ring
14 — P2 planetary ring gear 14 — Internal retaining ring
15 — P3 planetary ring gear

TM 9-2320-312-24-3 F OLDOUT 7
A B
1
2 1
3 3
13 4
14
4
5 15
5
6 6
8
13
14
8
7
9
10 12
11
9
10
11
12
V03473 V04223
Foldout 7,A. P1 Planetary Module — Exploded View Foldout 7,B. P2 Planetary Module — Exploded View
TM 9-2320-312-24-3 F OLDOUT 8
1 — Rear cover gasket 23 — Spring and retainer assembly

2 — Bolt, M12 x 1.7 x 45 (19), A 24 — C5 clutch piston
3 — Rear support bracket 25 — Piston sealring, 281 mm diameter
4 — Rear cover and P3 planetary module 26 — Internal sealring, 140 mm diameter
5 — P3 planetary carrier assembly 27 — Roller bearing cup
6 — Output shaft assembly 28 — Rear cover
7 — Bushing 29 — Speed sensor assembly
8 — Output shaft 30 — O-ring
9 — Internal retaining ring 31 — Speed sensor retainer
10 — Indexing ring 32 — Bolt, M8 x 1.25 x 20, B
11 — Spring pin, 5 x 12 33 — Output speed signal wheel
12 — P3 planetary carrier 34 — Roller bearing cup
13 — Cone and roller bearing assembly 35 — Cone and roller bearing assembly
14 — Output spacer 36 — Locknut retainer
15 — External retaining ring 37 — Bearing retainer nut, M70 x 20, C
16 — P3 planetary spindle (4) 38 — Oil seal assembly
17 — Thrust washer (4) Torque N·m lb ft
18 — P3 pinion gear set (set of four gears)
A 90–110 66–81
19 — Roller bearing assembly (8)
B 24–29 18–21
20 — P3 thrust washer (4)
21 — Rear cover assembly C 74–88 55–65
22 — External retaining ring
Foldout 8. Rear Cover and P3 Planetary Module — Exploded View

TM 9-2320-312-24-3
Legend For Foldout 9,A
1 — Control valve assembly 49 — Socket terminal (2)

2 — Suction filter gasket 50 — Solenoid connector
3 — Suction filter 51 — O-ring
4 — Scavenge sump suction filter housing 52 — Allen-head bolt, M5 x 0.8 x 12 (2), D
5 — Bolt, M6 x 1.0 x 60, A 53 — Solenoid regulator spring (3)
6 — Face seal 54 — Solenoid regulator valve (3)
7 — Bolt, M6 x 1.0 x 95 (2), A
55 — Solenoid, N/O (2)
8 — Wiring harness cover plate
9 — Bolt, M6 x 1.0 x 95 (4), A 56 — O-ring
10 — Electronic connector shoulder bolt (3), B 57 — O-ring
11 — Internal harness assembly 58 — Solenoid, N/C
12 — Standoff 59 — O-ring
13 — Socket terminal (19) 60 — O-ring
14 — Cavity plug 61 — Retention pin (3)
15 — 12-Way internal seal (2) 62 — Solenoid filter screen
16 — 24-Way internal connector 63 — Rotating clutch solenoid body
17 — Standoff bolt, C 64 — A/R valve
18 — Temperature sensor 65 — A/R valve spring
19 — High temperature cable tie 66 — A/R valve stop
20 — Socket terminal 67 — Retention pin, 2.5 OD x 25
21 — Socket terminal 68 — Bolt, M6 x 1.0 x 95 (8), A
22 — 2-Way solenoid connector 69 — Face seal (2)
23 — Spiral Teflon wrap 70 — Stationary clutch solenoid body assembly
24 — 2-Way connector (C3 pressure switch) 71 — Stationary clutch solenoid body
25 — Pin terminal (2) 72 — Overdrive valve
26 — Socket terminal 73 — Overdrive valve spring
27 — Socket terminal 74 — Valve stop
28 — 2-Way solenoid connector 75 — Solenoid, N/C (3)
30 — 2-Way solenoid connector 77 — O-ring
31 — 2-Way solenoid connector 78 — Solenoid regulator valve (3)
32 — Socket terminal 79 — Solenoid regulator spring (3)
33 — Socket terminal 80 — Retention pin
34 — Socket terminal (2) 81 — Retaining pin (3)
35 — 2-Way solenoid connector 82 — Solenoid filter screen
36 — 2-Way solenoid connector 83 — C6 clutch body assembly
37 — Socket terminal (2) 84 — Bolt, M6 x 1.0 x 60 (5), A
38 — Secondary lock (2) 85 — C6 body cover plate
39 — Socket terminal (3) 86 — Solenoid filter screen
40 — 4-Way oil level sensor connector 87 — C6 clutch body
41 — Socket terminal (2) 88 — Spring
42 — 2-Way solenoid connector 89 — Solenoid regulator valve
43 — Socket terminal (2) 90 — Regulator valve solenoid assembly
44 — Turbine speed sensor connector 91 — O-ring
45 — Bolt, M6 x 1.0 x 95 (3), A 92 — O-ring
46 — Face seal 93 — Solenoid protective plate
47 — Rotating clutch solenoid body assembly 94 — Push-on speed nut
48 — Pressure switch 95 — Retaining pin, 2.5 OD x 25
Copyright © 1998 General Motors Corp. Foldout 9,A

TM 9-2320-312-24-3
Legend For Foldout 9, A (cont’d)
96 — Solenoid filter screen 146 — Converter regulator stop

97 — Push-on speed nut 147 — Bolt, M6 x 1.0 x 45 (2), A
98 — Solenoid protective plate 148 — Oil level sensor assembly
99 — C6 interlock solenoid assembly 149 — Sensor bracket
100 — O-ring 150 — O-ring
101 — O-ring 151 — Oil level sensor
102 — C6 interlock valve 152 — 4-pin plug
103 — Spring 153 — Pin terminal
104 — Bolt, M6 x 1.0 x 20 (2), A 154 — Spacer
105 — Turbine speed sensor 155 — Base plate
106 — Bolt, M6 x 1.0 x 95 (2), A 156 — Case gasket
107 — Solenoid separator plate 157 — Separator plate
108 — Main valve body assembly 158 — Channel plate gasket
109 — Retaining pin, 5 OD x 43 159 — Channel plate assembly
110 — Lockup relay valve 160 — Shipping plug (2), E
111 — Lockup relay valve spring 161 — Dowel pin, 10 x 50 (2
112 — Lockup relay valve stop 162 — Channel plate
113 — Retaining pin, 3 OD x 43 163 — Oil drain plug assembly, F
114 — Lube regulator valve 164 — O-ring
115 — Lube regulator spring 165 — Pressure tap plug assembly (8), A
116 — Lube regulator stop 166 — O-ring
117 — Retaining pin, 5 OD x 43 167 — Pressure tap plug
118 — Main regulator valve 168 — Channel plate assembly
119 — Main regulator spring 169 — Dowel pin
120 — Main regulator stop 170 — Channel plate
121 — Retaining pin, 3 OD x 43 171 — Pressure tap plug assembly (8), A
122 — Control main valve 172 — O-ring
123 — Control main spring 173 — Pressure tap plug
124 — Control main stop 174 — Oil drain plug assembly, F
125 — Retaining pin, 2.5 OD x 40 175 — O-ring
126 — Solenoid assembly 176 — Bolt, M10 x 1.5 x 55 (7) or (32), G
127 — O-ring 177 — Bolt, M10 x 1.5 x 100 (25, 4 in. sump only), G
128 — O-ring 178 — Filter cover (2)
129 — Control valve body 179 — Square cut packing (2)
130 — Spring pin, 5 x 55 180 — O-ring (2)
131 — Retaining pin, 5 OD x 43 181 — Oil filter (2)
132 — C2 latch valve
133 — C2 latch spring
134 — C2 latch stop Torque N·m lb ft
135 — Retaining pin, 3 OD x 43 A 10–13 7–10
136 — Exhaust back valve B 2–3 18–27*
137 — Exhaust back spring C 1.3–2.7 12–24*
138 — Exhaust back stop
139 — Retaining pin, 5 OD x 43 D 5–8 4–6
140 — C1 latching valve E 2.5–3.5 22–31*
141 — C1 latching spring F 25–32 18–24
142 — C1 latching stop G 51–61 38–45
143 — Retaining pin, 3 OD x 43
144 — Converter regulator valve
* lb in.
145 — Converter regulator spring
Foldout 9,A Copyright © 1998 General Motors Corp.

TM 9-2320-312-24-3 F OLDOUT 9,A
7 6 1 (Cont'd)
5
147
148
1 112
107 108
111 149
109 110
4 113 116
139 115
143 135 117 151
1 150
114 120
106 121
131 119
125 152 153
29
50
36 3 11
70
104 118 124

9
17 123
105
8 122 154
16
2 15 126
10 155
14
12 13 144 128
127
145
43 156
40 146 140
39 41 44
69 38 141 129
68 42 23 18 142 136
37 19
70 20 137 130
23
138 132 157
36 28 22
71 21 133
35 24
134 158
72 34 30 25
26 168
73 33 32 31 27
81 29
74 169
79 159
78
84 45
77 80 161
170 160
76 46 162
85
75
82
47
52 181
86 83 50 49 48
87 55 180
51 171 172
57 175
56 179
67 173
88 54 58 174 163
90 66 164
89 65 53 178 165 166
96 91 60
92 59 167
95
54 176
53 61
97 64
98 176
176
100 93 94 or 177
101 63 177
99 102 103 62
V05604
V05603
Foldout 9,A. Control Valve Module (Prior To S/N 6510032369) — Exploded View
TM 9-2320-312-24-3
Legend For Foldout 9, B
1 — Spring clip 51 — 2-Way solenoid connector

2 — Feedthrough tag 52 — Socket terminal
3 — Cable tie 53 — Socket terminal
4 — Control valve assembly 54 — 2-Way solenoid connector
5 — Suction filter gasket 55 — Bolt, M6 x 1.0 x 60 (5), A
6 — Suction filter 56 — C6 body cover plate
7 — Scavenge sump suction filter housing
57 — C6 clutch body assembly
8 — Bolt, M6 x 1.0 x 60, A
9 — Face seal 58 — Solenoid filter screen
10 — Bolt, M6 x 1.0 x 95 (2), A 59 — C6 clutch body
11 — Bolt, M6 x 1.0 x 95 (4), A 60 — Spring
12 — Wiring harness cover plate 61 — Solenoid regulator valve
13 — Electronic connector shoulder bolt (3), B 62 — Regulator valve solenoid assembly
14 — Internal control harness assembly 63 — O-ring
15 — Standoff 64 — O-ring
16 — O-ring 65 — Solenoid protective plate
17 — Feedthrough standoff seal 66 — Push-on speed nut
18 — Standoff grommet assembly 67 — Retaining pin, 2.5 OD x 25
19 — Cavity plug 68 — Solenoid filter screen
20 — Backshell grommet 69 — Push-on speed nut
21 — Backshell follower 70 — Solenoid protective plate
22 — Backshell housing 71 — C6 interlock solenoid assembly
23 — Pin terminal (17) 72 — O-ring
24 — 31-Way receptacle connector 73 — O-ring
25 — Socket terminal (2) 74 — C6 interlock valve
26 — Turbine speed sensor connector 75 — Spring
27 — Temperature sensor 76 — Bolt, M6 x 1.0 x 95 (3), A
28 — 2-Way solenoid connector 77 — Face seal
29 — Socket terminal 78 — Rotating clutch solenoid body assembly
30 — Socket terminal 79 — Pressure switch
31 — Pin terminal (2) 80 — Socket terminal (2)
32 — 2-Way connector (C3 pressure switch) 81 — Solenoid connector
34 — Socket terminal 83 — Allen-head bolt, M5 x 0.8 x 12 (2), C
35 — Socket terminal 84 — Solenoid regulator spring (3)
36 — Socket terminal (2) 85 — Solenoid regulator valve (3)
37 — 2-Way solenoid connector 86 — Solenoid, N/O (2)
39 — Socket terminal 88 — O-ring
40 — Socket terminal 89 — Solenoid, N/C
43 — Socket terminal (2) 92 — Retention pin (3)
44 — 2-Way solenoid connector 93 — Rotating clutch solenoid body
45 — 4-Way oil level sensor connector 94 — Retention pin, 2.5 OD x 25
46 — Socket terminal (3) 95 — A/R valve
47 — Secondary lock (2) 96 — A/R valve spring
48 — 2-Way solenoid connector 97 — A/R valve stop
50 — Socket terminal (2) 99 — Face seal (2)
100 — Stationary clutch solenoid body assembly
Copyright © 1998 General Motors Corp. Foldout 9,B
TM 9-2320-312-24-3
Legend For Foldout 9, B (cont’d)
101 — Stationary clutch solenoid body 154 — Converter regulator stop

102 — Overdrive valve 155 — Bolt, M6 x 1.0 x 45 (2), A
103 — Overdrive valve spring 156 — Oil level sensor assembly
104 — Valve stop 157 — Sensor bracket
105 — Solenoid, N/C (3) 158 — O-ring
107 — O-ring 160 — 4-Pin plug
108 — Solenoid regulator valve (3) 161 — Pin terminal
109 — Solenoid regulator spring (3) 162 — Spacer
110 — Retention pin 163 — Base plate
111 — Retaining pin (3) 164 — Separator plate
112 — Bolt, M6 x 1.0 x 20 (2), A 165 — Channel plate gasket
113 — Turbine speed sensor 166 — Channel plate assembly
114 — Bolt, M6 x 1.0 x 95 (2), A 167 — Shipping plug (2), D
115 — Solenoid separator plate 168 — Dowel pin, 10 x 50 (2
116 — Main valve body assembly 169 — Channel plate
117 — Retaining pin, 5 OD x 43 170 — Oil drain plug assembly, E
118 — Lockup relay valve 171 — O-ring
119 — Lockup relay valve spring 172 — Pressure tap plug assembly (8), A
120 — Lockup relay valve stop 173 — O-ring
121 — Retaining pin, 3 OD x 43 174 — Pressure tap plug
122 — Lube regulator valve 175 — Channel plate assembly
123 — Lube regulator spring 176 — Dowel pin
124 — Lube regulator stop 177 — Channel plate
125 — Retaining pin, 5 OD x 43 178 — Pressure tap plug assembly (8), A
126 — Main regulator valve 179 — O-ring
127 — Main regulator spring 180 — Pressure tap plug
128 — Main regulator stop 181 — Oil drain plug assembly, E
129 — Retaining pin, 3 OD x 43 182 — O-ring
130 — Control main valve 183 — Filter cover (2)
131 — Control main spring 184 — Filter cover gasket (2)
132 — Control main stop 185 — O-ring (2)
133 — Retaining pin, 2.5 OD x 40 186 — O-ring (2)
134 — Solenoid assembly 187 — Oil filter (2)
135 — O-ring 188 — Bolt, M10 x 1.5 x 55 (7) or (32), F
136 — O-ring 189 — Bolt, M10 x 1.5 x 100 (25, 4 in. sump only), F
137 — Control valve body 190 — Case gasket
138 — Spring pin, 5 x 55 191 — Panel nut
139 — Retaining pin, 5 OD x 43 192 — Feedthrough lockwasher
140 — C2 latch valve
141 — C2 latch spring Torque N·m lb ft
142 — C2 latch stop A 10–13 7–10
143 — Retaining pin, 3 OD or 5 OD x 43
144 — Exhaust back valve B 2–3 18–27*
145 — Exhaust back spring C 5–8 4–6
146 — Exhaust back stop D 2.5–3.5 22–31*
147 — Retaining pin, 5 OD x 43 E 25–32 18–24
148 — C1 latching valve
149 — C1 latching spring F 51–61 38–45
150 — C1 latching stop
151 — Retaining pin, 3 OD x 43 * lb in.
152 — Converter regulator valve
153 — Converter regulator spring
Foldout 9,B Copyright © 1998 General Motors Corp.

TM 9-2320-312-24-3 F OLDOUT 9,B
Foldout 9,B. Control Valve Module (S/N 6510032369 to S/N 6510096670) — Exploded View
TM 9-2320-312-24-3
Legend For Foldout 9,C
1 — Spring clip 51 — 2-Way solenoid connector

2 — Feedthrough tag 52 — Socket terminal
3 — Cable tie 53 — Socket terminal
4 — Control valve assembly 54 — 2-Way solenoid connector
5 — Suction filter gasket 55 — U-channel
6 — Suction filter
56 — Bolt, M6 x 1.0 x 60 (5), A
7 — Scavenge sump suction filter housing
8 — Bolt, M6 x 1.0 x 60, A 57 — C6 body cover plate
9 — Face seal 58 — C6 clutch body assembly
10 — Bolt, M6 x 1.0 x 95 (2), A 59 — Solenoid filter screen
11 — Bolt, M6 x 1.0 x 95 (4), A 60 — C6 clutch body
12 — Electronic connector shoulder bolt (3), B 61 — Spring
13 — Feedthrough harness assembly 62 — Solenoid regulator valve
14 — Standoff 63 — Regulator valve solenoid assembly
16 — Feedthrough standoff seal 65 — O-ring
17 — Standoff grommet assembly 66 — Solenoid protective plate
18 — Cavity plug 67 — Push-on speed nut
19 — Backshell grommet 68 — Retaining pin, 2.5 OD x 25
20 — Backshell follower 69 — Solenoid filter screen
21 — Backshell housing 70 — Push-on speed nut
22 — Backshell housing 71 — Solenoid protective plate
23 — Pin terminal (17) 72 — C6 interlock solenoid assembly
24 — 31-Way receptacle connector 73 — O-ring
26 — Turbine speed sensor connector 75 — C6 interlock valve
27 — Temperature sensor 76 — Spring
28 — 2-Way solenoid connector 77 — Bolt, M6 x 1.0 x 95 (3), A
29 — Socket terminal 78 — Face seal
30 — Socket terminal 79 — Rotating clutch solenoid body assembly
31 — Pin terminal (2) 80 — Pressure switch
32 — 2-Way connector (C3 pressure switch) 81 — Socket terminal (2)
33 — 2-Way solenoid connector 82 — Solenoid connector
35 — Socket terminal 84 — Allen-head bolt, M5 x 0.8 x 12 (2), C
36 — Socket terminal (2) 85 — Solenoid regulator spring (3)
37 — 2-Way solenoid connector 86 — Solenoid regulator valve (3)
38 — 2-Way solenoid connector 87 — Solenoid, N/O (2)
41 — Socket terminal (2) 90 — Solenoid, N/C
44 — 2-Way solenoid connector 93 — Retention Pin (3)
45 — 4-Way oil level sensor connector 94 — Rotating clutch solenoid body
46 — Socket terminal (3) 95 — Retention pin, 2.5 OD x 25
47 — Secondary lock (2) 96 — A/R valve
48 — 2-Way solenoid connector 97 — A/R valve spring
49 — Socket terminal (2) 98 — A/R valve stop
Copyright © 1998 General Motors Corp. Foldout 9,C

TM 9-2320-312-24-3
Legend For Foldout 9, C (cont’d)
100 — Face seal (2) 152 — Retaining pin, 3 OD x 43

101 — Stationary clutch solenoid body assembly 153 — Converter regulator valve
102 — Stationary clutch solenoid body 154 — Converter regulator spring
103 — Overdrive valve 155 — Converter regulator stop
104 — Overdrive valve spring 156 — Bolt, M6 x 1.0 x 45 (2), A
105 — Valve stop 157 — Oil level sensor assembly
106 — Solenoid, N/C (3) 158 — Sensor bracket
109 — Solenoid regulator valve (3) 161 — 4-Pin plug
110 — Solenoid regulator spring (3) 162 — Pin terminal
111 — Retention pin 163 — Spacer
112 — Retaining pin (3) 164 — Base plate
113 — Bolt, M6 x 1.0 x 20 (2), A 165 — Separator plate
114 — Turbine speed sensor 166 — Channel plate gasket
115 — Bolt, M6 x 1.0 x 95 (2), A 167 — Channel plate assembly
116 — Solenoid separator plate 168 — Shipping plug (2), D
117 — Main valve body assembly 169 — Dowel pin, 10 x 50 (2
118 — Retaining Pin, 5 OD x 43 170 — Channel plate
119 — Lockup relay valve 171 — Oil drain plug assembly, E
120 — Lockup relay valve spring 172 — O-ring
121 — Lockup relay valve stop 173 — Pressure tap plug assembly (8), A
122 — Retaining pin, 3 OD x 43 174 — O-ring
123 — Lube regulator valve 175 — Pressure tap plug
124 — Lube regulator spring 176 — Channel plate assembly
125 — Lube regulator stop 177 — Dowel pin
178 — Channel plate
179 — Pressure tap plug assembly (8), A
127 — Main regulator valve
180 — O-ring
128 — Main regulator spring
181 — Pressure tap plug
129 — Main regulator stop
182 — Oil drain plug assembly, E
130 — Retaining Pin, 3 OD x 43
183 — O-ring
131 — Control main valve
184 — Filter cover (2)
132 — Control main spring
185 — Filter cover gasket (2)
133 — Control main stop
186 — O-ring (2)
134 — Retaining pin, 2.5 OD x 40
187 — O-ring (2)
135 — Solenoid assembly
188 — Oil filter (2)
136 — O-ring
189 — Bolt, M10 x 1.5 x 55 (7) or (32), F
137 — O-ring 190 — Bolt, M10 x 1.5 x 100 (25, 4 in. sump only), F
138 — Control valve body 191 — Case gasket
139 — Spring pin, 5 x 55 192 — Panel nut
141 — C2 latch valve Torque N·m lb ft
142 — C2 latch spring
A 10–13 7–10
143 — C2 latch stop
144 — Retaining pin, 3 OD or 5 OD x 43 B 2–3 18–27*
145 — Exhaust back valve C 5–8 4–6
146 — Exhaust back spring D 2.5–3.5 22–31*
147 — Exhaust back stop E 25–32 18–24
149 — C1 latching valve F 51–61 38–45
150 — C1 latching spring
151 — C1 latching stop * lb in.
Foldout 9,C Copyright © 1998 General Motors Corp.

TM 9-2320-312-24-3 F OLDOUT 9,C
Foldout 9,C. Control Valve Module (Beginning With S/N 6510096671) — Exploded View
TM 9-2320-312-24-3 F OLDOUT 10
1 — O-ring
2 — Output shipping cover
3 — Output yoke
4 — O-ring
5 — Retainer plug
6 — Bolt, M14 x 2.0 x 70, A
Torque N·m lb ft
A 70–80 51–60
Foldout 10. Output Yoke — Exploded View

TM 9-2320-312-24-3

TM 9-2320-312-24-3
A B
1 — Gasket 1 — Stud (2)
2 — Cover 2 — PTO gasket
3 — Bolt, M10 x 1.5 x 28 (6), A 3 — Bolt, M10 x 1.5 x 35 (8), B
4 — PTO assembly
Torque N·m lb ft
A 228–266 168–196
B 51–61 38–45

TM 9-2320-312-24-3 F OLDOUT 11
A B
Foldout 11,A. Oil Cooler — Exploded View Foldout 11,B. Support Equipment — Exploded View
T M 9 - 2 3 2 0 - 3 12 - 2 4 - 3
Supporting Illustration 12. MD/B 300/B 400 Hydraulic Schematic — Neutral

TM 9-2320-312-24-3
NOTE
The M878A2 Yard Tractor is equipped with an MD 3560P Transmission.
TM 9-2320-312-24-3 TS 2973EN
Troubleshooting
Manual
Allison On-Highway
MD/HD/B Series Transmissions
WTEC III Controls (TransID 1 and 2)
MD 3060/MD 3066/MD 3560(P)(R)

MD 3070PT
HD 4060/HD 4070/HD 4560(P)(R)
B 300/B 400/B 500(P)(R)
1999 APRIL
Division of General Motors Corporation

P.O. Box 894 Indianapolis, Indiana 46206-0894
Printed in the U.S.A. Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
FOREWORD — How to Use This Manual
This manual provides troubleshooting information for Allison Transmission Division, MD/HD/B Series
On-Highway Transmissions. Service Manuals SM2148EN and SM2457EN, plus Parts Catalogs PC2150EN and
PC2456EN may be used in conjunction with this manual.
This manual includes:
• Description of the WTEC III electronic control system.
• Description of the electronic control system components.
• Description of diagnostic codes, system responses to faults, and troubleshooting.
• Wire, terminal, and connector repair information.
Specific instructions for using many of the available or required service tools and equipment are not included in
this manual. The service tool manufacturer will furnish instructions for using the tools or equipment.
Additional information may be published from time to time in Service Information Letters (SIL) and will be
included in future revisions of this and other manuals. Please use these SILs to obtain up-to-date information
concerning Allison Transmission products.
This publication is revised periodically to include improvements, new models, special tools, and procedures. A
revision is indicated by a letter suffix added to the publication number. Check with your Allison Transmission
service outlet for the currently applicable publication. Additional copies of this publication may be purchased from
authorized Allison Transmission service outlets. Look in your telephone directory under the heading of
Transmissions — Truck, Tractor, etc.
Take time to review the Table of Contents and the manual. Reviewing the Table of Contents will aid you in quickly
locating information.
NOTE: Allison Transmission is providing for service of wiring harnesses and wiring harness components as
follows:
• Repair parts for the internal wiring harness and for wiring harness components attached to the shift selector
will be available through the Allison Transmission Parts Distribution Center (PDC). Use the P/N from your
appropriate parts catalog or from Appendix E in this manual. Allison Transmission is responsible for
warranty on these parts.
• Repair parts for the external harnesses and external harness components must be obtained from St. Clair
Technologies Inc. (SCTI). SCTI provides parts to any Allison customer or OEM and is responsible for
warranty on these parts. SCTI recognizes ATD, manufacturers, and SCTI part numbers. SCTI provides a
technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI will have parts catalogs available. The SCTI
addresses and phone numbers for parts outlets are:
St. Clair Technologies, Inc. St. Clair Technologies, Inc. St. Clair Technologies, Inc.
1050 Old Glass Road 1111 Mikesell Street c/o Mequilas Tetakawi
Wallaceburg, Ontario, Canada, N8A 3T2 Charlotte, Michigan 48813 Carr. Internationale KM 1969
Phone: (519) 627-1673 Phone: (517) 541-8166 Guadalajara – Nogales, KM2
Fax: (519) 627-4227 Fax: (517) 541-8167 Empalme, Sonora, Mexico
Phone: 011-52-622-34661
Fax: 011-52-622-34662
• St. Clair Technologies, Inc. stocks a WTEC III external harness repair kit, P/N 29532362, as a source for
some external harness repair parts. SCTI is the source for external harness repair parts.
ii Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
IMPORTANT SAFETY NOTICE
IT IS YOUR RESPONSIBILITY to be completely familiar with the warnings and cautions

used in this manual. These warnings and cautions advise against using specific service
procedures that can result in personal injury, equipment damage, or cause the equipment to
become unsafe. These warnings and cautions are not exhaustive. Allison Transmission could
not possibly know, evaluate, or advise the service trade of all conceivable procedures by which
service might be performed or of the possible hazardous consequences of each procedure.
Consequently, Allison Transmission has not undertaken any such broad evaluation.
Accordingly, ANYONE WHO USES A SERVICE PROCEDURE OR TOOL WHICH IS NOT
RECOMMENDED BY ALLISON TRANSMISSION MUST first be thoroughly satisfied
that neither personal safety nor equipment safety will be jeopardized by the service proce-
dures used.
Also, be sure to review and observe WARNINGS, CAUTIONS, and NOTES provided by the
vehicle manufacturer and/or body builder before servicing the Allison transmission in that
vehicle.
Proper service and repair is important to the safe and reliable operation of the equipment. The
service procedures recommended by Allison Transmission and described in this manual are
effective methods for performing troubleshooting operations. Some procedures require using
specially designed tools. Use special tools when and in the manner recommended.
The WARNINGS, CAUTIONS, and NOTES in this manual apply only to the Allison transmission
and not to other vehicle systems which may interact with the transmission. Be sure to review and
observe any vehicle system information provided by the vehicle manufacturer and/or body builder
at all times the Allison transmission is being serviced.
WARNINGS, CAUTIONS, AND NOTES

Three types of headings are used in this manual to attract your attention:
Is used when an operating procedure, practice, etc., which, if not correctly followed,
WARNING! could result in injury or loss of life.
Is used when an operating procedure, practice, etc., which, if not strictly observed, could
CAUTION: result in damage to or destruction of equipment.
NOTE: Is used when an operating procedure, practice, etc., is essential to highlight.
Copyright © 1999 General Motors Corp. iii

TM 9-2320-312-24-3
TRADEMARKS USED IN THIS MANUAL
The following trademarks are the property of the companies indicated:
• DEXRON® is a registered trademark of General Motors Corporation.
• LPS® Cleaner is a registered trademark of LPS Laboratories.
• Loctite® is a registered trademark of the Loctite Corporation.
• Teflon® is a registered trademark of the DuPont Corporation.
• Pro-Link® is a registered trademark of MicroProcessor Systems, Inc.
SHIFT SELECTOR TERMS AND DISPLAY INDICATIONS
Shift selector terms and displays are represented in this manual as follows:
• Button Names —⇑, ⇓, “display mode”, MODE, etc.

• Transmission Ranges — D (Drive), N (Neutral), R (Reverse), 1 (First), 2 (Second), etc.
• Displays — “o, L”; “o, K”, etc. (Display occurs one character at a time.)
iv Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
WTEC
WTEC I I I EIII
L EELECTRONIC
C T RO N I C CCONTROLS
O N T RO L S TROUBLESHOOTING
T RO U B L E S H O OT I NMANUAL
G M A N UA L
T A TABLE
B L E OOF
F CONTENTS
CONTENTS
Page
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii
SAFETY INFORMATION
Important Safety Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii
Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii
Trademarks Used in This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv
Shift Selector Terms and Display Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iv
SECTION 1. GENERAL DESCRIPTION

1–1. TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–1
1–2. ELECTRONIC CONTROL UNIT (ECU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
1–3. SHIFT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
A. Pushbutton Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–3
B. Lever Shift Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–4
1–4. THROTTLE POSITION SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1–5. SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–5
1–6. CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–6
1–7. WIRING HARNESSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–7
A. External Wiring Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–7
B. Internal Wiring Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–9
1–8. VEHICLE INTERFACE MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–9
1–9. AUTODETECT FEATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
A. Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
B. Oil Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–10
C. Throttle Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
D. Engine Coolant Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
1–10. TRANSID FEATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
A. General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–11
B. Transmission Changes Versus TransID Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12
C. Compatibility Between TransID Level and ECU Calibration Level . . . . . . . . . . . . . . . . . . . . 1–14
SECTION 2. DEFINITIONS AND ABBREVIATIONS

2–1. CHECK TRANS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1
2–2. DIAGNOSTIC DATA READER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–1
2–3. ABBREVIATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2–2
Copyright © 1999 General Motors Corp. v

TM 9-2320-312-24-3
WTEC
WTEC III III ELECTRONICCONTROLS
ELECTRONIC CONTROLS TROUBLESHOOTING
TROUBLESHOOTING MANUAL
MANUAL
T A TABLE
B L E OOF
F CONTENTS
C O N T E N T(cont’d)
S (C o n t ' d)
Page
SECTION 3. BASIC KNOWLEDGE

3–1. BASIC KNOWLEDGE REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–1
3–2. USING THE TROUBLESHOOTING MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2
3–3. SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–2
3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . 3–2
3–5. BEGINNING THE TROUBLESHOOTING PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–3
SECTION 4. WIRE CHECK PROCEDURES

4–1. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . 4–1
4–2. CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS
FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND . . . . . . . . . . . . . . . . 4–2
SECTION 5. OIL LEVEL SENSOR

5–1. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–1
5–2. ELECTRONIC FLUID LEVEL CHECK (PRO-LINK® 9000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
A. Fluid Level Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5–3
SECTION 6. DIAGNOSTIC CODES

6–1. DIAGNOSTIC CODE MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–2. CODE READING AND CODE CLEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–1
6–3. DIAGNOSTIC CODE RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–3
6–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES . . . . . . . . . . . . . . . . . . . . . . . . 6–4
6–5. DIAGNOSTIC CODE LIST AND DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–4
6–6. DIAGNOSTIC CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17
A. Beginning the Troubleshooting Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17
B. Solenoid Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17
C. Diagnostic Code Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17
D. Wire/Terminal Numbering Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–17
SECTION 7. INPUT AND OUTPUT FUNCTIONS

7–1. INPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–1
7–2. OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–3
SECTION 8. GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS
vi Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
W T E CWTEC
I I I EIII
L EELECTRONIC
C T RO N I C CCONTROLS
O N T RO L S TROUBLESHOOTING
T RO U B L E S H O OT I NMANUAL
G M A N UA L
TAB L E OOF
TABLE F CONTENTS
C O N T E N T (cont’d)
S (C o n t ' d)
Page
APPENDICES
A. IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
B. CHECKING CLUTCH PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
C. SOLENOID AND CLUTCH CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
D. WIRE/CONNECTOR CHART. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
E. CONNECTOR PART NUMBERS, TERMINAL PART NUMBERS,
TOOL PART NUMBERS, AND REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
F. THROTTLE POSITION SENSOR ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
G. WELDING ON VEHICLE/VEHICLE INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
H. HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
J. WT WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
K. TRANSID 1 TEMPERATURE SENSOR AND SOLENOID RESISTANCE CHARTS . . . . . . . . K–1
L. EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . . . L–1
M. DIAGNOSTIC TREE — WT SERIES HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . M–1
N. PRO-LINK® 9000 DIAGNOSTIC DATA READER INFORMATION. . . . . . . . . . . . . . . . . . . . . . N–1
P. INPUT/OUTPUT FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P–1
Q. TRANSID 2 THERMISTOR TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . . . . . . . Q–1
Copyright © 1999 General Motors Corp. vii

TM 9-2320-312-24-3
NOTES
viii Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
SECTION 1 — GENERAL DESCRIPTION
1–1. TRANSMISSION
The World Transmission Electronic Controls (WTEC III) system features closed-loop clutch control to provide
superior shift quality over a wide range of operating conditions. MD 3000, HD 4000, and B Series configurations
can be programmed to have up to six forward ranges, neutral, and one reverse range. The MD 3070 and HD 4070
have up to seven forward ranges and one reverse range.
Figure 1–1 is a block diagram of the basic system inputs and outputs.
SHIFT SELECTOR
RANGE AND
MODE SWITCH DISPLAY
SPEED SENSORS OIL LEVEL SENSOR

THROTTLE POSITION SENSOR SOLENOIDS
RETARDER MODULATION
ECU
C3 PRESSURE SWITCH
VEHICLE/ENGINE TEMPERATURE SENSOR
COMMUNICATION LINKS (SUMP/RETARDER)
VIM
INPUTS OUTPUTS V03469
Figure 1–1. Electronic Control Unit Block Diagram
Figure 1–2 shows WTEC III electronic control components.
WTEC III Electronic Controls consist of the following elements:

• Remote 12/24V Max Feature Sealed Electronic Control Unit (ECU)
• Remote Pushbutton or Lever Shift Selector
• Optional Secondary Shift Selector
• Throttle Position Sensor (TPS) (or electronic engine throttle data or PWM signal)
• Engine, Turbine, and Output Speed Sensors
• Control Module (Electro-Hydraulic Valve Body)
• Wiring Harnesses
• Vehicle Interface Module (VIM)
• Autodetect Feature
• TransID Feature
• Optional Retarder Controls
• Optional Engine Coolant Temperature Input
NOTE: • All external harnesses are OEM supplied

• Some OEMs may supply their own shift selector
• The VIM is an OEM option

TM 9-2320-312-24-3
GENERAL DESCRIPTION
ELECTRONIC VEHICLE (V)

HARNESS
Y
CONTROL
A
R
G
UNIT
(ECU)
“V”
K
C
UE
LA
VIW
B
BL
TRANSMISSION (T) CONNECTOR CONNECTOR

HARNESS (GRAY)
BL
UE
“T”
CONNECTOR
(BLUE)
SELECTOR (S) J 1939
HARNESS CONNECTOR
(OPTIONAL)
“S”
CONNECTOR
(BLACK)
PRO-LINK®
DIAGNOSTIC
TOOL DIAGNOSTIC TPS
J 38538-D DATA READER (DDR) VIW CONNECTOR
CONNECTOR CONNECTOR (OPTIONAL)
REMOTE
LEVER VEHICLE
SELECTOR SCI (J 1587) INTERFACE
CONNECTOR MODULE
(OPTIONAL) (VIM)
DEUTSCH DDR
CONNECTOR
(OPTIONAL) RETARDER
RETARDER ACCUMULATOR
MODULATION CONNECTOR VIM
REQUEST (RMR) CONNECTOR
CONNECTOR TRANSFER CASE
CONNECTOR RETARDER
(MD 3070) CONNECTOR
(MD/B 300/B 400)
REMOTE SHIFT PRE-TRANSID & TID 2
PUSHBUTTON SELECTOR RMR
SELECTOR CONNECTOR CONNECTOR SENSOR
(OPTIONAL) HARNESS
CONNECTOR
T
C
LE
SE
(OPTIONAL)
E
D
O
M
R
N
OUTPUT
D
SPEED SENSOR
CONNECTOR
THROTTLE POSITION
SENSOR (TPS) RETARDER
CONNECTOR TEMP. SENSOR
THROTTLE CONNECTOR
POSITION (MD/B 300/B 400
SENSOR (TPS) HD/B 500)
R
D
N TURBINE TID 2
SPEED SENSOR ENGINE
STRIP CONNECTOR TRANSMISSION
SPEED SENSOR
;;;;;
PUSHBUTTON (HD/B 500) CONNECTOR FEEDTHROUGH
SHIFT SELECTORS HARNESS
(EUROPEAN OEM) RETARDER “H” CONNECTOR
Bulkhead Connector (Optional)
;;;;;
SOLENOID
CONNECTOR RETARDER
(HD/B 500) RETARDER “H” TEMPERATURE
;;;;;
SOLENOID SENSOR
CONNECTOR CONNECTOR
1 (MD/B 300/B 400) (HD/B 500)
;;;;;
2
TID 2 PRE-TRANSID & TID 1
3
N NOTE: Illustration is not to scale. Actual harness

R configuration may differ from this illustration.
V04839
Figure 1–2. WTEC III Electronic Control Components

TM 9-2320-312-24-3
GENERAL DESCRIPTION
1–2. ELECTRONIC CONTROL UNIT (ECU)
The ECU (Figure 1–3) contains the microcomputer which is the brain of the control system. The ECU receives and
processes information defining: shift selector position, throttle position, sump/retarder temperature, engine speed,
turbine speed, and transmission output speed. The ECU uses the information to control transmission solenoids and
valves, supply system status, and provide diagnostic information.
Each ECU has a date code stamped on the label which is attached to the outer case of the ECU. This is the date
when the ECU passed final test. This date is commonly used to denote the change configuration level of the ECU.
It is normal for the ECU date displayed electronically to be a few days prior to the date shown on the label.
NOTE: ECU wiring harness connector retainers

are individually keyed and color-coded to
Y
A
R
G
ensure that the proper connector is attached
to the correct ECU socket. The color of the
K
C
UE
LA
B
BL
connector retainer should match the color of
the connector strain relief (see Appendix E,
BL
UE
ECU Paragraph 1–1).
V03352.01
Figure 1–3. Electronic Control Unit (ECU)
1–3. SHIFT SELECTOR
Pushbutton and lever shift selectors for the WTEC III Series are remote mounted from the ECU and connected to
the ECU by a wiring harness. Both of these shift selectors have a single digit LED display and a mode indicator
(LED). During normal transmission operation, illumination of the LED indicator shows that a secondary or special
operating condition has been selected by pressing the MODE button. During diagnostic display mode, illumination
of the LED indicator shows that the displayed diagnostic code is active. Display brightness is regulated by the same
vehicle potentiometer that controls dash light display brightness. More information on both types of shift selectors
is continued below.
A. Pushbutton Shift Selector (Figure 1–4)
There is a full-function pushbutton shift selector and a strip pushbutton shift selector. Strip
pushbutton shift selectors are used by European OEMs. A full-function shift selector has a MODE
button and diagnostic display capability through the single digit LED display. The strip pushbutton
shift selector does not have a MODE button, diagnostic capability, or adjustable illumination. The
full-function pushbutton shift selector has six (6) pushbuttons which are R (Reverse), N (Neutral),
D (Drive), ⇓ (Down), ⇑ (Up), and MODE. Manual forward range downshifts and upshifts are made
by pressing the ⇓ (Down) or ⇑ (Up) arrow buttons after selecting D (Drive). The N (Neutral) button
has a raised lip to aid in finding it by touch. The MODE button is pressed to select a secondary or
special operating condition, such as ECONOMY shift schedule. Diagnostic information is obtained
by pressing the ⇑ (Up) and ⇓ (Down) arrow buttons at the same time. The strip pushbutton shift
selector has either three or six range selection positions as shown in Figure 1–4. When a strip
pushbutton shift selector is used, diagnostic information must be obtained by using the
Pro-Link® 9000 or a customer-furnished remote display.

TM 9-2320-312-24-3
GENERAL DESCRIPTION
1
MODE ID D D N R
2
3 N
R MODE
D R 1 2 3 D N R
MODE INDICATOR (LED)
N N
D R
PUSHBUTTON STRIP PUSHBUTTON
SELECTOR SHIFT SELECTORS
V03356
Figure 1–4. Pushbutton Shift Selectors
B. Lever Shift Selector (Figure 1–5)

The lever shift selector can have as many as six forward range positions (seven for the MD 3070PT
and HD 4070), as well as R (Reverse) and N (Neutral). There is a hold override button which must be
pressed and held in order to move between certain selector positions. The hold override button must
be pressed when shifting between R, N, and D. The hold override button is released when the desired
selector position is reached. The selector lever can be moved freely between D and the numbered
forward ranges without pressing the hold override button. The lever selector can be chosen with the
lever on the left side or on the right side and with the R (Reverse) position toward the front or toward
the rear of the selector. Diagnostic and oil level (if sensor is present) information is obtained from the
single digit LED display by pressing the “display mode” button.
HOLD OVERRIDE BUTTON

MODE INDICATOR
(LED)
1 R
MODE MODE
2 N
3 D
4
MODE BUTTON 5
5 4
D MODE ID 3
N 2
R 1
DIGITAL DISPLAY
DISPLAY MODE/
DIAGNOSTIC BUTTON
SIX-SPEED, LEFT-HAND SIX-SPEED, RIGHT-HAND
LEVER SELECTOR LEVER SELECTOR
WITH REVERSE TO REAR WITH REVERSE TO FRONT V03355.02
Figure 1–5. Typical Lever Shift Selector

TM 9-2320-312-24-3
GENERAL DESCRIPTION
1–4. THROTTLE POSITION SENSOR (Figure 1–6)

The Throttle Position Sensor (TPS) can be mounted to the engine, chassis, or transmission. The TPS contains a pull
actuation cable and a potentiometer. One end of the cable is attached to the engine fuel lever and the other, inside a
protective housing, to the TPS potentiometer. Output voltage from the TPS is directed to the ECU through the
external harness. The voltage signal indicates the throttle position and, in combination with other input data,
determines shift timing.
A B
C
THROTTLE SENSOR
V00628
Figure 1–6. Throttle Position Sensor
1–5. SPEED SENSORS (Figure 1–7)

Three speed sensors — engine speed, turbine speed, and output speed — provide information to the ECU. The
engine speed signal is generated by ribs on the shell of the torque converter pump. The turbine speed signal is
generated by the rotating-clutch housing spline contours. The output speed signal is generated by a toothed
member attached to the output shaft (except for the MD 3070, where the toothed member is the transfer case idler
gear). The speed ratios between the various speed sensors allow the ECU to determine if the transmission is in the
selected range. Speed sensor information is also used to control the timing of clutch apply pressures, resulting in
the smoothest shifts possible. Hydraulic problems are detected by comparing the speed sensor information for the
current range to that range’s speed sensor information stored in the ECU memory.
ENGINE HD/B 500 MD/B 300/B 400 MD/B 300/B 400 MD 3070 PT OUTPUT
(EXTERNAL) TURBINE TURBINE RETARDER OUTPUT OUTPUT (EXTERNAL)
(EXTERNAL) (INTERNAL) (EXTERNAL) (INTERNAL)
V03470
Figure 1–7. Speed Sensors

TM 9-2320-312-24-3
GENERAL DESCRIPTION
1–6. CONTROL MODULE (Figure 1–8)

The WT Series transmission control module contains a channel plate on which is mounted: the main valve body
assembly, the stationary-clutch valve body assembly, and the rotating-clutch valve body assembly. For valve
locations, refer to SIL 27-WT-93, Rev. A. Pulse width modulated solenoids are used in the valve bodies. The
rotating-clutch valve body assembly contains A (C1), B (C2), and F (lockup) solenoids, solenoid regulator valves
controlled by the solenoids, and the C3 pressure switch. The stationary-clutch valve body assembly contains
C (C3), D (C4), and E (C5) solenoids and solenoid regulator valves controlled by the solenoids and the
C3 accumulator relay valve. The main valve body assembly contains G solenoid and the C1 and C2 latch valves
controlled by the solenoid, the main and lube regulator valves, the control main and converter regulator valves, and
the converter flow valve and exhaust backfill valves. The low valve body assembly (MD 3070PT and HD 4070)
contains N and J solenoids.
MD/B 300/B 400 CONTROL MODULE MD 3070 CONTROL MODULE HD/B 500 CONTROL MODULE
V03354
Figure 1–8. WTEC III Control Module
A temperature sensor (thermistor) is located in the internal wiring harness. Changes in sump fluid temperature are
indicated by changes in sensor resistance which changes the signal sent to the ECU (see chart in Section 6,
Code 24).
The oil level sensor is a float type device, mounted on the control module channel plate, which senses transmission
fluid level by electronically measuring the buoyancy forces on the float. The sensor operates on 5 VDC supplied by
the ECU. The oil level sensor is required on all models with a shallow sump but is optional on other models. The
oil level sensor is not available on the MD 3070.
The C3 pressure switch is mounted on the rotating-clutch valve body assembly and indicates when pressure exists
in the C3 clutch-apply passage. An accumulator/relay valve is in-line ahead of the C3 pressure switch and prevents
high frequency hydraulic pulses generated by the C3 solenoid from cycling the C3 pressure switch.
Also mounted in the control module is the turbine speed sensor for the MD/B 300/B 400 models. The turbine speed
sensor is directed at the rotating-clutch housing. (The turbine speed sensor on the HD/B 500 models is located on
the outside of the main housing.)

TM 9-2320-312-24-3
GENERAL DESCRIPTION
1–7. WIRING HARNESSES
A. External Wiring Harness (Figure 1–9)

WTEC III uses three external wiring harnesses to provide a connection between the ECU, the
transmission (including engine, turbine, and output speed sensors), the throttle position sensor, the
vehicle interface module (VIM), retarder control module, shift selectors, diagnostic tool connector,
retarder, retarder temperature sensor, accumulator, and vehicle interface. Many harnesses will include
a bulkhead fitting to separate cab and chassis components. Also, many different styles and materials
for harnesses are likely to be encountered.
follows:
• Repair parts for the internal wiring harness and for wiring harness components attached to the shift
selector will be available through the Allison Transmission Parts Distribution Center (PDC). Use the
P/N from your appropriate parts catalog or from Appendix E in this manual. Allison Transmission is
responsible for warranty on these parts.
technical HELPLINE at 519-627-1673 (Wallaceburg). SCTI will have parts catalogs available. The
SCTI addresses and phone numbers for parts outlets are:
Wallaceburg, Ontario, Canada N8A 3T2 Charlotte, Michigan 48813 Carr. Internationale KM 1969
Phone: 011-52-622-34661
Fax: 011-52-622-34662

TM 9-2320-312-24-3
GENERAL DESCRIPTION
VEHICLE (V)
HARNESS
“V” VIW
TRANSMISSION (T) CONNECTOR CONNECTOR
HARNESS (GRAY)
SELECTOR (S) “T”
CONNECTOR
HARNESS (BLUE)
J 1939
CONNECTOR
(OPTIONAL)
“S”
CONNECTOR
(BLACK)
DIAGNOSTIC TPS
DATA READER (DDR) VIW CONNECTOR
CONNECTOR CONNECTOR (OPTIONAL)
DEUTSCH DDR
CONNECTOR
(OPTIONAL)
RETARDER SCI (J 1587)

MODULATION CONNECTOR RETARDER
REQUEST (RMR) (OPTIONAL) ACCUMULATOR
CONNECTOR VIM
CONNECTOR CONNECTOR
TRANSFER CASE
CONNECTOR RETARDER
(MD 3070) CONNECTOR
(MD/B 300/B 400)
SHIFT PRE-TRANSID & TID 2
SELECTOR RMR
CONNECTOR CONNECTOR SENSOR
(OPTIONAL) HARNESS
CONNECTOR
(OPTIONAL)
OUTPUT
SPEED SENSOR
CONNECTOR
THROTTLE POSITION RETARDER

SENSOR (TPS) TEMP. SENSOR
CONNECTOR CONNECTOR
(MD/B 300/B 400
HD/B 500)
TURBINE TID 2
SPEED SENSOR ENGINE
CONNECTOR TRANSMISSION
SPEED SENSOR
;;;;;;
(HD/B 500) CONNECTOR FEEDTHROUGH
HARNESS
RETARDER “H” CONNECTOR
Bulkhead Connector (Optional)
;;;;;;
SOLENOID
CONNECTOR RETARDER
(HD/B 500) RETARDER “H” TEMPERATURE
;;;;;;
SOLENOID SENSOR
CONNECTOR CONNECTOR
(MD/B 300/B 400) (HD/B 500)
;;;;;;
TID 2 PRE-TRANSID & TID 1
NOTE: Illustration is not to scale. Actual harness

configuration may differ from this illustration.
V04840
Figure 1–9. WTEC III External Wiring Harnesses

TM 9-2320-312-24-3
GENERAL DESCRIPTION
B. Internal Wiring Harness (Figure 1–10)

The internal wiring harness provides connection between the external harness, the pulse width
modulated solenoids, oil level sensor, C3 pressure switch, and the temperature sensor.
C2 SOLENOID (B) OIL LEVEL SENSOR (HD/B 500)

LU SOLENOID (F)
C1 SOLENOID (A)
C3 PRESSURE SWITCH
TURBINE SPEED SENSOR
(MD/B 300/B 400 DEUTSCH FEEDTHROUGH
Omitted in HD/B 500) HARNESS CONNECTOR STANDOFF
C4 SOLENOID (D) (HD and MD are different heights)
OIL LEVEL SENSOR
(MD/B 300/B 400)
LO SIGNAL SOLENOID (N) TEMPERATURE SENSOR –

(MD 3070 & HD 4070) FORWARD SOLENOID (G) TRANSID 1
C6 SOLENOID (J)
(MD 3070 & HD 4070) C5 SOLENOID (E)
C3 SOLENOID (C) TEMPERATURE SENSOR –
TRANSID 2
V04841.01
Figure 1–10. WTEC III Internal Wiring Harness
1–8. VEHICLE INTERFACE MODULE (Figure 1–11)

The vehicle interface module (VIM) provides relays, fuses, and connection points for interface with the output side
of the vehicle electrical system. VIMs are available for both 12V and 24V electrical systems. The VIM for 12V
systems uses all 12V relays. The VIM for 24V systems has all 24V relays. Refer to the Parts Catalog for the
transmission assembly number that you are servicing for detailed parts information. Refer to Pages D–23 and D–24
for VIM wire number and terminal information.
Some OEMs may provide their own equivalent for the VIM which performs the same functions as the VIM shown
in Figure 1–11.
V00631.02
Figure 1–11. Vehicle Interface Module (VIM)

TM 9-2320-312-24-3
GENERAL DESCRIPTION
1–9. AUTODETECT FEATURE
Autodetect is active on the first 24 engine starts or a larger calibration number of engine starts, depending upon the
component or sensor being detected (details follow in A through D below). Autodetect takes place within the first
30 seconds of each engine start monitored. Autodetect searches for the presence of the following transmission
components or data inputs:
Retarder Present, Not Present

Oil Level Sensor (OLS) Present, Not Present
Throttle Analog, J1939, J1587
Engine Coolant Temperature Analog, J1939, J1587
Even after autodetect has been completed, it can be reset to monitor an additional group of engine starts. Reset may
be necessary if a device known to be present is not detected or if an autodetectable component or sensor was added
after the initial vehicle build. Reset is accomplished by using the Pro-Link®. Using a WTEC II Pro-Link®, select
“RESET TO UNADAPTED SHIFTS.” Using a WTEC III Pro-Link®, select “RESET AUTODETECT.” The
WTEC III Pro-Link® can also be used to override autodetect and manually enter the component or sensor to be
recognized by the ECU by changing appropriate “customer modifiable constants”. The four items above are the only
customer modifiable constants (CMC’s) that are autodetected. Other CMC’s can be changed at any time and are not
related to autodetect. Consult the WTEC III Pro-Link® manual for detailed instructions related to WTEC III
“customer modifiable constants.” Additional details for each of the four autodetectable features are given below.
A. Retarder
Autodetect searches for the presence of the H (retarder) solenoid during the first 24 engine ignition
cycles. The H solenoid must be present on the 24th engine start or the retarder is not detected and will
not function on subsequent engine starts.
If a retarder is present but is not detected by autodetect, the retarder will not
function. Be sure to check for proper retarder function immediately after the 24th
engine start. If the retarder is not functioning, check H solenoid for open, short-
WARNING! to-ground or short-to-battery condition. Use Pro-Link® to reset autodetect or to
manually select the presence of the retarder after the H solenoid circuit is
repaired.
B. Oil Level Sensor (OLS)
NOTE: If an OLS is known to be present, but has not been detected, a possible cause is that the transmission
fluid level is too low. Check the fluid level before beginning OLS troubleshooting.
No oil level sensor diagnostics take place until the OLS is detected. Frequently check for the presence
of oil level diagnostics if the transmission is known to contain an OLS. If an OLS is not detected
during the first 24 engine starts, autodetect continues for a calibration number of engine starts.
Autodetect stops when an OLS is detected or when the calibration number of starts is reached. When
the calibrated number of engine starts is reached, the ECU concludes that no OLS is present. If an
OLS is known to be present, but has not been detected, troubleshooting of the OLS circuit is required.
After the OLS circuit is repaired, reset autodetect or manually select the OLS function using the
Pro-Link®.

TM 9-2320-312-24-3
GENERAL DESCRIPTION
C. Throttle Source
Whenever autodetect is functioning and no throttle source is found, a code 26 00 is logged. If a
datalink throttle source (J1939 or J1587) is detected, autodetect stops looking for that function.
However, if no analog throttle source was detected prior to engine start 25, autodetect continues for
engine starts 25 through a calibration number. Autodetect for analog throttle stops as soon as a device
is detected or when the calibration number of starts is reached. If an analog throttle source is known
to be present, but is not detected, troubleshooting of the analog throttle circuit is required. After the
analog throttle circuit is repaired, reset autodetect or manually select the analog throttle function
using the Pro-Link®. An engine throttle source must be present. A PWM throttle source requires a
unique calibration or must be manually selected using the Pro-Link®.
D. Engine Coolant Temperature

Autodetect looks for an engine coolant temperature source during the first 24 engine starts. However,
code 26 11 is not logged unless the calibration calls for engine coolant temperature data to be used for
retarder capacity reduction or preselect downshifts due to retarder overheating. Autodetect
remembers whatever engine coolant temperature source was present on engine start 24. If no analog
engine coolant temperature source is found on engine start 24, autodetect concludes that no sensor is
present. Therefore, if an engine coolant temperature is known to be present at engine start 24, but is
not detected, troubleshooting of the engine coolant temperature circuit is required. After the engine
coolant temperature circuit is repaired, reset autodetect or manually select the engine coolant
temperature function using the Pro-Link®.
1–10. TRANSID FEATURE
A. General Description
The TransID feature has been provided so that Allison Transmission can make component changes
which require calibration changes but still retain both the original transmission A/N (prior to feature
based ordering — FBO) and the original calibrated ECU A/N. The purpose of TransID is to reduce
the need for OEMs to use cross-reference lists of transmission and calibrated ECU A/Ns when such
changes to the transmission are made. Since FBO began in April, 1998, the OEM now needs to be
sure the ECU being used is compatible with the TransID level stamped on the nameplate of the
transmission.
The basis for the TransID system is the creation of a TransID wire in the WTEC III system to provide
the signal to the ECU of the TransID level of the transmission. This wire will at first be connected
directly to the Analog Return (wire 135) to signal TransID level 1 (TID 1). TransID levels 2 through 8
will then be indicated by connecting the TransID wire in sequence to the return of solenoids A, B, C,
D, E, G, and F. Corresponding to the hardware changes is the ability in the V8A WTEC III ECU to
contain up to eight calibrations. The connection point of the TransID wire will provide the signal to
tell the ECU which calibration is required by the transmission.
Whenever a TransID level change is to be made, the new TransID level calibrations will be placed in
the PROM Calibration Configurator System (PCCS) before the change(s) is(are) made in production to
the transmissions. All ECUs programmed and sold after that date will then be loaded with the new
TransID level calibration. These ECUs will contain calibrations for the new level transmission and all
previous TransID levels and will automatically load the correct calibration for the transmission based
on the TransID signal sensed by AutoDetect during the first twenty-five engine starts. This eliminates
worry on the part of the OEM of coordinating the implementation of the new ECU and the new
transmission and allows their focus to be on using the stock of the earlier level ECU.

TM 9-2320-312-24-3
GENERAL DESCRIPTION
B. Transmission Changes Versus TransID Number

1. TransID 1
The internal wiring harness wiring change to make a TID 1 transmission was put into production
before the introduction of the WTEC III system. The TID 1 internal harness was made by
connecting the C3 Pressure Switch ground (digital/signal ground; WTEC II wire 161) to the Sump
Temperature Sensor and Oil Level Sensor ground (analog ground; wire 135) in the internal
harness. In WTEC II, the signal ground wire (wire 161) is routed through the transmission
connector, terminal W, and then to the ECU, terminal B27. In WTEC III, this same wire in the
internal harness becomes the TransID wire (wire 195), and it goes to the ECU, terminal T13 (blue
connector). The purpose of TransID 1 was to provide a common transmission for use with both
WTEC II and WTEC III systems (V7A and V8).
The only difference between a pre-TransID transmission and a TransID 1 transmission is the
internal wiring harness which connects the digital and analog grounds on the TID 1 harness.
Adapter harness P/N 200100 can be ordered from St. Clair Technologies to provide the same
connection outside the transmission and allow a pre-TransID transmission to be “converted” to a
TransID 1 transmission.
All models of the World Transmission were built with the TransID 1 internal (feedthrough) harness
beginning in September, 1996. Two changes were rolled into this update: the wiring change for
TID 1 and a change to use a molded channel rather than the braided covering which was
previously used. Both changes were rolled into the same internal harness P/N even though there
was a delay in implementing the channel which resulted in the two S/N breaks. Table 1–1 lists the
harness P/Ns for the different transmission models along with the S/Ns for both changes for each
harness.
Table 1–1. TransID 1 S/N Breakpoint
Pre-TransID TransID 1 S/N at Wiring S/N at

Transmission Model Harness P/N Harness P/N Change U-Channel
MD 3000/B 300/B 400 w/OLS 29516322 29529472 6510088864 6510096671
MD 3000/B 300/B 400 w/o OLS 29516323 29529473 6510089316 6510096683
MD 3070 PT 29516324 29529474 6510090786 6510096675
HD 4000/B 500 w/OLS 29516325 29529475 6610014067 6610015591
HD 4000/B 500 w/o OLS 29516326 29529476 6610014084 6610015700
HD 4070 N/A N/A N/A N/A

TM 9-2320-312-24-3
GENERAL DESCRIPTION
2. TransID 2
The purpose of the TransID 2 change is to indicate the use of new sump and retarder temperature
sensors (thermistors) and a new MD/B 300/B 400 retarder design. The new retarder requires a
different calibration than the old retarder. Retarder performance complaints will occur if the new
retarder is controlled by the old retarder calibration or the old retarder is controlled by the new
retarder calibration. TransID 2 internal harnesses contain both the new sump temperature sensor
and a new connection point for the TransID wire. The TransID wire (195) is connected to
Solenoid A ground (wire 120) to signal TID 2 to the ECU. The new temperature sensors are
discussed below. A TransID 2 transmission will only work with a V8A ECU (WTEC III) and V8A
ECUs are calibrated to accommodate both TransID 1 and TransID 2 transmissions. The HD 4070
was equipped with TransID 2 at the start of production.
The internal harness change to all models for TID 2 began in late December, 1997 production.
The S/N breakpoints are shown in Table 1–2.
Table 1–2. TransID 2 S/N Breakpoint
TransID 1 TransID 2 S/N at Thermistor and

Transmission Model Harness P/N Harness P/N Wiring Change
MD 3000/B 300/B 400 w/OLS 29529472 29533652 6510141464
MD 3000/B 300/B 400 w/o OLS 29529473 29533653 6510141470
MD 3070 PT 29529474 29533654 6510142172
HD 4000/B 500 w/OLS 29529475 29533655 6610026328
HD 4000/B 500 w/o OLS 29529476 29533656 6610026319
6610034908
HD 4070 N/A 29533657
(start of production)
The new retarder thermistor used on TransID 2 retarder model transmissions has a molded
connector and is the same on all TransID 2 retarders. The TransID 1 and pre-TransID retarder
thermistor had a two terminal connector attached to it when it was used on B 500R/HD 4000R
transmissions. It was part of a retarder harness assembly when used on B300R/B 400R/MD 3000R
transmissions. See Appendix Q which describes the new and old temperature sensors. A graph and
a table of resistance values for different temperatures are also included in Appendix Q.

TM 9-2320-312-24-3
GENERAL DESCRIPTION
Table 1–3 shows the old (pre-TransID and TransID 1) and the new (TransID 2) part numbers of the
retarder temperature sensors and the serial number when the change was made.
Table 1–3. New Retarder Temperature Sensor S/N Breakpoint
First S/N
P/N Where Former New Thermistor For New
Transmission Model Former Thermistor Used Thermistor Used P/N (TID 2) Thermistor
B 300R/B 400R/MD 3000R built into retarder harness 29510662 15326309 6510142059
B 500R/HD 4000R built with connector attached 29511861 15326309 6610026472
C. Compatibility Between TransID Level And ECU Calibration Level

Table 1–4 shows the compatibility of the different ECU software levels with the different TransID
level transmissions.
Table 1–4.
CIN Compatibility Software Compatible with ECU Production

Number Level TransID Level Dates
07 V6E pre-TransID and TID 1 until 9/94
WTEC II
08 V7 and V7A pre-TransID and TID 1 9/94 until 12/97
0A V8 TID 1 2/97 until 9/97
WTEC III
0B V8A TID 1 and TID 2 beginning 10/97
The manufacture and sale of both WTEC II and WTEC III ECUs during most of 1997 required a
means of using a common transmission with either a WTEC II or a WTEC III ECU. A TID 1
transmission is the common transmission configuration for both control systems and production
began in September, 1996 (see Table 1–3). A TransID level 1 transmission is compatible with V6E,
V7, V7A, V8, and V8A ECUs.
TransID level 2 transmissions were produced beginning in late December, 1997 (see Table 1–4).
A TransID 2 transmission is compatible with only V8A ECUs.
Pre-TransID transmissions are only compatible with V6E, V7, and V7A ECUs. Pre-TransID
transmissions were produced before the first S/N break in Table 1–3.

TM 9-2320-312-24-3
SECTION 2 — DEFINITIONS AND ABBREVIATIONS
2–1. CHECK TRANS LIGHT

When the ECU detects a serious fault, the CHECK TRANS light (usually located on the vehicle instrument panel)
illuminates and action is automatically taken to protect operator, vehicle, and the transmission. A diagnostic code will
nearly always be registered when the CHECK TRANS light is on; however, not all diagnostic codes will turn on the
CHECK TRANS light. Codes related to the CHECK TRANS light are detailed in the code chart (refer to Section 6).
Illumination of the CHECK TRANS light indicates that a condition was detected that requires service attention.
Operation may or may not be restricted but even when restricted will allow the vehicle to reach a service assistance
location. Depending upon the cause for the CHECK TRANS light illumination, the ECU may or may not respond
to shift selector requests. The transmission may be locked in a range. That range will be shown on the shift selector
display. Both upshifts and downshifts may be restricted when the CHECK TRANS light is illuminated. Seek
service assistance as soon as possible.
Each time the engine is started, the CHECK TRANS light illuminates briefly and then goes off. This momentary
lighting shows the light circuit is working properly. If the light does not come on during engine start, request
service immediately.
2–2. DIAGNOSTIC DATA READER (Figure 2–1)

The current Diagnostic Data Reader (DDR) is the Pro-Link® 9000 diagnostic tool which is available through
Kent-Moore Heavy-Duty Division. A portable microcomputer-based receiver/transmitter/display unit, the
Pro-Link® transmits and receives data to and from the ECU, processes the data, and displays appropriate
information. Use the Pro-Link® during installation checkout and troubleshooting. There is a new Pro-Link®
cartridge needed for use with WTEC III controls. The new Multi-Protocol Cartridge (MPC) contains a
programmed PCMCIA card which allows for reprogramming of GPI/GPO packages. Reprogramming includes
selection of a GPI/GPO package, enabling/disabling of wires and modification of certain data parameters.
Operating instructions are supplied with each Pro-Link® and further information is also included in Appendix N of
this manual. Connect the Pro-Link® 9000 to the diagnostic connector provided in the selector wiring harness.
Tool part numbers for the Pro-Link® are as follows:

• Diagnostic Kit J 38538D + J 38500–313 (PROM Update) = J 38538E
• Diagnostic Cartridge J 38500-302 + J 38500–313 = J 38500–303
• MPC J 38500–1500C
• PCMCIA (Diagnostic And Reprogramming) J 38500–1700B
• PCMCIA (Diagnostic Only) J 38500–1800A
NOTE: The new MPC is usable with WTEC II controls but the old WTEC II reprogramming cartridge will
not display the WTEC III new information. The new MPC must be used to reprogram WTEC III
systems.
V04842
Figure 2–1. Pro-Link® 9000 Diagnostic Tool

TM 9-2320-312-24-3
DEFINITIONS AND ABBREVIATIONS
2–3. ABBREVIATIONS
A/N Assembly Number
ABS Anti-lock Brake System — OEM-provided means to detect and prevent wheel stoppage to
enhance vehicle handling. Retarder and engine brakes will not apply when ABS is active.
Amp Unit of electrical current.
C3PS C3 Pressure Switch — Pressure switch to signal the presence or absence of pressure in the
C3 clutch-apply circuit.
CAN Controller Area Network — A network for all SAE J1939 communications in a vehicle
(engine, trnasmission, ABS, etc.)
COP Computer Operating Properly — Hardware protection which causes the ECU to reset if
software gets lost.
CT Closed Throttle
DDR Diagnostic Data Reader — Diagnostic tool; most current version is the Pro-Link® 9000
made by MicroProcessor Systems, Inc. Used to interrogate the ECU for diagnostic
information and for reprogramming I/O packages in a calibration.
DNA Does Not Adapt — Adaptive shift control is disabled.
DNS DO NOT SHIFT — Refers to the DO NOT SHIFT diagnostic response during which the
CHECK TRANS light is illuminated and the transmission will not shift and will not
respond to the Shift Selector.
DVOM Digital volt/ohmmeter
ECU Electronic Control Unit (also commonly referred to as the “computer”)
GPI General Purpose Input — Input signal to the ECU to request a special operating mode or
condition.
GPO General Purpose Output — Output signal from the ECU to control vehicle components
(such as PTOs, backup lights, etc.) or allow a special operating mode or condition.
J1587 Engine/transmission serial data communications link.
J1939 High-speed vehicle serial data communications link.
LED Light-Emitting Diode — Electronic device used for illumination.
NNC Neutral No Clutches — Neutral commanded with no clutches applied.
NVL Neutral Very Low — The ECU has sensed turbine speed below 150 rpm when output
speed is below 100 rpm and engine speed is above 400 rpm when N (Neutral) was selected.
This is usually caused by a dragging C1 or C3 clutch or a failed turbine speed sensor. NVL
is attained by turning D solenoid “ON” (in addition to E solenoid) and the C4 and C5
clutches are applied to lock the transmission output.
OEM Original Equipment Manufacturer — Maker of vehicle or equipment.
Ohm Unit of electrical resistance.
OL Over Limit or Oil Level — For Over Limit see “∞”. Indicates Oil Level is being displayed
on a shift selector.

TM 9-2320-312-24-3
2–3. ABBREVIATIONS (cont’d)

OLS Oil Level Sensor — Electronic device (optional) on control module for indicating
transmission fluid level.
PCCS PROM Calibration Configurator System
PCMCIA Personal Computer Memory Card International Association — Memory device for use
with Pro-Link® containing Allison Transmission programming and diagnostics.
PROM Programmable Read Only Memory
PSS Primary Shift Selector — Main shift selector in a two-selector control system.
PTO Power Takeoff
PWM Solenoid Pulse Width Modulated Solenoid — Solenoids are controlled by pulse width modulation.
Solenoid control of clutch pressures is based on the solenoid’s duty cycle. Duty cycle is
determined by the ratio of solenoid’s on-time to off-time.
RMR Retarder Modulation Request — Signal from a retarder control device.
RPR Return to Previous Range — Diagnostic response in which the transmission is
commanded to return to previously commanded range.
SCI Serial Communication Interface — Used to transmit data and messages between the
diagnostic tool and the ECU and other systems such as electronically-controlled engines.
SOL OFF All SOLenoids OFF
SPI Serial Peripheral Interface — The means of communication between the microprocessor
and the interface circuits.
SSS Secondary Shift Selector — Alternate shift selector in a two-selector control system.
TID TransID — A feature which allows the ECU to know the transmission configuration and
provide the corresponding calibration required.
TPS Throttle Position Sensor — Potentiometer for signaling the position of the engine fuel
control lever.
V Version — Abbreviation used in describing ECU software levels.
VDC Volts Direct Current (DC)
VIM Vehicle Interface Module — A watertight box containing relays and fuses — interfaces the
transmission electronic control system with components on the vehicle.
VIW Vehicle Interface Wiring — Interfaces ECU programmed input and output functions with
the vehicle wiring.
Volt Unit of electrical force.
VOM Volt/ohmmeter
WOT Wide Open Throttle
WT World Transmission
∞ Infinity — Condition of a circuit with higher resistance than can be measured, effectively
an open circuit.

TM 9-2320-312-24-3

TM 9-2320-312-24-3
SECTION 3 — BASIC KNOWLEDGE
3–1. BASIC KNOWLEDGE REQUIRED
To service WTEC III Electronic Controls, the technician must understand basic electrical concepts. Technicians
need to know how to use a volt/ohmmeter (VOM) to make resistance and continuity checks. Most troubleshooting
checks consist of checking resistance, continuity, and checking for shorts between wires and to ground. The
technician should be able to use jumper wires and breakout harnesses and connectors. Technicians unsure of
making the required checks should ask questions of experienced personnel or find instruction.
The technician should also have the mechanical aptitude required to connect pressure gauges or transducers to
identified pressure ports used in the troubleshooting process. Pressure tap locations and pressure values are shown
in Appendix B — Checking Clutch Pressures.
Input power, ground, neutral start circuitry, etc., can cause problems with electronic controls or vehicle functioning
and may not generate a diagnostic code. A working knowledge of WT Series Electronic Controls vehicle
installation is necessary in troubleshooting installation-related problems.
Refer to Section 8 for information concerning performance complaints (non-code) troubleshooting. A complete
wiring schematic is shown in Appendix J. Refer to the WTEC III Controls and General Information Sales Tech
Data Book for information concerning electronic controls installation and the Installation Checklist. Reliable
transmission operation and performance depend upon a correctly installed transmission. Review the Installation
Checklist in the MD, HD, B 300/B 400, and B 500 Sales Tech Data Books to ensure proper installation.
follows:
Phone: 011-52-622-34661
Fax: 011-52-622-34662

TM 9-2320-312-24-3
BASIC KNOWLEDGE
3–2. USING THE TROUBLESHOOTING MANUAL
Use this manual as an aid to troubleshooting the WTEC III Electronic Controls. Every possible problem and its
solution cannot be encompassed by any manual. However, this manual does provide a starting point from which
most problems can be resolved.
Once a problem solution is discovered in the manual do not look further for other solutions. It is necessary to
determine why a problem occurred. For example, taping a wire that has been rubbing on a frame rail will not
correct the problem unless the rubbing contact is eliminated.
3–3. SYSTEM OVERVIEW
WTEC III Electronic Control functions are controlled by the ECU. The ECU reads shift selector range selection,
output speed, and throttle position to determine when to command a shift. When a shift occurs, the ECU monitors
turbine speed, output speed, and throttle position to control the oncoming and off-going clutches during the shift.
When the ECU detects an electrical fault, it logs a diagnostic code indicating the faulty circuit and may alter the
transmission operation to prevent or reduce damage.
When the ECU detects a non-electrical problem while trying to make a shift, the ECU may try that shift a second or
third time before setting a diagnostic code. Once that shift has been retried, and a fault is still detected, the ECU
sets a diagnostic code and holds the transmission in a fail-to-range mode of operation.
3–4. IMPORTANT INFORMATION IN THE TROUBLESHOOTING PROCESS
Before beginning the troubleshooting process, read and understand the following:
• WTEC III wire identification presents the wire number followed by the ECU terminal source
(i.e., 157-S30). If there is a letter suffix following the wire number, there is a splice between the ECU
source and wire destination (i.e., 136A-S16).
• Shut off the engine and ignition before any harness connectors are disconnected or connected.
• Remember to do the following when checking for shorts and opens:

— Minimize movement of wiring harnesses when looking for shorts. Shorts involve wire-to-wire or
wire-to-ground contacts and moving the harnesses may eliminate the problem.
— Wiggle connectors, harnesses, and splices when looking for opens. This simulates vehicle
movements which occur during actual operation.
• When disconnecting a harness connector, be sure that pulling force is applied to the connector itself and
not the wires extending from the connector.
• Resistance checks involving the wiring between the ECU connectors and other components adds about
one ohm of resistance to the component resistance shown.

TM 9-2320-312-24-3
BASIC KNOWLEDGE
• Inspect all connector terminals for damage. Terminals may have bent or lost the necessary tension to
maintain firm contact.
• Clean dirty terminals or connectors with isopropyl alcohol and a cotton swab, or a good quality, non-
residue, non-lubricating, cleaning solvent such as LPS Electro Contact Cleaner® or LPS NoFlash
Electro Contact Cleaner®.
The cleaning solvent must not be chlorine based, contain petroleum distillates, or conduct
electricity. The cleaning solvent should evaporate quickly to prevent the possibility of
condensation within the connectors. Always blow or shake any excess cleaner from the
CAUTION:
connector before assembling it to its mating connector or hardware. Cleaner trapped in the
connector can affect the connector seal. (Refer to SIL 17-TR-94 for detailed information
on the recommended cleaners.)
Care should be taken when welding on a vehicle equipped with electronic controls. Refer
CAUTION:
to Appendix G, Paragraph 1–1.
• Diagnostic codes displayed after system power is turned on with a harness connector disconnected, can
be ignored and cleared from memory. Refer to Section 6, Diagnostic Codes, for the code clearing
procedure.
3–5. BEGINNING THE TROUBLESHOOTING PROCESS
NOTE: Whenever a transmission is overhauled, exchanged, or has undergone internal repairs, the Electronic
Control Unit (ECU) must be “RESET TO UNADAPTED SHIFTS.” See Service Information Letter
16-WT-96, Revision A for further details.
1. Begin troubleshooting by checking the transmission fluid level and ECU input voltage. Remember
that some problems may be temperature related. Do troubleshooting at the temperature level where
the problem occurs. Check diagnostic codes by:
• Using the shift selector display. (See Paragraph 6–2 for code reading.)
• Using the Pro-Link® 9000 diagnostic tool.
2. When a problem exists but a diagnostic code is not indicated, refer to the Performance Complaint
Section (Section 8) for a listing of various electrical and hydraulic problems, their causes, and remedies.
3. If a diagnostic code is found in the ECU memory, record all available code information and clear the
active indicator (refer to Section 6).
4. Test drive the vehicle to confirm a diagnostic code or performance complaint.
• If the code reappears, refer to the Diagnostic Code section (Section 6) and the appropriate code
chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the
appropriate troubleshooting chart and follow the instructions.

TM 9-2320-312-24-3
BASIC KNOWLEDGE
• If the code does not reappear, it may be an intermittent problem. Use the Pro-Link® and the code
display procedure described in Section 6. The code display procedure will indicate the number of
times the diagnostic code has occurred. Refer to the troubleshooting chart for possible cause(s) of
the problem.
• Appendix A deals with the identification of potential circuit problems. Refer to Appendix A if a
circuit problem is suspected.
NOTE: Information concerning specific items is contained in the appendices located in the back of this
manual. The appendices are referred to throughout the manual.

TM 9-2320-312-24-3
SECTION 4 — WIRE CHECK PROCEDURES
4–1. CHECKING OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND

(Use Digital Volt/Ohmmeter J 34520-A and Jumper Wire Set J 39197)
NOTE: Please refer to Paragraph 3–5 to begin the troubleshooting process.
1. Make sure all connectors are tightly connected and re-check the circuit.
2. Disconnect and inspect all connectors.
3. Thoroughly clean corroded or dirty terminals. If dirty or corroded terminals are the probable cause of
the problems, reconnect the clean connectors and operate the vehicle normally. If the problem recurs,
proceed with Step (4).
The cleaning solvent must not be chlorine based, contain petroleum distillates, or
conduct electricity. The cleaning solvent should evaporate quickly to prevent the
possibility of condensation within the connectors. Always blow or shake any excess
CAUTION:
cleaner from the connector before assembling it to its mating connector or hardware.
Cleaner trapped in the connector can affect the connector seal. (Refer to SIL 17-TR-94
for detailed information on the recommended cleaners.)
4. Review the WTEC III wire numbering system described in Paragraph 3–4.
5. If all connectors are clean and connected correctly, determine which wires in the chassis harness are
indicated by the diagnostic code. For example, Code 41 12, indicates an open or short-to-ground in
the solenoid A circuit — wires 102-T1 and 120-T4.
a. Check continuity of wires 102-T1 and 120-T4 by performing the following (refer to Figure 4–1):
(1) Disconnect the blue “T” connector from the ECU and disconnect the harness from the transmission
main connector. At one end of the harness, using jumper wire kit J 39197 and connector probes in
J 39775-CP, connect wire 102-T1 and 120-T4 to each other, being careful not to distort the termi-
nals. Jumping the wires together creates a circuit between wires 102-T1 and 120-T4.
TRANSMISSION CONNECTOR
WIRING HARNESS
JUMPER
ECU
“T” CONNECTOR
0
VOLT/OHM-
– METER –
+ (VOM) +
0 OHMS OHMS
Circuit has continuity. Jumper Circuit does not have continuity due
from 102 or 120 to another wire to a broken wire (open circuit).
produces a complete circuit. VOM VOM reading is very high
reading is near zero Ohms. (infinite Ohms or OL – overlimit). V03374.01
Figure 4–1. Open Circuit

TM 9-2320-312-24-3
WIRE CHECK PROCEDURES
(2) On the opposite end of the harness, check the continuity of the jumpered pair. No continuity in a
jumpered pair circuit (infinite resistance reading) indicates an open in the wire being tested.
Locate and repair the damaged portion of the wire.
b. If the continuity check is good (0–2 Ohms resistance), remove the jumpers. Check the harness for
shorts between wires and shorts-to-ground by performing the following (refer to Figure 4–2):
(1) At the ECU end of the harness, touch one VOM probe to one wire of the circuit being tested
and touch the other probe to each terminal in the same connector, then touch the probe to chas-
sis ground and to the transmission main housing. Do this for both wires in the circuit being
tested.
(2) If at any time the VOM shows zero to low resistance, or the meter’s continuity beeper sounds,
there is a short between the two points being probed — wire-to-wire or wire-to-ground. Isolate
and repair the short.
TRANSMISSION CONNECTOR
WIRING HARNESS
ECU
“T” CONNECTOR
Wires shorted
together
Shorted to
ground on
metal frame
rail
Ground
to metal
frame rail
0 0
VOLT/OHM-
METER
– (VOM) –
+ +
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of VOM will wires are shorted-to-ground. VOM continuity
sound, or reading will go to zero Ohms beeper will sound, or reading will go to zero
when these two wires are probed with Ohms when meter is probing between this wire
the VOM. and chassis ground. V03375
Figure 4–2. Short Between Wires and to Ground
4–2. CHECKING AT TRANSMISSION CONNECTOR AND THE INTERNAL HARNESS

FOR OPENS, SHORTS BETWEEN WIRES, AND SHORTS-TO-GROUND
1. Disconnect the external wiring harness from the transmission.
2. Inspect the connectors. Any terminals which are corroded or dirty must be thoroughly cleaned.
3. If the connectors are clean and connected correctly, determine which wires in the harness to test.
Use the diagnostic code system schematic to locate the wire terminals. For this example, Code 41 12
indicates an open or short-to-ground in solenoid “A” circuit — wires 102-T1 and 120-T4 (refer to
Figure 4–3 and 4–4).

TM 9-2320-312-24-3
The cleaning solvent must not be chlorine based, contain petroleum distillates, or
conduct electricity. The cleaning solvent should evaporate quickly to prevent the
possibility of condensation within the connectors. Always blow or shake any excess
CAUTION:
cleaner from the connector before assembling it to its mating connector or hardware.
Cleaner trapped in the connector can affect the connector seal. (Refer to SIL 17-TR-94
for detailed information on the recommended cleaners.)
a. At the transmission connector, check the resistance of the A solenoid circuit. Resistance of a
solenoid circuit should be 2.4–5 Ohms — covering a temperature range of –18°C to 149°C
(0°F to 300°F). Refer to Solenoid Resistance vs. Temperature chart in Appendix K. No continuity
in the circuit (infinite resistance) indicates an open in the internal harness, the feedthrough
connector, or the solenoid coil. Locate and repair the open in the internal harness or replace the
internal harness, replace the feedthrough connector, or replace the solenoid.
FEEDTHROUGH SOLENOID
HARNESS
CONNECTOR
3.5
– –
+ +
VOLT/OHM-
METER
(VOM)
INFINITE ( ) OHMS
2–5 OHMS Circuit does not have continuity due to a
AT NORMAL OPERATING broken wire (open circuit). VOM reading is
TEMPERATURE* very high (infinite ohms or OL–overlimit).
Circuit has continuity. This could also be due to an open solenoid
coil or bad connection.
* Refer to Appendix J V03376.01
Figure 4–3. Checking Continuity
b. If the resistance check is good, check the harness for shorts between wires and to ground by per-
forming the following (refer to Figure 4–4):
(1) At the transmission connector, touch one probe of the VOM to one wire of the circuit being
tested and touch the other probe to each terminal in the connector and to chassis ground and
the transmission main housing. Do this for both wires in the circuit being tested.
(2) If the VOM shows zero to low resistance, or the continuity beeper sounds, there is a short
between the two points being probed, wire-to-wire or wire-to-ground. An indication of a short
may be caused by a splice to the wire being checked. Check the wiring diagram in Appendix J
for splice locations. If the short is not a splice, then isolate and repair the short.

TM 9-2320-312-24-3
Shorted
to metal
FEEDTHROUGH
HARNESS
CONNECTOR SOLENOIDS
Bare wires
touching
each other
0
0
VOLT/OHM- –
–
METER +
+ (VOM)
0 OHMS 0 OHMS
Two wires have frayed and are shorted Harness has been chafed and one or more
together. Continuity beeper of VOM will wires are shorted to ground. VOM continuity
sound, or reading will go to zero Ohms beeper will sound or meter reading will go
when these two wires are probed with to zero Ohms when meter is probing between
the VOM. this wire and chassis ground. V03377
Figure 4–4. Short Between Wires and to Ground
NOTE: When conducting circuit checks that include the external harness, add one (1) Ohm to the values
shown. Speed sensor resistance is 270–330 Ohms. C3 pressure switch resistance is two (2) Ohms
maximum when switch is closed and 20,000 Ohms minimum when switch is open.

TM 9-2320-312-24-3
SECTION 5 — OIL LEVEL SENSOR
The Oil Level Sensor (Figure 5–1) provides a means of electronically checking the transmission fluid level from
the shift selector display, the Pro-Link® 9000 (DDR) diagnostic tool, or a customer-furnished remote display.
V03353
Figure 5–1. Oil Level Sensor
5–1. ELECTRONIC FLUID LEVEL CHECK (SHIFT SELECTOR)
NOTE: The pushbutton and lever shift selectors can display one character at one time. The strip pushbutton
shift selector has no diagnostic or display capability. The Pro-Link® 9000 or a customer-furnished
remote display must be used to obtain fluid level information when using the strip pushbutton shift
selector.
A. Fluid Level Check Procedure

1. Park the vehicle on a level surface and shift to N (Neutral). Apply the parking brake.
2. On the Pushbutton shift selector, simultaneously press the ⇑ (Up) and ⇓ (Down) arrow buttons
once.
3. On the Lever shift selector, press the “display mode” button once.
4. For a strip pushbutton shift selector, refer to the Pro-Link® 9000 manual or to Appendix N in this
manual.
NOTE: The ECU may delay the fluid level check until the following conditions are met:
• The fluid temperature is between 60°C (140°F) and 104°C (220°F).
• The transmission is in N (Neutral).
• The vehicle has been stationary for approximately two minutes to allow the fluid to settle.
• The engine is at idle (below 1000 rpm — not “fast” idle).
See “Invalid for Display” information in Steps (8) and (9).

TM 9-2320-312-24-3
OIL LEVEL SENSOR
5. Correct fluid level is reported when o, L is displayed (o, L indicates the Oil Level Check Mode),
followed by o, K. The o, K display indicates the fluid level is within the proper fluid level zone.
Remember that the display occurs one character at a time. The sensor display and the transmis-
sion dipstick may not agree exactly because the oil level sensor compensates for fluid temperature.
Example: o, L; o, K — Indicates correct fluid level.
6. Low fluid level is reported when o, L is displayed, followed by L, o and a number. L, o indicates a
low fluid level and the number is the number of quarts of fluid the transmission requires.
Example: o, L; L, o; 2 — Indicates 2 additional quarts of fluid will bring the fluid level within the
proper fluid level.
7. High fluid level is reported when o, L is displayed, followed by H, I and a number. H, I indicates
high fluid level and the number shows how many quarts the transmission is overfilled.
Example: o, L, H, I, 1 — Indicates one quart of fluid above the full level.
A low or high fluid level causes overheating and irregular shift patterns. An incorrect fluid
CAUTION:
level can damage the transmission.
8. An Invalid for Display condition is reported when o, L is displayed, followed by “–” and a number
display. The displayed number is a fault code and indicates improper conditions or a system mal-
function.
Example: o, L, –, 7,0 — Indicates an Invalid for Display condition and fault code 70.
9. Invalid for Display is activated when conditions do not allow the fluid level to be checked electron-
ically. Review the following codes and conditions, and correct as necessary.
Table 5–1. Invalid for Display Codes

CODE CAUSE OF CODE
X* — Settling time too short
5 ,0 — Engine speed (rpm) too low
5 ,9 — Engine speed (rpm) too high
6 ,5 — N (Neutral) must be selected
7 ,0 — Sump fluid temperature too low
7 ,9 — Sump fluid temperature too high
8 ,9 — Output shaft rotation
9 ,5 — Sensor failure**
* A number between 8 and 1 that flashes during the count-
down period.
** Speed sensor, throttle sensor, temperature sensor, or oil
level sensor.

TM 9-2320-312-24-3
OIL LEVEL SENSOR
10. To exit the fluid level display mode:
• Pushbutton shift selector — press the N (Neutral) pushbutton or press ⇑ and ⇓ arrow
pushbuttons simultaneously two times.
• Lever shift selector — press the “display mode” button two times or move the lever.
5–2. ELECTRONIC FLUID LEVEL CHECK (PRO-LINK® 9000)

The Pro-Link® 9000 (DDR) can also be used to electronically check the transmission’s fluid level. Further detail is
also provided in Appendix N of this manual.
A low or high fluid level causes overheating and irregular shift patterns and, if not
CAUTION:
corrected, can damage the transmission.
A. Fluid Level Check Procedure
1. Connect the DDR to the DDR connector.
2. Scroll (down) the Diagnostic Data List to “OIL LVL” display.
3. Read the fluid level, repeat the check to confirm the first reading.
NOTE: The ECU may delay the fluid level check until the following conditions are met:
• The fluid temperature is between 60°C (140°F) and 104°C (220°F).
• The transmission is in N (Neutral).
• The vehicle has been stationary for approximately two minutes to allow the fluid to settle.
• The engine is at idle.
The reason for a delayed fluid level check is indicated on the DDR by one of the following diagnostic messages:
Table 5–1.
DDR MESSAGE
OL — SETTLING TIME (8 down to 1)
OL — ENGINE SPEED LO
OL — ENGINE SPEED HI
OL — SELECT N (NEUTRAL)
OL — SUMP TEMP LO
OL — SUMP TEMP HI
OL — OUTPUT SPEED HI
OL — CHECK CODES

TM 9-2320-312-24-3
OIL LEVEL SENSOR
NOTES

TM 9-2320-312-24-3
SECTION 6 — DIAGNOSTIC CODES

6–1. DIAGNOSTIC CODE MEMORY
Diagnostic codes are logged in a list in memory (sometimes referred to as the queue), listing the most recently
occurring code first and logging up to five codes. The codes contained in the list have information recorded as
shown in the table below (codes are examples). Access to the code list position, main code, subcode and active
indicator is through either the shift selector display or the Pro-Link® diagnostic tool. Access to ignition cycle
counter and event counter information is through the diagnostic tool only. Further detail on the use of
Pro-Link® 9000 DDR is presented in Appendix N of this manual.
Table 6–1. Code List

Code List Ignition Cycle
Position Main Code Subcode Active Indicator Counter Event Counter
d1 21 12 YES 00 10
d2 41 12 YES 00 04
d3 23 12 NO 08 02
d4 34 12 NO 13 01
d5 56 11 NO 22 02
Displayed on shift selector and diagnostic tool YES = LED indicator Not available on shift selector display
d = “diagnostic” illuminated
The following paragraphs define the different parts of the code list.
A. Code List Position. The position which a code occupies in the code list. Positions are displayed as
“d1” through “d5” (Code List Position #1 through Code List Position #5).
B. Main Code. The general condition or area of fault detected by the ECU.
C. Subcode. The specific area or condition related to the main code in which a fault is detected.
D. Active Indicator. Indicates when a diagnostic code is active. The MODE indicator LED on the shift
selector is illuminated or the diagnostic tool displays YES.
E. Ignition Cycle Counter. Determines when inactive diagnostic codes are automatically cleared from
the code list. The counter is increased by one each time a normal ECU power down occurs (ignition
turned off). Inactive codes are cleared from the code list after the counter exceeds 25.
F. Event Counter. Counts the number of occurrences of a diagnostic code. If a code is already in the
code list and the code is again detected, that code is moved to position d1, the active indicator is
turned on, the Ignition Cycle Counter is cleared, and 1 is added to the Event Counter.
6–2. CODE READING AND CODE CLEARING
Diagnostic codes can be read and cleared by two methods: by using the Pro-Link® 9000 diagnostic tool or by
entering the diagnostic display mode and using the shift selector display. The use of the Pro-Link® 9000 diagnostic
tool is described in the instruction manual furnished with each tool and briefly in Appendix N of this manual. The
method of reading and clearing codes described in this section refers to entering the diagnostic display mode by the
proper button movements on the shift selector.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
The diagnostic display mode may be entered for viewing of codes at any speed. Active codes can only be cleared
when the output speed = 0 and no output speed sensor failure is active.
A. Reading Codes. Enter the diagnostic display mode by pressing the ⇑ (Up) and ⇓ (Down) arrow
buttons at the same time on a pushbutton selector, or by momentarily pressing the “display mode”
button on a lever shift selector.
NOTE: If a DO NOT SHIFT condition is present (CHECK TRANS light illuminated) at this time, the shift
selector may or may not respond to requested range changes.
NOTE: If an oil level sensor is present, then fluid level will be displayed first. Diagnostic code display is
achieved by simultaneously depressing the ⇑ (Up) and ⇓ (Down) arrow buttons a second time or the
“display mode” button a second time.
The code list or queue position is the first item displayed, followed by the main code and the subcode. Each item is
displayed for about one second. The display cycles continuously until the next code list position is accessed by
pressing the MODE button. The following list represents the display cycle using code 25 11 as an example:
1. Code list position — d, 1
2. Main code — 2, 5
3. Subcode —1, 1
4. Cycle repeats — d, 1, 2, 5, 1, 1
To view the second, third, fourth, and fifth positions (d2, d3, d4, and d5), momentarily press the MODE button as
explained above.
Momentarily press the MODE button after the fifth position is displayed to restart the sequence of code list
positions.
An active code is indicated by the illumination of the LED indicator when a code position is displayed while in the
diagnostic display mode. In the normal operating mode, the LED indicator illuminates to show a secondary mode
operation.
Any code position which does not have a diagnostic code logged will display “–” for both the main and subcodes.
No diagnostic codes are logged after an empty code position.
B. Clearing Active Indicators. A diagnostic code’s active indicator can be cleared, which allows the
code inhibit to be cleared but remains in the queue as inactive.
The active indicator clearing methods are:
1. Power down — All active indicators, except code 69 34 (refer to the code chart), are cleared at
ECU power down.
2. Self-clearing — Some codes will clear their active indicator when the condition causing the code
is no longer detected by the ECU.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
3. Manual — Some active indicators can be cleared manually, while in the diagnostic display mode,
after the condition causing the code is corrected.
If an active indicator is cleared while the transmission is locked in a forward range or

CAUTION: reverse (fail-to-range), the transmission will remain in the forward range or reverse after
the clearing procedure is completed. Neutral must be manually selected.
C. Manually Clearing Codes and Active Indicators from the Code List. To clear active indicators or
all codes:
1. Enter the diagnostic display mode.
2. Press and hold the MODE button for approximately three seconds until the LED indicator flashes.
All active indicators are cleared. To remove all inactive codes, press and hold the MODE button
for about ten seconds until the LED indicator flashes again. All active indicators will be cleared at
ECU power down.
3. Codes that cannot be manually cleared will remain.
D. Exiting the diagnostic display mode. Exit the diagnostic display mode using one of the following
procedures:
1. On a pushbutton shift selector, press the ⇑ (Up) and ⇓ (Down) arrow buttons at the same time or
press any range button, D, N, or R. The shift (D, N, or R) is commanded if not inhibited by an
active code.
2. On a lever shift selector, momentarily press the “display mode” button or move the shift lever to any
shift position other than the one it was in when the diagnostic display mode was activated. If the
shift is inhibited, the ECU will continue to command the current transmission range attained and the
lever should be returned to its original position.
3. Wait until timeout (approximately 10 minutes) and the system will automatically return to the
normal operating mode.
4. Turn off power to the ECU (turn off the vehicle engine at the ignition switch).
6–3. DIAGNOSTIC CODE RESPONSE
The following ECU responses to a fault provide for safe transmission operation:
• Do Not Shift (DNS) Response
— Release lockup clutch and inhibit lockup operation.
— Inhibit all shifts.
— Turn on the CHECK TRANS light.
— Display the range attained.
— Ignore any range selection inputs from the pushbutton or lever shift selector.
• Do Not Adapt (DNA) Response

— The ECU stops adaptive shift control while the code is active. Do not adapt shifts when a code with
the DNA response is active.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
• SOLenoid OFF (SOL OFF) Response
— All solenoids are commanded off (turning solenoids “A” and “B” off electrically causes them to be
on hydraulically).
• Return to Previous Range (RPR) Response
— When the speed sensor ratio or C3 pressure switch tests associated with a shift are not successful,
the ECU commands the same range as commanded before the shift.
• Neutral No Clutches (NNC) Response
— When certain speed sensor ratio or C3 pressure switch tests are not successful, the ECU commands
a neutral condition with no clutches applied.
6–4. SHIFT SELECTOR DISPLAYS RELATED TO ACTIVE CODES

• “Cateye” — The forward slash segments and the middle horizontal segments (-\-) may be on under the
following conditions:
— RSI link fault is active (code 23 12 or 23 14)
— When two COP timeouts occur within two seconds of each other (reference code 69 33)
— Shift selector display line fault is active (23 16)
• All Segments Displayed — All display segments will be illuminated if a severity 1 diagnostic code is
present during initialization, or if an electrical code for solenoids A, B, C, D, E, or G is logged before
initialization completes.
6–5. DIAGNOSTIC CODE LIST AND DESCRIPTION

Table 6–2. WT Series Diagnostic Codes
CHECK
Main Sub- TRANS Inhibited Operation
Code code Description Light Description
13 12 ECU input voltage, low Yes DNS, DNA, SOL OFF (hydraulic default)
(pg 6–20)
13 ECU input voltage, medium low No DNA
23 ECU input voltage, high Yes DNS, SOL OFF (hydraulic default)
14 12 Oil level sensor, failed low No None
(pg 6–24) 23 Oil level sensor, failed high No None
21 12 Throttle position sensor, failed low No Use throttle default values, DNA
(pg 6–28) 23 Throttle position sensor, failed high No Use throttle default values, DNA
22 14 Engine speed sensor reasonableness No Use default engine speed, DNA
(pg 6–32) test
15 Turbine speed sensor reasonableness Yes DNS, lock in current range, DNA
test
16 Output speed sensor reasonableness Yes (1) DNS, lock in current range, DNA
test

TM 9-2320-312-24-3
DIAGNOSTIC CODES
Table 6–2. WT Series Diagnostic Codes (cont’d)
CHECK
23 12 Primary shift selector or RSI link fault No Hold in last valid direction. May cause
(pg 6–36) “cateye” display.
13 Primary shift selector mode function No Mode change not permitted
fault
14 Secondary shift selector or RSI link No Hold in last valid direction. May cause
fault “cateye” display.
15 Secondary shift selector mode No Mode change not permitted
function fault
16 Shift Selector display line fault No None. May cause “cateye” display.
24 12 Sump fluid temperature, cold Yes DNS, lock in neutral
(pg 6–38) 23 Sump fluid temperature, hot No No upshifts above a calibration range
(1)
25 00 Output speed sensor, detected at Yes DNS, lock in current range (Low), DNA
(pg 6–44) 0 output rpm, Low
11 Output speed sensor, detected at Yes (1) DNS, lock in current range (1st), DNA
0 output rpm, 1st
22 Output speed sensor, detected at Yes (1) DNS, lock in current range (2nd), DNA
0 output rpm, 2nd
33 Output speed sensor, detected at Yes (1) DNS, lock in current range (3rd), DNA
0 output rpm, 3rd
44 Output speed sensor, detected at Yes (1) DNS, lock in current range (4th), DNA
0 output rpm, 4th
0 output rpm, 5th
0 output rpm, 6th
77 Output speed sensor, detected at Yes (1) DNS, lock in current range (R), DNA
0 output rpm, Reverse range
26 00 Throttle source not detected No Use throttle default values, DNA
(pg 6–47) 11 Engine coolant source not detected No Use default value of –18˚C (0˚F)
32 00 C3 pressure switch open, Low range Yes DNS, lock in current range (Low), DNA
(pg 6–48) 33 C3 pressure switch open, 3rd range Yes DNS, lock in current range (3rd), DNA
55 C3 pressure switch open, 5th range Yes DNS, lock in current range (5th), DNA
77 C3 pressure switch open, Reverse Yes DNS, lock in current range (R), DNA
range
33 12 Sump oil temperature sensor failed No Use default value of 93˚C (200˚F)
(pg 6–50) low
23 Sump oil temperature sensor failed No Use default value of 93˚C (200˚F)
high

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
(5)
34 12 Factory calibration compatibility Yes DNS, SOL OFF (hydraulic default), DNA
(pg 6–53) number wrong
13 Factory calibration block checksum Yes(5) DNS, SOL OFF (hydraulic default), DNA
14 Power off block checksum No Use previous location, or factory
calibration and reset adaptive, DNA
15 Diagnostic queue block checksum No Use previous location, or clear diagnostic
queue, DNA
16 Real time block checksum Yes DNS, SOL OFF (hydraulic default), DNA
17 Customer modifiable constants Yes(5) DNS, SOL OFF (hydraulic default), DNA
checksum
35 00 Power interruption (code set after No None (hydraulic default during
(pg 6–54) power restored) interruption)
16 Real time write interruption Yes DNS, SOL OFF (hydraulic default), DNA
36 00 Hardware/software not compatible Yes (2) DNS, SOL OFF (hydraulic default), DNA
(pg 6–57)
01 TID not compatible with hardware/ No(2) Use TIDCAP cal
software
02 TID did not complete No Use TIDCAP cal, code 42 XX or 69 XX
may be logged
42 12 Short-to-battery, A solenoid circuit Yes DNS, SOL OFF, DNA
(pg 6–58) 13 Short-to-battery, B solenoid circuit Yes DNS, SOL OFF, DNA
14 Short-to-battery, C solenoid circuit Yes DNS, SOL OFF, DNA
15 Short-to-battery, D solenoid circuit Yes DNS, SOL OFF, DNA
16 Short-to-battery, E solenoid circuit Yes DNS, SOL OFF, DNA
21 Short-to-battery, F solenoid circuit No Lockup inhibited, DNA
22 Short-to-battery, G solenoid circuit Yes DNS, SOL OFF, DNA
23 Short-to-battery, H solenoid circuit No Differential lock inhibited (3070 only),
retarder inhibited
24 Short-to-battery, J solenoid circuit No Low and 1st inhibited
26 Short-to-battery, N solenoid circuit No Low and 1st inhibited, allow retarder
44 12 Short-to-ground, A solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
(pg 6–62)
13 Short-to-ground, B solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
14 Short-to-ground, C solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
15 Short-to-ground, D solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
16 Short-to-ground, E solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
21 Short-to-ground, F solenoid circuit No Lockup inhibited, DNA
22 Short-to-ground, G solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
44 (cont’d) 23 Short-to-ground, H solenoid circuit No Differential lock inhibited (3070 only),
retarder operation inhibited
24 Short-to-ground, J solenoid circuit No Low and 1st inhibited
26 Short-to-ground, N solenoid circuit No Low and 1st inhibited, retarder allowed
45 12 Open circuit, A solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
(pg 6–66) 13 Open circuit, B solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
14 Open circuit, C solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
15 Open circuit, D solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
16 Open circuit, E solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
21 Open circuit, F solenoid circuit No Lockup inhibited, DNA
22 Open circuit, G solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
23 Open circuit, H solenoid circuit No Differential lock inhibited (3070 only),
retarder inhibited
24 Open circuit, J solenoid circuit No Low and 1st inhibited
26 Open circuit, N solenoid circuit No Low and 1st inhibited, retarder allowed
46 21 Overcurrent, F solenoid circuit No Lockup inhibited, DNA
(pg 6–70) 26 Overcurrent, N and H solenoid circuit No Low and first inhibited or retarder
inhibited, DNA
27 Overcurrent, A-Hi solenoid circuit Yes DNS, SOL OFF (hydraulic default), DNA
51 01 Offgoing ratio test (during shift), Yes DNS, RPR, DNA
(pg 6–72) Low to 1
10 Offgoing ratio test (during shift), Yes DNS, RPR, DNA
1 to Low
1 to 2
2 to 1
2 to 3
2 to 4
3 to 5
4 to 2
43 Offgoing ratio test (during shift), Yes (1) DNS, RPR, DNA
4 to 3
45 Offgoing ratio test (during shift), Yes (1) DNS, RPR, DNA
4 to 5

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
51 (cont’d) 46 Offgoing ratio test (during shift), Yes DNS, RPR, DNA
4 to 6
5 to 3
6 to 4
6 to 5
XY Offgoing ratio test, X to Y (3)
52 01 Offgoing C3PS test (during shift), Yes DNS, RPR, DNA
(pg 6–74) Low to 1
08 Offgoing C3PS test (during shift), Yes DNS, NNC, DNA
Low to N1
32 Offgoing C3PS test (during shift), Yes DNS, RPR, DNA
3 to 2
3 to 4
5 to 4
5 to 6
R to 1
R to 2
R to N1
N3 to N2
XY Offgoing C3PS test, X to Y (3)
53 08 Offgoing speed test (during shift), Yes (1) DNS, NNC, DNA
(pg 6–76) L to N1
18 Offgoing speed test (during shift), Yes (1) DNS, NNC, DNA
1 to N1
2 to N1
29 Offgoing speed test (during shift), Yes (1) DNS, RPR, DNA
2 to N2
3 to N1

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
(1)
53 (cont’d) 39 Offgoing speed test (during shift), Yes DNS, RPR, DNA
3 to N3
4 to N1
4 to N3
5 to N1
5 to N3
6 to N1
6 to N4
78 Offgoing speed test (during shift), Yes DNS, NNC, DNA
R to N1
99 Offgoing speed test (during shift), Yes DNS, RPR, DNA
N2 to N3 or N3 to N2
XY Offgoing speed test (during shift),
X to Y (3)
54 01 Oncoming ratio test (after shift), Yes DNS, RPR, DNA
(pg 6–78) L to 1
07 Oncoming ratio test (after shift), Yes DNS, NNC, DNA
L to R
10 Oncoming ratio test (after shift), Yes DNS, RPR, DNA
1 to L
1 to 2
1 to R
2 to 1
2 to 3
24 Oncoming ratio test (during shift), Yes DNS, RPR, DNA
2 to 4
2 to R
3 to 2
3 to 4

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
54 (cont’d) 35 Oncoming ratio test (during shift), Yes DNS, RPR, DNA
3 to 5
4 to 2
4 to 3
45 Oncoming ratio test (after shift), Yes DNS, RPR or SOL OFF
4 to 5 (hydraulic default), DNA
4 to 6
5 to 3
5 to 4
5 to 6
6 to 4
6 to 5
R to L
R to 1
R to 2
N1 to L
N1 to 1
N1 to 2
N1 to 3
N1 to 5
N1 to 6
N2 to 2

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
54 (cont’d) 93 Oncoming ratio test (after shift), Yes DNS, RPR, DNA
N3 to 3
N3 to 5
N4 to 6
XY Oncoming ratio test (after shift),
X to Y (3)
55 07 Oncoming C3PS test (after shift), Yes (1) DNS, NNC, DNA
(pg 6–80) Low to R
17 Oncoming C3PS test (after shift), Yes (1) DNS, NNC, DNA
1 to R
2 to R
87 Oncoming C3PS test (after shift), Yes DNS, RPR, DNA
N1 to R
NVL to R
XY Oncoming C3PS test (after shift),
X to Y(3)
56 00 Range verification test, L Yes (1) DNS, 1st, Low, or SOL OFF (Low), DNA
(pg 6–82) 11 Range verification ratio test, 1st Yes DNS, 6th, DNA
22 Range verification ratio test, 2nd Yes (1) DNS, 6th or 5th, DNA
33 Range verification ratio test, 3rd Yes (1) DNS, 5th or SOL OFF (4th), DNA
44 Range verification ratio test, 4th Yes DNS, 3rd or 5th, DNA
55 Range verification ratio test, 5th Yes (1) DNS, SOL OFF (5th) or 3rd, DNA
66 Range verification ratio test, 6th Yes DNS, 5th, 3rd, or SOL OFF (3rd), DNA
77 Range verification ratio test, R Yes DNS, N2 or N3, DNA
57 11 Range verification C3PS test, 1st Yes DNS, SOL OFF (3rd), DNA
(pg 6–84) 22 Range verification C3PS test, 2nd Yes DNS, 3rd, DNA
44 Range verification C3PS test, 4th Yes DNS, 5th or SOL OFF (3rd), DNA
66 Range verification C3PS test, 6th Yes DNS, SOL OFF (5th), DNA
88 Range verification C3PS test, N1 Yes DNS, N3, DNA
99 Range verification C3PS test, Yes DNS, N3, DNA
N2 or N4
61 00 Retarder oil temperature, hot No None
(pg 6–85)

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
62 12 Retarder temperature sensor failed No None
(pg 6–88) low
23 Retarder temperature sensor failed No None
high
32 Engine coolant sensor failed low No Use default value of 0˚F
33 Engine coolant sensor failed high No Use default value of 0˚F
63 00 Input function fault No Does not prevent neutral to range shifts
(pg 6–91) for Aux Function Range Inhibit-Special
when two signals required are not “on”
within 120 seconds of each other.
26 Kickdown input failed on No Kickdown operation inhibited
40 Service brake status input failed on No No auto Neutral to Drive shifts for refuse
packer. (I/O package #41). No retarder if a
TPS code is also active
41 Pump/pack and a neutral general No No auto N–D shifts for refuse packer
purpose input (I/O package #41)
64 12 Retarder modulation request sensor No Retarder operation inhibited
(pg 6–92) failed low
23 Retarder modulation request sensor No Retarder operation inhibited
failed high
Engine rating too high Yes DNS, Lock-in-neutral, DNA
65 00 Engine rating too high Yes DNS, Lock-in-neutral
(pg 6–95)
66 00 Serial communications interface fault No Use default throttle values, DNA
(pg 6–96) 11 SCI engine coolant source fault No Use default value of 0˚F
69 27 ECU, inoperative A-Hi switch Yes DNS, NNC, DNA
(pg 6–98) 28 ECU, inoperative F-Hi switch Yes Lockup inhibited, DNA
29 ECU, inoperative N and H-Hi switch No Low and first inhibited, retarder inhibited,
DNA
33 ECU, Computer Operating Properly No Reset ECU, shutdown ECU on 2nd
(COP) timeout occurrence (power loss; hydraulic
defaults). May cause “cateye” display or
all segments blank display, DNA(4)
34 ECU, write timeout Yes DNS, SOL OFF (hydraulic default), DNA
35 ECU, checksum test No Induce COP timeout (reset ECU), DNA(4)
36 ECU, RAM self test No Induce COP timeout (reset ECU), DNA(4)
39 Communication chip addressing error No Use defaults for J1939 data, DNA
41 ECU, I/O ASIC addressing test No Induce COP timeout (reset ECU), DNA(4)

TM 9-2320-312-24-3
DIAGNOSTIC CODES
CHECK
69 (cont’d) 42 SPI output failure Yes GPO 1–8 and reverse warning inoperable
43 SPI input failure Yes DNS, lock-in-range, DNA
70 12 Software, minor loop overrun No Induce COP timeout (reset ECU)
13 Illegal write to address $0000 No Induce COP timeout (reset ECU)
14 Software, major loop overrun No Induce COP timeout (reset ECU)
NOTES
(1) This code is logged to real time to protect the transmission in case a loss of power to the ECU (Power Inter-
ruption, code 35 00) occurs.
(2) The ECU hardware or software must be changed so that they are compatible.
(3) Additional codes could be logged for other shifts where X indicates range shifted from and Y indicates range
shifted to.
(4) The COP reset will clear the active inhibit.
(5) The factory calibration must be rewritten to the ECU, or a different factory calibration is required to match
the software in the ECU.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
DIAGNOSTIC CODES
TRANSMISSION
COMPONENT
WIRING DIAGRAMS
AND
DIAGNOSTICS

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
DIAGNOSTIC CODES
6–6. DIAGNOSTIC CODE TROUBLESHOOTING
A. Beginning The Troubleshooting Process
1. Begin troubleshooting by checking the transmission fluid level and ECU input voltage. Check
diagnostic codes by:
• Using the shift selector display.
• Using the Pro-Link® 9000 diagnostic tool.
2. When a problem exists but a diagnostic code is not indicated, refer to the Performance Complaint
Section for a listing of various electrical and hydraulic problems, their causes, and remedies.
3. If a diagnostic code is found in the ECU memory, record all available code information and clear
the active indicator (refer to Paragraph 6–2).
4. Test drive the vehicle to confirm a diagnostic code or performance complaint.
• If the code reappears, refer to the Diagnostic Code section (Section 6) and the appropriate code
chart. The Diagnostic Code section lists diagnostic codes and their description. Locate the
appropriate troubleshooting chart and follow the instructions.
• If the code does not reappear, it may be an intermittent problem. Use the Pro-Link® and the
code display procedure described in Section 6. The code display procedure will indicate the
number of times the diagnostic code has occurred. Refer to the troubleshooting chart for
possible cause(s) of the problem.
• Appendix A deals with the identification of potential circuit problems. Refer to Appendix A if a
circuit problem is suspected.
NOTE: Information concerning specific items is contained in the appendices located in the back of this
manual. The appendices are referred to throughout the manual.
B. Solenoid Locations
Solenoid locations in the control module are as illustrated in Figure 6–1. Refer to Figure 6–1 as
necessary when using the diagnostic code schematics.
C. Diagnostic Code Schematics
The diagnostic code schematics in this section show wiring for both the optional oil level sensor and
retarder, where applicable. If your transmission is not equipped with an oil level sensor or retarder,
disregard the portions of the schematic pertaining to those optional pieces of equipment. Refer to the
appropriate transmission Service Manual for solenoid replacement procedures.
D. Wire/Terminal Numbering Scheme
WTEC III wire identification presents the wire number followed by the ECU terminal source
(i.e., 157-S30). This is done to retain the wire number/function assignments from WTEC II and
indicate the ECU connector and terminal origination for WTEC III. If there is a letter suffix following
the wire number, there is a splice between the ECU source and wire destination (i.e., 136A-S16).

TM 9-2320-312-24-3
DIAGNOSTIC CODES
FRONT
LEFT RIGHT
N (SIGNAL)
C3 PRESSURE
MD 3070
ONLY SWITCH
D (C4)
A (C1)
C (C3)
J (C6) F (LOCKUP)
E (C5) BACK
G (FORWARD – ON MAIN VALVE BODY)
B (C2)
V03378
Figure 6–1. Control Module Solenoid Location

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
CODE 13DIAGNOSTIC
XX — ECU INPUT
CODESVOLTAGE
VIM
Y
A
R
G
TO
ECU ECU
F1
E1
K
C
UE
LA
B
BL
E2 A1
A2
“V” CONNECTOR J1
FROM
BL
UE (GRAY) K1 BATTERY
“S” CONNECTOR V16 K2

(BLACK) V32 J2
V26
V1 C1
V17
S16
S32 HARNESS TERMINALS
S4 VIM TERMINALS
S17 S1
143*–V17 GRAY
V17 A1 L1 K1
BATTERY
RETURN 143*–V32 GRAY
V32 A2 L2 K2
ECU VIM
136*–V1 PINK
V1 E1 R1 J1 B
BATTERY A
POWER 136*–V16 PINK
V16 E2 R2 J2
ALT DDR 9-PIN
146–V26 YELLOW CONNECTOR
IGNITION V26 F1 S1 C1 (DEUTSCH)
DEUTSCH (9-PIN)
PACKARD + –
DEUTSCH (6-PIN) 12 OR 24 VOLT
S32 S16 S4 BATTERY
OBD II (GMC)
YELLOW 146*–S4
B H C 16 DIAGNOSTIC
PINK
TOOL
GRAY 143*–S32 CONNECTOR
A A E 5
* OBD II
136*–S16
CONNECTOR
R PRIMARY (GMC ONLY)
PINK SHIFT
143*–S32 SELECTOR
P
GRAY CONNECTOR
H DDR
R A CONNECTOR
P (PACKARD)
PSS E
CONNECTOR C
See Appendix D For Detailed Terminal Location ALT DDR 6-PIN
*Wire designation may include a letter suffix which indicates a splice to the same number wire. CONNECTOR
See wiring schematic in Appendix J for more detail on splice letter designations. (DEUTSCH)
V04846
Figure 6–2. Code 13 Schematic Drawing

TM 9-2320-312-24-3
CODE 13 XX DIAGNOSTIC
— ECU INPUTCODES
VOLTAGE (Figure 6–2)
Main code 13 indicates either a high or low input voltage. Low voltage is less than 8 volts. High voltage is over 33
volts.
Common causes for a low voltage code are:

• Bad batteries
• Faulty vehicle charging system
• No dedicated power and ground connection directly to the battery or through an electronic bus bar to the
battery
Common causes for the high voltage code are:
• Faulty vehicle alternator
• Faulty vehicle voltage regulator
In the event of a power loss, the transmission fails to the ranges indicated in the following, depending upon which
latch valve releases first:
Attained Range Fail to Range

Reverse and neutral Neutral
Low, 1 3C
2, 3, 4 4C usually, 3C sometimes
5 4C usually, 5C sometimes
6 5C
Main Code Subcode Meaning

13 12 Battery voltage to the ECU too low
13 13 Battery voltage to the ECU too low (medium)
13 23 Battery voltage to the ECU too high
A. Active Indicator Clearing Procedure:

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
1. Connect the diagnostic tool and turn on vehicle ignition. Select Diagnostic Data to find input
voltage. Record reading.
2. Turn off vehicle ignition and remove the connectors from the ECU.
3. Check system voltage at wire 136A and 136C, pin V1 and V16. If power is low or high at this
point, and the diagnostic tool reading is also low or high, the vehicle wiring is suspect. Check for
fuse problems, lack of battery-direct power and ground, faulty charging system/batteries, and
loose or dirty connections (see Appendix A). Power may also be low or high at pins V1 and V16
(system power) if the batteries/charging system is faulty. Bad grounds may also cause incorrect in-
put power readings.

TM 9-2320-312-24-3
CODE 13 XX DIAGNOSTIC
— ECU INPUTCODES
VOLTAGE (Figure 6–2)
4. If power is correct but the diagnostic tool reading indicates incorrect voltage, closely inspect
terminals V1 and V16 or S16; make sure they are not corroded or deformed. Clean or replace as
necessary (see Appendix E, Paragraph 1–1).
5. If the voltage condition is intermittent, closely inspect the vehicle wiring for transmission system
power and grounds. Check for loose, dirty, or painted connections. Check the VIM for loose,
incorrect, or overheating relays or fuses (refer to Appendix G). Check for wires that are chafed
and touching other components.
6. If no other cause is found, replace the ECU. If replacing the ECU corrects the problem, reinstall
the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now works,
inspect the ECU connectors for any corrosion or damage which may cause an intermittent condi-
tion. If the original problem recurs, reinstall the replacement ECU.
Table 6–3. Voltage Chart
Voltage Condition
33.0 High Fail Limit
(High Set Point)
32.0 Maximum Continuous ECU Voltage
10.0 Cannot Compensate With Sub-Modulation (Bad Shifts). Adaptive logic stops
(Medium Low Set Point) functioning
8.0 Low Voltage Fail Limit, Set Code, DNS
7.0 Software Off (ECU loses power)
(Low Set Point)
4.5 Neutral Start Off

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
CODE 14 XX — OIL LEVEL
DIAGNOSTIC SENSOR (OLS)
CODES
“T” CONNECTOR
(BLUE)
AY
GR
T9
ECU T10
T26
K
T25 T1
AC
BL UE
BL
“V” CONNECTOR
(GRAY)
N V10
UE
Y BL
V8
TO RETARDER V24
A CONTROL DEVICES
D
TRANS RTDR MODULATION
FEEDTHROUGH REQUEST
HARNESS RESISTANCE
CONNECTOR MODULE
A B C
TPS A 135*–T25 164–T11 YELLOW

OR B
C GREEN
RMR
CONNECTOR T11
124*–T9 or –V8 PINK RTDR MOD.
C SIGNAL
THROTTLE
POSITION 156–T10 or –V10 BLUE
B T10 or V10 THROTTLE SIGNAL
SENSOR
(TPS) A
135* –T25 or –V24
T25 or V24 TPS LO
GREEN (ANALOG RETURN)
135*–T25
SEE NOTE
T13 TRANSID
RETARDER ECU
TID 1 TEMP
SENSOR
T9 or V8 SENSOR POWER
135*–T25 GREEN
TID 2
SUMP
TEMP
SENSOR TRANSMISSION T26 OIL LEVEL SENSOR
INPUT
W
BLACK SUMP TEMP SENSOR N

TID 1 AND OIL LEVEL
SENSOR RETURN
RED
OIL LEVEL D
SENSOR POWER
OIL
BLACK
OIL LEVEL Y
WHITE
LEVEL
SENSOR SIGNAL
SENSOR 195–T13 YELLOW
B D A 124*–T9 PINK
RED
165–T26 BLUE
BLUE
*Wire designation may include a letter suffix which indicates a splice to the same number wire.
See wiring schematic in Appendix J for more detail on splice letter designations.
NOTE: These wires may pass through a bulkhead connector. See Appendix D For Detailed Terminal Location. V04844.01

TM 9-2320-312-24-3
CODE 14 XX — DIAGNOSTIC
OIL LEVEL SENSOR
CODES (OLS) (Figure 6–3)
The oil level sensor (OLS) must have been recognized by autodetect or manually selected using the Pro-Link®
(see WTEC III Pro-Link® Manual) before these codes can be logged. See Paragraph 1–9 for further information.
Code 14 12 indicates the ECU has detected a voltage signal in the low error zone.
Code 14 12 can be caused by:
• Faulty wiring to the OLS

• A faulty OLS
• A faulty ECU
Never use a volt/ohmmeter to measure any parameters on the OLS. Damage to the OLS
CAUTION:
will result.
OLS ground wire 135B is common to the TPS and the RMR devices. A power wire short-to-ground for any of
these devices will cause “sensor failed low” codes (21 12 and 64 12) and shutdown of the electronic pushbutton or
lever selector. An OLS signal open or short-to-ground results in a code 14 12 only. Code 14 23 is programmed out
of all calibrations.
A permanent maximum voltage signal generates a steady OLS sensor maximum count and a maximum fluid level
overfill indication. A maximum overfill indication occurs if signal wire 165 or power wire 124 is shorted to battery
or the ground wire (wire 135) is open between the OLS and the sump temperature sensor branch. An open in the
ground circuit wire 135 in the portion common to the OLS, TPS and RMR devices results in code 14 12, 21 23, and
64 23.
If the ECU software supports it, Oil Level Sensor counts can be read by a DDR with Pro-Link® version 3.0 (or
later). For a complete description of fluid level checking procedures using the oil level sensor, see Section 5.
Normal operation of the OLS can be checked as follows: Attach the DDR and display OIL LEVEL COUNTS.
Read the number of counts when the engine is not running, but the ignition is ON. The count reading should be
near 255. Start the engine and observe the counts. In normal operation, the count should be 100–200 because the
oil level drops when the engine starts and oil from the sump is delivered to other parts of the transmission.
NOTE: Intermittent connections or lack of battery-direct power and ground connections can cause this and
other electronic control codes.
Main
Code Subcode Meaning
14 12 Oil level sensor failed low
14 23 Oil level sensor failed high (not used)
• Power down
• Manual
• Self-clearing

TM 9-2320-312-24-3
OIL LEVEL SENSOR
CODES (OLS) (Figure 6–3)
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the following:
• Fluid level, using dipstick
• Battery voltage
• ECU input voltage
• Other diagnostic codes
B. Troubleshooting:
The following procedure is to find the cause for an OLS problem. The procedure is sequential. Follow
the procedure until the cause for the OLS problem is found and repaired. Once the problem is found
and repaired, STOP. For example, if the problem is fixed in step 3, there is no need to continue to the
other steps.
1. Disconnect the external wiring harness at the transmission feedthrough connector. With the igni-
tion ON, verify there is 5.0 VDC between the OLS power and ground pins (see page D–10) on the
external harness connector. This is to verify that power and ground are getting to the OLS. If the
5.0 VDC is not present, check the wiring for the OLS power and ground circuits (wires 124–T9
and 135–T25, respectively). If there are no wiring problems (opens, shorts-to-ground, shorts-to-
battery), and if the 5.0 VDC is present, go to Step 2.
2. Observe the OIL LEVEL COUNTS on the DDR while jumpering the OLS power pin to the OLS
signal pin. If the count jumps from 0 to 250+, the OLS signal line is good and the ECU function is
good. Continue to Step 3. If the count remains at zero, locate and repair problems in the wiring of
OLS signal (wire 165–T26). If there are no wiring problems, and the count still remains at zero,
the ECU may be bad. Go to Step 5.
3. If all checks prior to this have been normal, the problem is either in the OLS itself, the internal har-
ness wires or the transmission side of the feedthrough harness connection. Inspect the transmission
feedthrough harness connector to be sure that the OLS power, ground and signal pins are not loose
or out of position. Correct any connector problems found. Reconnect the external harness to the
transmission feedthrough harness connector. See if Code 14 12 recurs before continuing to Step 4.
4. Consult the appropriate transmission Service Manual for proper procedure and remove the control
module from the transmission. Remove the OLS from the channel plate. Reconnect the external
harness to the transmission feedthrough connector, if not done in Step 3. With the ignition ON, ob-
serve OIL LEVEL COUNTS on the DDR. With the OLS in normal position, the count should be
8–35. Invert the OLS and the count should be 192–255. If the counts are abnormal, replace the
sensor. Check the new sensor in both normal and inverted positions. If the counts respond cor-
rectly, the problem should be resolved. Attach the new OLS to the channel plate and reinstall the
control module using the appropriate transmission Service Manual for proper procedure.
5. Replace the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to
confirm that the problem is in the ECU. If the original ECU now works, inspect the ECU connec-
tors for any corrosion or damage which may cause an intermittent condition. If the original prob-
lem recurs, reinstall the replacement ECU.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
CODE 21 XX — THROTTLE
DIAGNOSTIC OR PWM FAULT
CODES
“T” CONNECTOR
(BLUE)
AY
GR
T9
ECU T10
T26
K
T25 T1
AC
BL UE
BL
“V” CONNECTOR
(GRAY)
N V10
UE
Y BL
V8
TO RETARDER V24
A CONTROL DEVICES
D
TRANS RTDR MODULATION
FEEDTHROUGH REQUEST
HARNESS RESISTANCE
CONNECTOR MODULE
A B C
TPS A 135*–T25 164–T11 YELLOW

OR B
C GREEN
RMR
CONNECTOR T11
124*–T9 or –V8 PINK RTDR MOD.
C SIGNAL
THROTTLE
POSITION 156–T10 or –V10 BLUE
B T10 or V10 THROTTLE SIGNAL
SENSOR
(TPS) A
135* –T25 or –V24
T25 or V24 TPS LO
GREEN (ANALOG RETURN)
135*–T25
SEE NOTE
T13 TRANSID
RETARDER ECU
TID 1 TEMP
SENSOR
T9 or V8 SENSOR POWER
135*–T25 GREEN
TID 2
SUMP
TEMP
SENSOR TRANSMISSION T26 OIL LEVEL SENSOR
INPUT
W

TID 1 AND OIL LEVEL
SENSOR RETURN
RED
OIL LEVEL D
SENSOR POWER
OIL
BLACK
OIL LEVEL Y
WHITE
LEVEL
SENSOR SIGNAL
SENSOR 195–T13 YELLOW
B D A 124*–T9 PINK
RED
165–T26 BLUE
BLUE
NOTE: These wires may pass through a bulkhead connector. See Appendix D For Detailed Terminal Location. V04844.01

TM 9-2320-312-24-3
CODE 21 XX — THROTTLE ORCODES
DIAGNOSTIC PWM FAULT (Figure 6–4)
The throttle sensor must have been recognized by autodetect or manually selected using the Pro-Link® (see
WTEC III Pro-Link® Manual) before these codes can be logged. See Paragraph 1–9 for further information.
Main code 21 indicates the throttle position sensor has been retracted or extended by its linkage into an error zone.
This may be due to a fault with the sensor, or a fault in the wiring to the sensor or to the ECU. This code may also
indicate a PWM signal problem. A PWM signal is proportional to throttle position and comes from some source
other than an analog throttle position sensor. Code 21 12 is set when the ECU receives TPS counts of 14 or less.
Code 21 23 is set when the ECU senses TPS counts of 233–255. Whenever a code 21 XX condition is detected, the
system uses default throttle values and shifts will not adapt.
NOTE: Code 21 XX in conjunction with code 33 XX or code 14 XX indicates the potential loss of common
ground wire 135 between the throttle, temperature sensor, and oil level sensor.

Throttle position sensor failed low and
21 12
ECU signals throttle default value
Throttle position sensor failed high and
21 23
ECU signals a throttle default value

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the ECU input voltage.
B. Troubleshooting:
1. Plug in the DDR, select Diagnostic Data, and read throttle counts and percent. If the TPS failed
high (code 21 23), the problem may be toward the full throttle end of the TPS travel. If the TPS
failed low (code 21 12), the problem may be at the closed throttle end of the TPS travel.
NOTE: Code 21 12 may occur when the throttle source is J1587 or J1939 and an analog throttle source is
falsely detected. This condition may be due to a problem in an unused TPS branch of a universal
external harness. To prevent this occurrence, remove wire 156 from the ECU connector and insert a
cavity plug in the space vacated by the wire. Be sure that the unused TPS branch is routed away from
potential induced voltage sources and the connector is protected from external contamination.
NOTE: Code 21 12 can result when the +5V line (wire 124) which powers the analog sensor is shorted to
ground. Wire 124 also powers the OLS, RMR, retarder temperature sensor, sump temperature sensor,
and shift selector and is present in all three ECU connectors.
2. If counts are high but the percentage never reaches 100 percent, TPS linkage may have bound up
and overstroked the TPS to set a false 100 percent reading. After TPS overstroking ceases, the
TPS will not automatically return to 100 percent. After the TPS is correctly installed and adjusted,
use the Pro-Link® to reset throttle calibration or cycle the ignition 5 times to reset the 0 percent
and 100 percent settings. See the TPS section of this book (Appendix F) for installation and ad-
justment procedures.

TM 9-2320-312-24-3
CODE 21 XX — THROTTLE ORCODES
DIAGNOSTIC PWM FAULT (Figure 6–4)
3. If the throttle counts do not change or are erratic, check the throttle sensor wiring for opens, shorts
between wires, or shorts-to-ground. Also check for correct TPS voltages using test wiring harness
J 41339. If wiring problems are found, isolate and repair the fault (refer to Appendix E for repair
information).
4. If the wiring is satisfactory, replace the throttle position sensor and adjust its linkage so the counts
are not in the error zones (see Appendix F).
5. If the throttle sensor and its linkage adjustment are correct and the wiring to the sensor is satisfac-
tory, the condition is intermittent. Replace the sensor and properly adjust the new sensor.
6. If the condition recurs, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153
may be used for this purpose) for the throttle sensor circuit. See Appendix E for connector repair
information.
7. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the
original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now works, in-
spect the ECU connectors for any corrosion or damage which may cause an intermittent condition.
If the original problem recurs, reinstall the replacement ECU.
NOTE: A good throttle position sensor should have resistance of:

(1) 9000–15,000 Ohms across terminals A and C.
(2) 500 Ohms, moving to 9000–15,000 Ohms as TPS is stroked (measured across
terminals A and B).

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
SPEED SENSOR/CIRCUITRY
CODES FAULT
AY
R
G
V ECU
K
C
UE
LA
B
U BL
“T” CONNECTOR
(BLUE)
BL
UE T14
T15
T16
T32
SENSOR T31
T30
CONNECTOR
SEE NOTE 2
A
B
ENGINE 141–T14 TAN
A T14 ENGINE SPEED HI
SPEED 150–T30 ORANGE
SENSOR B T30 ENGINE SPEED LO
TRANSMISSION SEE NOTE 1

ECU
MD/B 300/B 400
A TURBINE V
SPEED
B
SENSOR U
HD/B 500 149–T15 ORANGE

TURBINE A T15 TURBINE SPEED HI
SPEED B
140–T31 BLUE
T31 TURBINE SPEED LO
SENSOR
OUTPUT 139–T16 YELLOW

A T16 OUTPUT SPEED HI
SPEED 148–T32 GREEN
SENSOR B T32 OUTPUT SPEED LO
SEE NOTE 2
SPEED SENSOR CIRCUITS

A Use twisted pairs of wires
B
See Appendix D For Detailed Terminal Location.
NOTE 1: These wires may pass through a bulkhead connector or a sensor connector.
NOTE 2: These wires may pass through a sensor connector. V03361

TM 9-2320-312-24-3
CODE 22 XX — SPEED SENSOR/CIRCUITRY
DIAGNOSTIC CODES FAULT (Figure 6–5)
Main code 22 indicates a fault within a speed sensor, the wiring to a speed sensor, incorrect speed sensor gap, or
damaged bumps or teeth which create the speed signal. This fault is determined by the reasonableness of a speed
sensor signal when compared with the other two speed sensors and the commanded range. A speed sensor will not
pass the reasonableness test if there is no signal at all from that sensor when a signal should be present.
NOTE: If turbine speed is below 150 rpm when output speed is below 100 rpm and engine speed is above
400 rpm, Neutral Very Low (NVL) is commanded when N (Neutral) is the range selected. NVL is
attained by turning D solenoid “ON” in addition to E solenoid. This causes the output to be locked
(C4 and C5 clutch applied).
NOTE: If the engine speed sensor code (22 14) is active and a range verification test is failed, the range
verification code will not be set but a DO NOT SHIFT response is commanded.
Main Code Subcode Failed Sensor

22 14 Engine Speed
22 15 Turbine Speed
22 16 Output Speed
• Power down
• Manual
• Self-clearing
B. Troubleshooting:
1. Check to see if the sensor is loose, missing, or disconnected. If not, disconnect the wiring harness
from the sensor and measure the resistance of the sensor (see chart below). Also check the termi-
nals for dirt, corrosion, or damage. If resistance is not correct, replace the sensor.
Resistance Temp ˚C Temp ˚F

200 Ω –40 –40
300 Ω 20 68
400 Ω 110 230
2. Remove the transmission harness connector from the ECU. Check the sensor circuit (in the exter-
nal harness) for open wires, shorts between wires, or shorts-to-ground. Isolate and repair any faults
(refer to Appendix E for repair information).
3. If no opens or shorts are found, the condition must be intermittent. Replace the sensor indicated
by the trouble code. Before replacing a speed sensor, check the sensor for physical damage or
contamination. Refer to the appropriate transmission Service Manual for proper replacement
procedure.
4. If the condition recurs, install new wiring (twisted-pair) for the sensor circuit between the ECU
and the transmission. Use St. Clair P/N 200153 Service Harness Twisted Pair for this purpose.

TM 9-2320-312-24-3
CODE 22 XX — SPEED SENSOR/CIRCUITRY
DIAGNOSTIC CODES FAULT (Figure 6–5)
5. If the condition again recurs, connect the diagnostic tool and select the speed signal indicated by
the trouble code. Drive the vehicle and watch the speed reading on the diagnostic tool. If the signal
is erratic, sensor gap, vehicle vibration, an external AC signal source, or intermittent connector
contact may be inducing the erratic signal. Inspect the sensor and its surroundings for irregularities
that would affect sensor gap. Isolate and correct any abnormal vehicle vibrations (particularly
driveline and abnormal engine torsionals, see Sales Tech Data Book, Part II, Section C). Recheck
the sensor wiring for intermittent conditions (see Appendix A).
original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now works,
inspect the ECU connectors for any corrosion or damage which may cause an intermittent
condition. If the original problem recurs, reinstall the replacement ECU.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
CODE DIAGNOSTIC
23 XX — SHIFT SELECTOR
CODES
GR
AY VIM
ECU
K
AC
BL UE
BL “S” CONNECTOR
(BLACK)
E1
BL
UE S16 A1
S32
S17 S1
V17 V1
136–V1 PINK
BATTERY POWER S16 E1 R1
143–V17 GRAY
BATTERY RETURN S32 A1 L1
SENSOR POWER S3
136*–S16 VIM
R
MODE INPUT S10
143*–S32
P
DISPLAY S14
124*–S3 PINK
N COMMON TO
PSS P S9 PSS AND SSS
175*–S10 GREEN
ECU M
PSS 8 S8
180*–S14 BLUE PRIMARY
S SHIFT
PSS 4 S7 SELECTOR (PSS)
174–S9 TAN
E CONNECTOR
PSS 2 S6 AND
173–S8 YELLOW
D SECONDARY
PSS 1 S5 SHIFT
172–S7 BLUE SELECTOR (SSS)
C
GPO 6 S15 CONNECTOR
171–S6 GREEN
B (OPTIONAL)
SSS P S25
170–S5 ORANGE PSS ONLY
A
SSS 8 S24
176–S15 ORANGE
L
SSS 4 S23
194–S25 TAN
E
SSS 2 S22
193–S24 YELLOW
D
SSS 1 S21 R
192–S23 BLUE P
C SSS ONLY
(IF PRESENT) L A
E
191–S22 GREEN
B
PSS OR SSS
190–S21 ORANGE CONNECTOR
A
See Appendix D For Detailed Terminal Location

V03362

TM 9-2320-312-24-3
CODE 23 XX — SHIFT SELECTOR
DIAGNOSTIC CODES (Figure 6–6)
Main code 23 indicates a fault with a shift selector or the wiring between a shift selector and the ECU.
Main
23 12 Primary shift selector fault — a “cateye” type
display may occur
23 13 Primary shift selector mode function fault.
Mode change not permitted
23 14 Secondary shift selector fault — a “cateye”
type display may occur
23 15 Secondary shift selector mode function fault.
Mode change not permitted
23 16 Shift selector display line fault

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6.
B. Troubleshooting:
1. Clear the active indicator for code 23 XX. If code recurs, continue to Step (2).
2. Check for a poor connection at the shift selector.
NOTE: Code 23 12 can result when the +5V line (wire 124) which powers the shift selector is shorted to
ground. Wire 124 also powers the TPS, OLS, RMR, retarder temperature sensor, and sump oil
temperature sensor and is present in all three ECU connectors.
3. Disconnect the selector “S” harness connector from the ECU and from the shift selector and check
for opens, shorts, and shorts-to-ground between the shift selector and ECU (refer to Section 4).
Repair as needed (refer to Appendix E).
4. If no problem is found with the shift selector connection or wiring, replace the shift selector.

TM 9-2320-312-24-3
CODE 24 XXDIAGNOSTIC
— SUMP FLUID TEMPERATURE
CODES
Y
A
R
G
ECU
K
C
UE
LA
B
BL
TRANS
FEEDTHROUGH
HARNESS
CONNECTOR BL
UE
“T” CONNECTOR
(BLUE)
TPS A
RETARDER T27
OR B TEMP T25
C SENSOR
RMR
CONNECTOR 135*–T25
C A RETARDER
THROTTLE MODULATION
POSITION B B REQUEST (RMR)
SENSOR RESISTANCE
(TPS) A C MODULE
TID 1
135*–T25
A** N
GREEN
T25 ANALOG RETURN
TRANSMISSION
SUMP FEEDTHROUGH
TEMP HARNESS SEE NOTE
SENSOR CONNECTOR ECU
147–T27 TAN
B** P T27 SUMP TEMP
TID 2**

NOTE: These wires may pass through a bulkhead connector. V04845

TM 9-2320-312-24-3
CODE 24 XX — SUMP FLUID TEMPERATURE
Main code 24 indicates the ECU has detected either a high or low fluid temperature in the transmission sump (via
the sump temperature sensor in the internal harness). All shifts are inhibited when code 24 12 is set (only Neutral
range operation is allowed). No upshifts are allowed above a calibration range when code 24 23 is set. All inhibits
are cleared when the temperature conditions are normal. A related code is 33 12 which indicates a temperature
reading outside the usable range of the sensor and indicates a probable sensor failure.
NOTE: When an ECU with a version 8 calibration (CIN=0A...) is used with a TransID 2 transmission,
24 XX codes are set because the ECU does not have the proper calibrations for the TID 2 thermistors.
The ECU calibration must be updated to version 8A or later (CIN=0B).
TransID (TID) information related to thermistor changes is in Paragraph 1–10 and detailed troubleshooting
information for TID 2 thermistors is shown in Appendix Q.
Main
24 12 Sump fluid temperature cold
24 23 Sump fluid temperature hot

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
Code 24 12:
1. If the outside temperature is between –32˚C (–26˚F) and –7˚C (+19˚F), the ECU will allow re-
verse, neutral, and second-range start operation. Only hold override upshifts are allowed. (See
Table 6–4 on next page.) The sump must be warmed to an acceptable temperature to avoid logging
codes and transmission diagnostic response.
NOTE: Code 24 12 can result when the +5V line (wire 124) which powers the sump temperature sensor is
shorted to ground. Wire 124 also powers the TPS, OLS, RMR, retarder temperature sensor, and shift
selectors and is present in all three ECU connectors.
2. After allowing the temperatures to normalize, if ambient temperature does not match the sump
temperature reading (check using diagnostic tool), compare resistance versus sump fluid temper-
ature. Refer to Figure 6–8 for TID 1 thermistors and Appendix Q for TID 2 thermistors. If resis-
tance check is acceptable, then check the sensor wiring for opens, shorts, or shorts-to-ground.
3. If the sensor wiring is satisfactory, drain the fluid, remove the control module, and replace the
temperature sensor (refer to appropriate transmission Service Manual).
4. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall
the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now
works, inspect the ECU connectors for any corrosion or damage that may cause an intermittent

TM 9-2320-312-24-3
Table 6–4. Transmission Operation as a Function of Temperature
Condition Version 8 Software

˚C ˚F
Temperature sensor failed high (refer to code 33 23) 177 350
Hot fluid (code 24 23) adaptive turned off; maximum range limited (not limited in
“emergency” calibration) 128 262
Output function “on” for sump over temp above this temperature 121 250
Output function “off” for sump over temp below this temperature 116 240
Cool/cold fluid; adaptive turned off 34 93
Turbine reasonableness and speed tie-up tests turned off 0 32
Medium cold fluid R, N, D allowed, 2nd range start (hold override upshifts only) –7 19
All C3 Pressure Switch tests turned off –32 –25
Temperature sensor failed low (refer to code 33 12) –45 –49
TEMPERATURE SENSOR CHART

TEMPERATURE VS. RESISTANCE
TEMP °C TEMP °F OHMS
2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C
TEMPERATURE SENSOR RESISTANCE IN OHMS
-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C
500 SUMP TEMPERATURE IN °F

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

SUMP TEMPERATURE IN °C V01602.01
Figure 6–8. TransID 1 Temperature Sensor Chart
Code 24 23:
1. Install temperature gauges for transmission temperature and engine water temperature. Drive the
vehicle. Verify that the code can be reproduced and verify the reading shown on the diagnostic
tool. Observe the gauges and check for hot fluid when the code is produced.
2. If the fluid is not hot when the code is produced, remove the transmission “T” harness connector
at the ECU and the transmission. Check the fluid temperature sensor wiring for opens, shorts,
and shorts-to-ground. Compare the resistance readings of the sensor and the actual temperature

TM 9-2320-312-24-3
as shown on the gauge with Figure 6–8 for TID 1 thermistors and Appendix Q for TID 2
thermistors. If wiring problems or a great difference between temperature and resistance
compared with the chart are found, drain the fluid, remove the control module, and replace the
temperature sensor (refer to the Service Manual for the transmission being checked). If wiring
problems are found, repair or replace as necessary.
3. If the fluid is hot when the code is produced, observe the gauges to see if the engine became hot
before the transmission. If the engine cooling system is overheating and heating the transmission,
the problem is with the engine or its cooling system.
4. If the transmission became hot before the engine, allow the vehicle to idle for 3–5 minutes and
check the transmission fluid level. Correct the fluid level if necessary.
5. Attach pressure gauges to the cooling system (from a “to cooler” connection to a point after the
cooling circuit filter) and check for pressure drop problems. If pressure drop is excessive (refer to
Table 6–5), check for a plugged cooler filter, collapsed lines, obstructions, etc.
6. If the fluid level is correct and the cooling circuits satisfactory, drain the fluid, remove the control
module, and inspect for damaged valve body gaskets. Replace any damaged gaskets (refer to the
appropriate transmission Service Manual).
7. If no problems are found in the control module area, remove the transmission and disassemble, in-
specting for causes of overheating (stuck stator, plugged orifices, dragging clutches, etc.). (See the
Service Manual for the transmission being checked.)
Table 6–5. External Hydraulic Circuit Characteristics

Basic, PTO, 93˚C (200˚F) Sump Temperature
HD/B 500
CONVERTER OPERATION CONVERTER OPERATION
MAXIMUM COOLER FLOW COOLER FLOW AT MAXIMUM
AT MINIMUM PRESSURE DROP ALLOWABLE PRESSURE DROP
Input Flow Pressure Drop Input Flow Pressure Drop
rpm L/s gpm kPa psi rpm L/s gpm kPa psi
600 0.22 3.4 0 0 600 0.20 3.2 31 4.5
900 0.38 6.1 0 0 900 0.37 5.8 63 9.1
1200 0.55 8.7 0 0 1200 0.55 8.7 108 15.7
1500 0.80 12.7 0 0 1500 0.77 12.2 167 24.2
1800 1.03 16.4 0 0 1800 0.92 14.5 213 30.9
2100 1.13 18.0 0 0 2100 0.97 15.3 238 34.5
2300 1.20 19.0 0 0 2300 1.00 15.9 250 36.3

TM 9-2320-312-24-3

Table 6–6. External Hydraulic Circuit Characteristics

Basic, PTO, 93˚C (200˚F) Sump Temperature
MD/B 300/B 400
CONVERTER OPERATION LOCKUP OPERATION
MAXIMUM COOLER FLOW MAXIMUM COOLER FLOW
AT MINIMUM PRESSURE DROP AT MINIMUM PRESSURE DROP
600 0.10 1.6 0 0 600 0.10 1.6 0 0
800 0.23 3.7 0 0 800 0.23 3.7 0 0
1200 0.47 7.4 0 0 1200 0.50 7.9 0 0
1400 0.61 9.7 0 0 1400 0.63 10.0 0 0
1600 0.74 11.7 0 0 1600 0.77 12.2 0 0
2000 0.94 14.9 0 0 2000 0.95 15.1 0 0
2400 1.19 18.9 0 0 2400 1.12 17.8 0 0
3200 1.28 20.3 0 0 2800 1.22 19.3 0 0
3200 1.28 20.3 0 0
CONVERTER OPERATION LOCKUP OPERATION

MAXIMUM ALLOWABLE MAXIMUM ALLOWABLE
PRESSURE DROP PRESSURE DROP
600 0.10 1.6 10 1.5 600 0.10 1.6 5 0.7
800 0.22 3.5 40 5.8 800 0.23 3.7 46 6.7
1200 0.45 7.1 159 23.1 1200 0.48 7.6 148 21.5
1400 0.57 9.0 252 36.5 1400 0.62 9.8 247 35.8
1600 0.67 10.6 338 49.0 1600 0.73 11.6 346 50.2
2000 0.80 12.7 481 69.8 2000 0.90 14.3 561 81.4
2400 0.85 13.5 549 79.6 2400 1.07 17.0 737 106.9
3200 0.85 13.5 549 79.6 2800 1.10 17.4 770 111.7
3200 1.10 17.4 791 114.7

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
CODE 25 XX — OUTPUT SPEED SENSOR, DETECTED AT ZERO SPEED,
X RANGE
AY
R
G
V ECU
K
C
UE
LA
B
U BL
“T” CONNECTOR
(BLUE)
BL
UE T14
T15
T16
T32
SENSOR T31
T30
CONNECTOR
SEE NOTE 2
A
B
ENGINE 141–T14 TAN
A T14 ENGINE SPEED HI
SPEED 150–T30 ORANGE
SENSOR B T30 ENGINE SPEED LO
TRANSMISSION SEE NOTE 1

ECU
MD/B 300/B 400
A TURBINE V
SPEED
B
SENSOR U
HD/B 500 149–T15 ORANGE

TURBINE A T15 TURBINE SPEED HI
SPEED B
140–T31 BLUE
T31 TURBINE SPEED LO
SENSOR
OUTPUT 139–T16 YELLOW

A T16 OUTPUT SPEED HI
SPEED 148–T32 GREEN
SENSOR B T32 OUTPUT SPEED LO
SEE NOTE 2
SPEED SENSOR CIRCUITS

A Use twisted pairs of wires
B
See Appendix D For Detailed Terminal Location.
NOTE 1: These wires may pass through a bulkhead connector or a sensor connector.
NOTE 2: These wires may pass through a sensor connector. V03361

TM 9-2320-312-24-3
X RANGE (Figure 6–9)
Main code 25 occurs if the output speed sensor reports a zero speed reading while both engine and turbine speeds
are approximately equal, turbine speed is above a calibration value, and neutral is not selected or commanded.
Main code 25 indicates either the output speed sensor has failed or the required oncoming clutch or clutches did not
come on. Code 25 11 can be generated by a false turbine speed reading. This may be due to crosstalk between
solenoid and turbine speed sensor circuits caused by direct wire-to-wire short or by water in the electrical
connectors. See Section 4 for corrective action.
NOTE: If code 25 XX is in memory at ECU initialization (ignition on), all display segments are illuminated.
Main Applied
Code Subcode Meaning Clutches
25 00 Output speed sensor, detected at zero speed, Low range C3, C6
25 11 Output speed sensor, detected at zero speed, 1st range C1, C5
25 22 Output speed sensor, detected at zero speed, 2nd range C1, C4
25 33 Output speed sensor, detected at zero speed, 3rd range C1, C3
25 44 Output speed sensor, detected at zero speed, 4th range C1, C2
25 77 Output speed sensor, detected at zero speed, Reverse C3, C5

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check battery and ECU input voltages.
other codes.
B. Troubleshooting:
1. Check the transmission fluid level and ensure correct fluid level.
2. Check for the presence of code 22 16. If code 22 16 is in the code list, go to code 22 XX section
and follow troubleshooting steps for code 22 16.
3. Connect the Pro-Link® 9000 with ignition on, engine off; check for indication of turbine speed. If
turbine speed is indicated, refer to Paragraph 4–2 for corrective action.
4. If the output speed sensor and wiring are satisfactory, install pressure gauges into the appropriate
clutch pressure taps (see appropriate transmission Service Manual or Appendix B in this manual)
and make the shift again. See if either of the clutches has low or no pressure. Lack of pressure in
C1 in first range may be due to a G solenoid stuck closed. Lack of pressure in C5 in first range may
be due to an E solenoid stuck closed.
5. If a clutch is leaking pressure, drain the fluid, remove the control module and check for damaged
valve body gaskets and stuck or sticky valves. If no problems are found, replace the solenoids for
the clutches used in the range indicated by the code (refer to Figure 6–1). Refer to the appropriate
transmission Service Manual for replacement procedure.

TM 9-2320-312-24-3
X RANGE (Figure 6–9)
6. If, after detecting leaking pressure and replacing solenoids, the problem persists, check for worn
clutch or piston seals. Remove the transmission and repair or replace as necessary (refer to the
proper transmission Service Manual).
7. This code requires accurate output and turbine speed readings. If there were no transmission prob-
lems detected, use the diagnostic tool and watch the speed readings for noise (erratic signals) from
low speed to high speed in the range indicated by the code.
8. If a noisy sensor is found, check the sensor resistance (refer to the sensor resistance chart below)
and check its wiring for opens, shorts, and shorts-to-ground (see code 22 XX). Also closely check
the terminals in the connectors for corrosion, contamination, or damage. Ensure the wiring to the
sensors is a properly twisted wire pair. Remove sensor and check for damage at the tone wheel
end. Check for looseness of the tone wheel. Refer to the appropriate Service Manual if repair of a
loose tone wheel is necessary. Replace the sensor if it is damaged or if its resistance (refer to
Service Manual for proper procedure) is incorrect and isolate and repair any noted wiring
problems. (Use St. Clair P/N 200153 Service Harness Twisted Pair for this procedure.)
Resistance Temp. ˚C Temp. ˚F

200 Ω –40 –40
300 Ω 20 68
400 Ω 110 230
9. If no apparent cause for the code can be located, replace the turbine and output speed sensors.
Refer to the appropriate transmission Service Manual for proper procedure.

TM 9-2320-312-24-3
CODE 26 XX — THROTTLE SOURCE/ENGINE COOLANT SOURCE
NOT DETECTED
Main code 26 occurs when the ECU has not detected either a throttle source or an engine coolant source. This is a
new code related to the autodetect feature which is described in Paragraph 1–9.
Main
26 00 Throttle source not detected
26 11 Engine coolant source not detected
Code 26 00 means that the ECU has not detected the presence of engine throttle data or analog circuitry. For details
about autodetect or using Pro-Link® to select a throttle source, see Paragraph 1–9 and the WTEC III Pro-Link®
Manual.
Code 26 11 means that the ECU has not detected the presence of engine coolant temperature data or analog
circuitry. For details about autodetect or using Pro-Link® to select an engine coolant temperature source, see
Paragraph 1–9 and the WTEC III Pro-Link® Manual.
A. Active Indicator Clearing Procedure

• Power down
• Manual
B. Troubleshooting
1. When code 26 00 is logged and an analog TPS is known to be installed, refer to code 21 XX for
troubleshooting steps. If a J1587 or J1939 throttle signal is used, refer to code 66 00 for trouble-
shooting steps.
2. When code 26 11 is logged and if an analog engine coolant temperature sensor is being used, refer
to code 62 XX for troubleshooting steps. If a J1587 or J1939 engine coolant temperature signal is
being used, refer to code 66 00 for troubleshooting steps.

TM 9-2320-312-24-3
CODE 32 XX — C3 PRESSURE SWITCH
X
W
C3 PS
CONNECTORS A
A TRANSMISSION
B
B A FEEDTHROUGH
ON SWITCH HARNESS
CONNECTOR
ON HARNESS
195*–T13 YELLOW
W T13 TRANSID
TID 1
ONLY
A A 135*–T25 GREEN
N T25 ANALOG RETURN
C3 TRANSMISSION
PRESSURE SEE NOTE
ECU
SWITCH
B B 162–T12 WHITE
X T12 C3 PS
Y
A
R
G
ECU
K
C
UE
LA
B
BL
BL
UE
“T” CONNECTOR
(BLUE)
T16
See Appendix D For Detailed Terminal Location T13
T12
*Wire designation may include a letter suffix which indicates a splice to the same number wire. T17 T1

TM 9-2320-312-24-3
CODE 32 XX — C3 PRESSURE SWITCH (Figure 6–10)
Main code 32 indicates the transmission gear ratio is correct, but the C3 pressure switch is open when it should be
closed.
NOTE: When an ECU with a version 8 or 8A calibration is used with a pre-TransID transmission, 32 XX
codes are set because the ECU sees wire 195 is open. To correct this condition, convert to a TID 1
internal harness or install Adapter P/N 200100 available from St. Clair Technologies. See addresses
on Page 1–7.
Further TransID (TID) information is in Paragraph 1–10.
Main
32 00 C3 switch open in low range
(MD 3070 or HD 4070 only)
32 33 C3 switch open in third range
32 55 C3 switch open in fifth range
32 77 C3 switch open in reverse range

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
1. Disconnect the transmission “T” harness connector at the ECU and the transmission. Check the
C3 switch circuit for opens, shorts to other wires, shorts-to-ground, or short-to-battery. If wiring
problems are found, isolate and repair. The C3 pressure switch closes at 206.8 ± 48 kPa (30 ± 7 psi);
resistance should be 2 Ohms maximum when the switch is closed and 20,000 to infinity when the
switch is open. Infinity is often indicated as OL (over limit) on a DVOM.
2. If problems are not found in the external harness, drain the fluid, remove the control module, and
check the internal harness for opens, shorts between wires, or shorts-to-ground (refer to the proper
transmission Service Manual). If wiring problems are found, isolate and repair (see Appendix E,
Paragraph 1–9).
3. If no wiring problems are found, replace the C3 pressure switch (refer to transmission Service
Manual).
4. If the problem recurs, use a spare wire, if available, or provide a new wire (St. Clair P/N 200153
may be used for this purpose) for the C3 pressure switch circuit.
5. If the problem recurs again, replace the internal harness.

TM 9-2320-312-24-3
CODE 33 XX — SUMP OIL TEMPERATURE SENSOR
Y
A
R
G
ECU
K
C
UE
LA
B
BL
TRANS
FEEDTHROUGH
HARNESS
CONNECTOR BL
UE
“T” CONNECTOR
(BLUE)
TPS A
RETARDER T27
OR B TEMP T25
C SENSOR
RMR
CONNECTOR 135*–T25
C A RETARDER
THROTTLE MODULATION
POSITION B B REQUEST (RMR)
SENSOR RESISTANCE
(TPS) A C MODULE
TID 1
135*–T25
A** N
GREEN
T25 ANALOG RETURN
TRANSMISSION
SUMP FEEDTHROUGH
TEMP HARNESS SEE NOTE
SENSOR CONNECTOR ECU
147–T27 TAN
B** P T27 SUMP TEMP
TID 2**


TM 9-2320-312-24-3
CODE 33 XX — SUMP OIL TEMPERATURE SENSOR (Figure 6–11)
NOTE: When an ECU with a version 8 calibration(CIN=0A...) is used with a Trans ID 2 transmission, 33 XX
codes are set because the ECU does not have the proper calibrations for the TID 2 thermistors.
The ECU calibration must be updated to version 8A or later (CIN=0B...).
Main code 33 indicates the sump temperature sensor is providing a signal outside the usable range of the ECU.
This code indicates the sensor failed showing abnormally high or low temperature readings. Main code 33 can be
caused by a component or circuit failure or by extremely high or low temperatures. There are no operational
inhibits related to main code 33. The ECU assumes a hardware failure and that transmission temperatures are
normal (93ºC; 200ºF). Temperatures above or below normal cause poor shift quality.
NOTE: Code 33 23 in conjunction with code 21 23 indicates the loss of common ground (wire 135) between
the throttle and temperature sensors.
Main
33 12 Sump oil temperature sensor failed low
33 23 Sump oil temperature sensor failed high
• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the transmission fluid level.
B. Troubleshooting:
NOTE: Code 33 12 can be caused when the +5V power line (wire 124) is shorted to ground or open. Wire 124
also provides power for the OLS, TPS, RMR, retarder temperature sensor, and shift selectors and is
present in all three ECU connectors.
1. If possible, check the sump temperature with a DDR. Use the fastest sample rate available on the
DDR. This is necessary to catch momentary changes due to an intermittent open or short to
ground. If a DDR is not available, use the shift selector display to determine if the code is active
(refer to Paragraph 6–2). Disconnect the transmission “T” harness at the ECU and check resistance
of the sensor and compare with Figure 6–12 for TID 1 and Appendix Q for TID 2.
2. If Step (1) reveals that the extreme temperature indication is no longer present, the temperature
limit could have been reached due to operational or ambient temperature extremes. Also, you may
be experiencing an intermittent problem and the code will not be active. Proceed cautiously, it is
unlikely there is a sensor hardware fault.

TM 9-2320-312-24-3
CODE 33 XX — SUMP OIL TEMPERATURE SENSOR (Figure 6–11)

2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C

-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

Figure 6–12. Temperature Sensor Chart
3. Disconnect the external harness at the transmission. Check the connectors and terminals for dirt,
corrosion, or damage. Clean or replace as necessary.
4. Check the sensor wires in the external harness for opens (code 33 23), shorts between wires, or
shorts-to-ground (code 33 12 — refer to Section 4). If wiring problems are found, isolate and re-
pair as described in Appendix E.
5. If no harness problems are found, check the feedthrough harness for damage. If the feedthrough
harness connector is satisfactory, drain the fluid and remove the control module. Check for chafing
of the sensor wires, especially near the separator plate. Eliminate the chafe point. If no chafe point
is found, replace the sensor (refer to the Transmission Service Manual and Appendix E, Paragraph
1–12 in this manual).
may be used for this purpose) for the temperature sensor circuit.

TM 9-2320-312-24-3
CODE 34 XX — CALIBRATION COMPATIBILITY OR CHECKSUM FAULT
Main code 34 indicates there is a problem with the calibration.
Main
34 12 Factory calibration compatibility number wrong
34 13 Factory calibration checksum
34 14 Power off block checksum
34 15 Diagnostic queue block checksum
34 16 Real-time block checksum
34 17 Customer modifiable constants checksum

• Power down
NOTE: Copying the current calibration from the ECU and reloading it will not correct the fault. The
calibration must be downloaded directly from PCCS.
B. Troubleshooting:
1. If the code set is 34 14 and it occurs in conjunction with code 35 00, proceed to find the cause for
code 35 00 and correct it.
2. After the cause for code 35 00 has been corrected, drive the vehicle to see if code 34 14 recurs. If
code 34 14 recurs, proceed to Step (3).
3. Reprogram the correct calibration. Contact your nearest Allison distributor/dealer location quali-
fied to do recalibration. Be certain the calibration and the software level are compatible.
4. If the code recurs after reprogramming, replace the ECU.
5. If the code set is 34 17, reprogram the GPI/GPO package after re-calibration of the ECU.

TM 9-2320-312-24-3
CODE 35 XX — POWER INTERRUPTION
VIM
Y
A
R
G
TO
ECU ECU
F1
E1
K
C
UE
LA
B
BL
E2 A1
A2
“V” CONNECTOR J1
FROM
BL
UE (GRAY) K1 BATTERY
“S” CONNECTOR V16 K2

(BLACK) V32 J2
V26
V1 C1
V17
S16
S32 HARNESS TERMINALS
S4 VIM TERMINALS
S17 S1
143*–V17 GRAY
V17 A1 L1 K1
BATTERY
RETURN 143*–V32 GRAY
V32 A2 L2 K2
ECU VIM
136*–V1 PINK
V1 E1 R1 J1 B
BATTERY A
POWER 136*–V16 PINK
V16 E2 R2 J2
ALT DDR 9-PIN
146–V26 YELLOW CONNECTOR
IGNITION V26 F1 S1 C1 (DEUTSCH)
DEUTSCH (9-PIN)
PACKARD + –
DEUTSCH (6-PIN) 12 OR 24 VOLT
S32 S16 S4 BATTERY
OBD II (GMC)
YELLOW 146*–S4
B H C 16 DIAGNOSTIC
PINK
TOOL
GRAY 143*–S32 CONNECTOR
A A E 5
* OBD II
136*–S16
CONNECTOR
R PRIMARY (GMC ONLY)
PINK SHIFT
143*–S32 SELECTOR
P
GRAY CONNECTOR
H DDR
R A CONNECTOR
P (PACKARD)
PSS E
CONNECTOR C
See Appendix D For Detailed Terminal Location ALT DDR 6-PIN
*Wire designation may include a letter suffix which indicates a splice to the same number wire. CONNECTOR
See wiring schematic in Appendix J for more detail on splice letter designations. (DEUTSCH)
V04846
.

TM 9-2320-312-24-3
CODE 35 XX — POWER INTERRUPTION (Figure 6–13)
Main code 35 indicates the ECU has detected a complete power loss before the ignition was turned off or before
ECU shutdown is completed. When this happens, the ECU is not able to save the current operating parameters in
memory before turning itself off.
Main
35 00 Power interruption. (Not an active code; only appears after power is restored.)
During power interruption, DNS light is not illuminated and the transmission
will not shift.
35 16 Real-time write interruption. (Power interruption at the same time the ECU is
recording a critical code to the real-time section.)

• Power down
• Manual — except code 35 16
B. Troubleshooting:
1. If the vehicle has a master switch controlling battery power to the ECU and an ignition switch,
turning the master switch off before turning the ignition switch off can cause this code. Turning the
master switch off before ECU shutdown is completed will also cause this code. No troubleshoot-
ing is necessary.
2. If improper switch sequencing is not the cause, check ECU power and ground for opens, shorts,
and shorts-to-ground. Not using battery-direct power and battery ground connections can cause
this code. A defective charging system, or open battery fuse or fusible link can also cause this
code. The battery fuse or fusible link may be at the battery or in the VIM. Dirty, corroded, or
painted power and ground connections can also cause this code.
3. If all system power and ground connections are satisfactory and the problem persists, replace the
ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm that
the problem is in the ECU. If the original ECU now works, inspect the ECU connectors for any
corrosion or damage which may cause an intermittent condition. If the original problem reoccurs,
reinstall the replacement ECU.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
CODE 36 XX — HARDWARE AND SOFTWARE NOT COMPATIBLE
Main code 36 indicates the system has detected a mismatch between the ECU hardware and the ECU software or
that there is a TransID (TID) problem.
Main
36 00 Mismatch between ECU hardware and software
36 01 TransID not compatible with hardware/software
36 02 TransID did not complete
• Power down
B. Troubleshooting:
1. Correction for code 36 00 requires the installation of software that is compatible with the ECU
hardware involved. (If a different calibration is required, update the ECU hardware to be
compatible.)
2. Correction for code 36 01 is to update the ECU calibration. Installation of the latest calibration
makes the ECU compatible with the latest TransID configuration.
NOTE: For further information about TransID see Paragraph 1–10 and SIL 7-WT-98.
3. Correction for code 36 02 is to troubleshoot TransID wire 195 for short-to-battery. Codes 42 XX
or 69 XX may be associated with this code.

TM 9-2320-312-24-3
CODE 42 XX — SHORT-TO-BATTERY IN SOLENOID CIRCUIT
TRANSMISSION
HARNESS CONNECTOR
CONNECTOR
Y
A
R
G
ECU
B
A “T” CONNECTOR
N
(BLUE)
K
C
UE
LA
B
BL
Y
A
UE
T16
D BL
T32
T17 T1
TRANSMISSION 195–T13 YELLOW ECU
SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A A
42 12 B TID 2 102–T1 ORANGE SOLENOID A, D, J
A T1
POWER
131–T21 BLUE
M T21 D SOL
D A
42 15 B TID 5
111–T8 GREEN
e T8 J SOL
**J
42 24 SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
42 13 B TID 3 121–T2 TAN SOLENOID B, E
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
E A
42 16 B TID 6 SEE NOTE
103–T5 GREEN
B T5 C SOL
C A
42 14 B TID 4 130–T17 YELLOW SOLENOID C, G
L T17
POWER
104–T7 WHITE
C T7 G SOL
G A
107–T3 GREEN
E T3 F SOL POWER
F A
42 21 B 110–T22 WHITE
F T22 F SOL
TID 8 116*–T19 YELLOW
g T19 SOLENOID H, N POWER
**N A
42 26 B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
N A
42 26 B 116*–T19 YELLOW
B
Future use
RTDR OR DIFFERENTIAL SEE NOTE
See Appendix D For LOCK (T–CASE)
Detailed Terminal Location.
127–T23 WHITE
A T23 H SOL
H A
42 23 B 116*–T19 YELLOW
B
*Wire designation may include a letter suffix which indicates
NOTE: These wires may pass through a bulkhead connector. a splice to the same number wire. See wiring schematic in
**Only present in sump on MD 3070 and HD 4070 models. Appendix J for more detail on splice letter designations. V04847.04

TM 9-2320-312-24-3
CODE 42 XX — SHORT-TO-BATTERY IN SOLENOID CIRCUIT (Figure 6–14)
Main code 42 indicates the ECU has detected a short-to-battery condition in a solenoid wiring circuit. The
DO NOT SHIFT response is activated when some subcodes are detected, all solenoids are turned off and the
CHECK TRANS light is illuminated. All solenoids have a driver on the low (ground) side which can turn off the
solenoid. All solenoids also have a driver on the high (power) side of the solenoid. Even though the high side driver
can be turned off, a short-to-battery means the solenoid is continuously powered at an unregulated 12V or 24V
instead of a regulated (pulse width modulated) voltage. The low side driver will not tolerate direct battery current
and will open, causing the solenoid to be deenergized.
NOTE: For subcodes 12, 13, 14, 15, 16, 22 — neutral start is inoperable; all display segments are on if the
code is logged during ECU initialization (ignition on). Subcodes 21, 23, 24, and 26 will not trigger the
CHECK TRANS light.
Main
42 12 Short-to-battery A Solenoid Circuit
42 13 Short-to-battery B Solenoid Circuit
42 14 Short-to-battery C Solenoid Circuit
42 15 Short-to-battery D Solenoid Circuit
42 16 Short-to-battery E Solenoid Circuit
42 21 Short-to-battery F Solenoid Circuit
42 22 Short-to-battery G Solenoid Circuit
42 23 Short-to-battery H Solenoid Circuit
42 24 Short-to-battery J Solenoid Circuit
42 26 Short-to-battery N Solenoid Circuit

• Power down
• Manual
NOTE: Intermittent connections or lack of battery-direct power and ground connections may cause this and
other codes.
NOTE: Energizing the solenoids and listening for ball/plunger movement is sometimes useful in
troubleshooting.
NOTE: “N” solenoid on the retarder accumulator has either a 12.5 ± 1.5 Ohm coil or a 23.5 ± 2.4 Ohm coil
and is not correlated to sump temperature.
PROBING THE CONNECTOR
When testing the control system from the feedthrough connector with the internal harness connected, the resistance
of each solenoid can be measured by using a VOM. Refer to Figure 6–15 for solenoid resistance versus
temperature.

TM 9-2320-312-24-3
WT SOLENOID RESISTANCE
SPEC VALUE = 3.26 ± .2 OHMS AT 20°C
5.2
4.8
4.6
SOLENOID RESISTANCE IN OHMS

4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4
2.2 SUMP TEMPERATURE IN °F

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
Figure 6–15. Solenoid Resistance vs. Temperature
B. Troubleshooting:
1. Make sure the transmission connector is tightly connected. If the connector is properly connected,
disconnect the wiring harness at the transmission. Check the connector for corroded or damaged
terminals. Clean or replace as necessary.
2. Test each solenoid circuit at the transmission connector for shorts between the solenoid circuit
being diagnosed and all other terminals in the connector. This test may be simplified by using the
J 41612 test tool. Refer to the system schematic and/or chart to identify wires in the internal
harness which are connected. If a short is found, isolate and repair the short. The short will
probably be in the internal wiring harness.
3. If multiple code 42s occur (42 12, 42 13, 42 14, 42 12, 42 16, 42 22, and 42 24), and wiring and
solenoids check okay, the A-Hi driver is probably failed open.
confirm that the problem is in the ECU. If the problem recurs, reinstall the new ECU to complete
the repair.
5. If code 42 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi or F-Lo driver
may be failed open. Follow Step (4) above.
6. If codes 42 23 and 42 26 occur repeatedly and solenoids and wiring check okay, the H and N-Hi
driver may be failed open. Follow Step (4) above.
7. If the short is not found at the transmission connector, disconnect the transmission “T” harness
connector at the ECU and check the wires of the solenoid circuit for shorts between the solenoid
wires. If the short is found in one of the wires, isolate and repair it. Use a spare wire, if available,
or provide a new wire (St. Clair P/N 200153 may be used for this purpose).

TM 9-2320-312-24-3
8. If the short is not found in either the transmission or the harness, the condition must be
intermittent.
9. Drain the fluid, remove the control module (see the transmission Service Manual) and closely
inspect the internal harness for damage. Repair or replace as necessary.
may be used for this purpose) for the solenoid circuit indicated by the trouble code. (Refer to
Appendix E for connector assembly/disassembly information.)

TM 9-2320-312-24-3
CODE 44 XX — SHORT-TO-GROUND IN SOLENOID CIRCUIT
TRANSMISSION
HARNESS CONNECTOR
CONNECTOR
Y
A
R
G
ECU
B
A “T” CONNECTOR
N (BLUE)
K
C
UE
LA
B
BL
Y
A T16
UE
D BL
T32
T17 T1
SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A A
A T1
POWER
131–T21 BLUE
M T21 D SOL
D A
44 15 B TID 5
111–T8 GREEN
e T8 J SOL
**J
44 24 SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
E A
103–T5 GREEN
B T5 C SOL
C A
L T17
POWER
104–T7 WHITE
C T7 G SOL
G A
107–T3 GREEN
E T3 F SOL POWER
F A
44 21 B 110–T22 WHITE
F T22 F SOL
**N A
44 26 B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
N A
44 26 B 116*–T19 YELLOW
B
Future use
127–T23 WHITE
A T23 H SOL
H A
44 23 B 116*–T19 YELLOW
B

TM 9-2320-312-24-3
CODE 44 XX — SHORT-TO-GROUND IN SOLENOID CIRCUIT (Figure 6–16)
Main code 44 indicates the ECU has detected a short-to-ground in a solenoid or its wiring. The DO NOT SHIFT
response is activated when some subcodes are detected, all solenoids are turned off, and the CHECK TRANS light
is illuminated.
NOTE: For subcodes 12, 13, 14, 15, 16, 22 — neutral start is inoperable. Subcodes 21, 23, 24, and 26 do not
trigger the CHECK TRANS light.
Main
44 12 Short-to-ground A Solenoid Circuit
44 13 Short-to-ground B Solenoid Circuit
44 14 Short-to-ground C Solenoid Circuit
44 15 Short-to-ground D Solenoid Circuit
44 16 Short-to-ground E Solenoid Circuit
44 21 Short-to-ground F Solenoid Circuit
44 22 Short-to-ground G Solenoid Circuit
44 23 Short-to-ground H Solenoid Circuit
44 24 Short-to-ground J Solenoid Circuit
44 26 Short-to-ground N Solenoid Circuit

• Power down
• Manual
other codes.
of each solenoid can be checked using a VOM. Refer to Figure 6–17 for resistance values versus temperature.

TM 9-2320-312-24-3
5.2
4.8
4.6

4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
B. Troubleshooting:
1. Check the transmission connector and make sure it is tightly connected. If the connector is
properly connected, disconnect the harness at the transmission and inspect the terminals in the
transmission harness and feedthrough harness connectors. Clean or replace as necessary
(Appendix D).
2. If the connector is connected, clean, and not damaged, check the solenoid circuit in the
transmission for shorts to other wires. (Tool J 41612 may be useful in making this test.) Refer to
the system schematic and/or chart to identify wires in the internal harness which are connected. If
the short circuit is found, drain the fluid, remove the control module (refer to the transmission
Service Manual), and isolate the short. The short is probably in the feedthrough harness, or the
solenoid itself (refer to Figure 6–1 for solenoid locations).
3. If the short is not found in the transmission, disconnect the transmission harness connector at the
ECU and inspect the terminals for damage or contamination. Clean or replace as necessary. If the
terminals are satisfactory, check the wires of the solenoid circuit in the transmission harness for
shorts-to-ground or shorts between wires. If a short is found in one of the wires, isolate and repair
it or use a spare wire, if available, or provide a new wire (St. Clair P/N 200153 may be used for this
purpose) in the external harness. Refer to Appendix E for connector/terminal repair information.
4. If the short is not found in either the transmission or the harness, the condition must be
intermittent.
5. Drain the fluid, remove the control module, and closely inspect the solenoid and internal harness
for damage. Repair or replace as necessary (refer to the transmission Service Manual).

TM 9-2320-312-24-3
may be used for this purpose) for the solenoid circuit indicated by the diagnostic code. See
Appendix E for connector assembly/disassembly information.

TM 9-2320-312-24-3
CODE 45 XX — OPEN CONDITION IN SOLENOID CIRCUIT
TRANSMISSION
HARNESS CONNECTOR
CONNECTOR
Y
A
R
G
ECU
B
A “T” CONNECTOR
N (BLUE)
K
C
UE
LA
B
Y BL
A
T16
D BL
UE
T32
T17 T1
SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A A
A T1
POWER
131–T21 BLUE
M T21 D SOL
D A
45 15 B TID 5
111–T8 GREEN
e T8 J SOL
**J
45 24 SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
E A
103–T5 GREEN
B T5 C SOL
C A
L T17
POWER
104–T7 WHITE
C T7 G SOL
G A
107–T3 GREEN
E T3 F SOL POWER
F A
45 21 B 110–T22 WHITE
F T22 F SOL
**N A
45 26 B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
N A
45 26 B 116*–T19 YELLOW
B
Future use
127–T23 WHITE
A T23 H SOL
H A
45 23 B 116*–T19 YELLOW
B

TM 9-2320-312-24-3
CODE 45 XX — OPEN CONDITION IN SOLENOID CIRCUIT (Figure 6–18)
Main code 45 indicates the ECU has detected either an open circuit condition in a solenoid coil or the wiring to that
solenoid. The DO NOT SHIFT response is activated when some subcodes are detected, all solenoids are turned
off, and the CHECK TRANS light is illuminated.
Main
45 12 Open Circuit A Solenoid Circuit
45 13 Open Circuit B Solenoid Circuit
45 14 Open Circuit C Solenoid Circuit
45 15 Open Circuit D Solenoid Circuit
45 16 Open Circuit E Solenoid Circuit
45 21 Open Circuit F Solenoid Circuit
45 22 Open Circuit G Solenoid Circuit
45 23 Open Circuit H Solenoid Circuit
45 24 Open Circuit J Solenoid Circuit
45 26 Open Circuit N Solenoid Circuit

• Power down
• Manual
other codes.
of each solenoid can be checked using a VOM. Refer to Figure 6–19 for solenoid resistance values versus
temperature.

TM 9-2320-312-24-3
5.2
4.8
4.6

4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
B. Troubleshooting:
1. Check the transmission connector and make sure it is tightly connected. If the connector is
properly connected, disconnect the harness at the feedthrough harness connector and check the
terminals in the transmission harness and feedthrough harness connectors. Clean or replace as
necessary (Appendix E).
2. If the connector is connected, clean, and not damaged, check the solenoid circuit in the trans-
mission for opens. Refer to the system schematic and/or chart to identify wires in the internal
harness which are connected. If the open circuit is found, drain the fluid, remove the control
module (see the transmission Service Manual), and isolate the open. The fault will be in the
feedthrough harness or the solenoid itself (see Figure 6–1 for solenoid locations).
3. If the open is not found at the transmission connector, disconnect the transmission harness
connector at the ECU and inspect the terminals in the connector and the ECU for damage or
contamination. Clean or replace as necessary. If the terminals are satisfactory, check the wires of
the solenoid circuit in the transmission harness for continuity. If the open is found in one of the
wires, isolate and repair it. If this is not feasible, use a spare wire, if available, or provide a new
wire (St. Clair P/N 200153 may be used for this purpose). See Appendix E for information on
connector/wire repair.
4. If multiple code 45s occur (45 12, 45 13, 45 14, 45 15, 45 16, 45 22, and 45 24), and wiring and
solenoids check okay, the A-Hi driver is probably failed open.
confirm that the problem is in the ECU. If the problem recurs, reinstall the new ECU to complete
the repair.

TM 9-2320-312-24-3
6. If code 45 21 occurs repeatedly and the F solenoid and wiring checks okay, the F-Hi or F-Lo driver
may be failed open. Follow Step (5) above.
7. If codes 45 23 and 45 26 occur repeatedly and solenoids and wiring check okay, the H and N-Hi
driver may be failed open. Follow Step (5) above.
8. If the open is not found in either the transmission or the harness or the ECU drivers, the condition
must be intermittent.
9. Drain the fluid, remove the control module, and closely inspect the solenoid and internal harness
for damage. Repair or replace as necessary (refer to the transmission Service Manual).
may be used for this purpose) for the solenoid circuit indicated by the diagnostic code. See
Appendix E for information on connector assembly/disassembly.

TM 9-2320-312-24-3
CODE 46 XX — OVERCURRENT TO SOLENOIDS
TRANSMISSION
HARNESS CONNECTOR
CONNECTOR
Y
A
R
G
ECU
B “T” CONNECTOR
A
N (BLUE)
K
C
UE
LA
B
BL
Y
A T16
D UE
BL
T32
T17 T1
SEE NOTE
W T13 TRANSID
120–T4 WHITE
G T4 A SOL
A
A B TID 2 102–T1 ORANGE SOLENOID A, D, J
A T1
POWER
131–T21 BLUE
M T21 D SOL
A
D TID 5
B
111–T8 GREEN
e T8 J SOL
**J SEE NOTE
128–T20 ORANGE
J T20 B SOL
B A
B TID 3 121–T2 TAN SOLENOID B, E
H T2 A HI
POWER
129–T6 TAN
K T6 E SOL
A
E TID 6 SEE NOTE
B
103–T5 GREEN
B T5 C SOL
A
C TID 4 SOLENOID C, G
B 130–T17 YELLOW
L T17
POWER
104–T7 WHITE
C T7 G SOL
A
G TID 7 SEE NOTE
B
107–T3 GREEN
E T3 F SOL POWER
F A
B 110–T22 WHITE
F T22 F SOL
**N A
B 101–T24 BLUE
f T24 N SOL
RTDR ACCUMULATOR
101–T24 BLUE
A
A
N 116*–T19 YELLOW
B B
Future use
127–T23 WHITE
A T23 H SOL
H A
B 116*–T19 YELLOW
B

TM 9-2320-312-24-3
CODE 46 XX — OVERCURRENT TO SOLENOIDS (Figure 6–20)
Main code 46 indicates that an overcurrent condition exists in one of the switches sending power to the
transmission control solenoids.
Main
46 21 Overcurrent, F-High solenoid circuit
46 26 Overcurrent, N and H-High solenoid circuit
46 27 Overcurrent, A-High solenoid circuit

• Power down
• Manual
B. Troubleshooting:
1. Probable cause is a wiring problem. A solenoid wire is probably shorted to ground or the solenoid
has a shorted coil which would cause an overcurrent condition. May also be an ECU problem.
2. Follow the troubleshooting steps for code 44 XX.

TM 9-2320-312-24-3
CODE 51 XX — OFFGOING RATIO TEST DURING SHIFT (TIE-UP TEST)
Main code 51 indicates a failed offgoing ratio test. An offgoing ratio test occurs during a shift and uses turbine and
output speed sensor readings to calculate the ratio between them. The calculated speed sensor ratio is then compared
to the programmed speed sensor ratio of the commanded range. After a shift is commanded, the ECU, after a period
of time, expects the old ratio to be gone. If the ratio does not change properly, the ECU assumes the offgoing clutch
did not release. The shift is retried if conditions still exist to schedule the shift. If the second shift is not successfully
completed, code 51 XX is set and the ECU returns the transmission to the previous range. Additional codes could be
logged for other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm.
Main
51 01 Low–1 upshift
51 10 1–Low downshift
51 12 1–2 upshift
51 21 2–1 downshift
51 23 2–3 upshift
51 24 2–4 upshift
51 35 3–5 upshift
51 45 4–5 upshift
51 46 4–6 upshift
51 XY X–Y upshift or downshift
• Power down
• Manual — except subcodes 35, 42, 43, 45, 53
other codes.
B. Troubleshooting:
1. Incorrect fluid level can cause 51 series codes. Allow the vehicle to idle for 3–4 minutes and check
the transmission fluid level. If level is not correct, add or drain fluid to correct level.
2. If the fluid level is correct, connect a pressure gauge into the pressure tap for the offgoing clutch
indicated by the code (refer to solenoid and clutch chart, Appendix C). Make the shift indicated by
the subcode or use the Pro-Link® diagnostic tool clutch test mode to put the transmission in the
off-going and oncoming ranges (refer to Appendix B for clutch pressure check information).

TM 9-2320-312-24-3
CODE 51 XX — OFFGOING RATIO TEST DURING SHIFT (TIE-UP TEST)
3. If the offgoing clutch stays pressurized, drain the fluid, remove the control module, disassemble
the control module and clean it, inspecting for damaged valve body gaskets and stuck or sticky
valves. Inspect the transmission for signs of clutch damage indicating the need to remove and
overhaul the transmission (refer to the transmission Service Manual).
4. If the problem has not been isolated, replace the solenoid for the offgoing clutch (refer to the
transmission Service Manual).
5. If after replacing the solenoid the problem persists, install another ECU. If this corrects the
problem, temporarily reinstall the old ECU to verify the repair.
6. If this does not correct the problem, reinstall the original ECU and check for mechanical problems.
The clutch may be mechanically held (coned, burned and welded, etc.). It may be necessary to
remove the transmission and repair or rebuild as required (see the transmission Service Manual).

TM 9-2320-312-24-3
CODE 52 XX — OFFGOING C3 PRESSURE SWITCH TEST DURING SHIFT
Main code 52 indicates a failed C3 pressure switch test. When a shift is commanded and C3 is the offgoing clutch,
the ECU expects the C3 pressure switch to open within a period of time after the shift is commanded. If the ECU
does not see the switch open, it assumes C3 has not released. If conditions for a shift exist, the shift is retried. If the
C3 pressure switch still remains closed, the code is logged and the DO NOT SHIFT response is commanded. If
the code is set during a direction change, neutral with no clutches is commanded, otherwise the transmission is
commanded to the previous range. Additional codes could be logged for other shifts where “X” indicates the range
from and “Y” indicates the range to.
NOTE: C3 tests are turned off below a calibrated temperature of –32ºC (–25˚F).
Main
52 01 L–1 upshift
52 08 L–N1 shift
52 34 3–4 upshift
52 56 5–6 upshift
52 71 R–1 shift
52 72 R–2 shift
52 78 R–N1 shift
52 79 R–2 shift (R to NNC to 2)
52 99 N3–N2 shift
52 XY X–Y shift
• Power down
• Manual
other codes.
B. Troubleshooting:
1. Use the Pro-Link® diagnostic tool to check the state of the C3 pressure switch.
2. Check the C3 pressure switch wiring for a short-to-ground or a switch stuck closed (refer to code
32 XX). If a short is found, isolate and repair; or replace the switch if it is stuck closed.
3. If a fault is not found with the C3 pressure switch or circuitry, connect a pressure gauge to the C3
pressure tap.
4. Drive the vehicle to make the shift indicated by the subcode or use the DDR clutch test mode.
Compare actual C3 pressure value with the table of specifications in Appendix B.

TM 9-2320-312-24-3
CODE 52 XX — OFFGOING C3 PRESSURE SWITCH TEST DURING SHIFT
5. If C3 is being held on hydraulically (C3 remains pressurized), drain the fluid, remove the control
module, disassemble and clean the control module, checking for damaged valve body gaskets or
stuck and sticky valves (see the transmission Service Manual).
may be used for this purpose) for the C3 pressure switch in the external harness. See Appendix E
for connector service information.
7. If the problem again recurs, replace the C solenoid (refer to the transmission Service Manual).

TM 9-2320-312-24-3
CODE 53 XX — OFFGOING SPEED TEST (DURING SHIFT)
Main code 53 indicates a failed offgoing speed test. The speed test during a shift is designed to ensure neutral is
attained during shifts to neutral. This test compares engine speed to turbine speed. If neutral is selected and turbine
speed is found to be much lower than engine speed, the ECU sees this as neutral not being attained. The
transmission is commanded to Neutral with No Clutches and code 53 XX is set. Additional codes could be logged
for other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: This test is not performed if neutral output is below 200 rpm or when temperatures are below a
calibrated 0˚C (32˚F).
Main
53 08 L–N1 shift
53 18 1–N1 shift
53 28 2–N1 shift
53 29 2–N2 shift
53 38 3–N1 shift
53 39 3–N3 shift
53 48 4–N1 shift
53 49 4–N3 shift
53 58 5–N1 shift
53 59 5–N3 shift
53 68 6–N1 shift
53 69 6–N4 shift
53 78 R–N1 shift
53 99 N3–N2 or N2–N3 shift
53 XY X–Y shift
• Power down
• Manual — subcodes 78 and 99 only
other codes.
B. Troubleshooting:
1. Be sure the transmission is warm and the fluid level is correct. Correct transmission fluid level as
necessary.
2. Using the DDR, check the engine and turbine speed sensor signals under steady conditions. If a
tachometer is available, compare the tachometer reading with the engine rpm reading on the
diagnostic tool. Check signals in neutral, at idle, high idle, and maximum no load rpm. If a signal
is erratic, check sensor wiring for opens, shorts, and shorts-to-ground (refer to code 22 XX).
Check all connections for dirt and corrosion. If wiring problems are found, repair or replace as
necessary. See Appendix E for connector service information.

TM 9-2320-312-24-3
CODE 53 XX — OFFGOING SPEED TEST (DURING SHIFT)
3. If fluid and wiring are satisfactory, install a pressure gauge in the pressure tap for the offgoing
clutch. Make the shift indicated by the subcode using the clutch test mode of the Pro-Link®
diagnostic tool. If the pressure gauge shows clutch pressure (above 55 kPa or 8 psi) remains in the
offgoing clutch, drain the fluid and remove the control module (see the transmission Service
Manual). Disassemble and clean the control module and check for damaged valve body gaskets
and stuck or sticky valves, particularly latch valves and solenoid second-stage valves.
4. If excessive clutch pressure is not remaining in the offgoing clutch, replace the engine speed
sensor and the turbine speed sensor (refer to the transmission Service Manual).
5. If the control module is removed to replace the turbine speed sensor (MD, B 300, B 400), clean the
control module and inspect for stuck or sticky valves (particularly the latch valves and solenoid G
second stage valve). Check the rotating clutch drum to which the turbine speed sensor is directed
for damage, contamination, or signs of contact between the drum and the sensor.
6. If the problem recurs, replace the solenoid(s) for the offgoing clutch(es) (refer to the transmission
Service Manual).
7. If the problem again recurs, the offgoing clutch must be held on mechanically (coned, burned,
etc.). Remove the transmission and repair or rebuild as necessary (see the transmission Service
Manual).

TM 9-2320-312-24-3
CODE 54 XX — ONCOMING SPEED TEST (AFTER SHIFT)
Main code 54 indicates a failed oncoming ratio test. The ratio test after a shift is failed when the ECU has
commanded the end of a shift and has not seen the transmission shift into the target range (comparing turbine and
output speeds). Erratic readings from speed sensors are a likely cause of an oncoming ratio test failure. If conditions
for a shift still exist, the shift will be retried one more time. If the ratio test is still not met, a code is logged and the
DO NOT SHIFT response is commanded. If the code is set during a direction change, Neutral with No Clutches is
commanded, otherwise the transmission is commanded to the previous range. Code 54 12 can also be caused by the
ECU being calibrated for a close ratio transmission and installed with a wide ratio transmission, or vice versa.
Additional codes could be logged for other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: This test is not performed below a calibrated transmission output speed of 200 rpm.

54 01 L–1 upshift
54 07 L–R shift
54 10 1–L downshift
54 12 1–2 upshift — incorrect calibration, wide ratio vs. close ratio
54 17 1–R shift
54 23 2–3 upshift
54 24 2–4 upshift
54 27 2–R shift
54 34 3–4 upshift
54 35 3–5 upshift
54 45 4–5 upshift
54 56 5–6 upshift
54 70 R–L shift
54 71 R–1 shift
54 72 R–2 shift
54 80 N1–L shift
54 81 N1–1 shift
54 82 N1–2 shift
54 83 N1–3 shift
54 85 N1–5 shift
54 86 N1–6 shift
54 92 N2–2 shift
54 93 N3–3 shift
54 95 N3–5 shift
54 96 N4–6 shift
54 XY X to Y shift

TM 9-2320-312-24-3
CODE 54 XX — ONCOMING SPEED TEST (AFTER SHIFT)

• Power down
• Manual
other codes.
B. Troubleshooting:
1. After the transmission is at operating temperature, allow the vehicle to idle on level ground for
3–4 minutes. Check transmission fluid level. If improper fluid level is found, correct as necessary.
Improper fluid level could be the cause of the code (not enough or too much fluid may produce
inadequate clutch pressure).
2. Connect a pressure gauge and check main pressure. If pressure is not adequate, the pump is
possibly worn. See Appendix B for main pressure specifications.
3. If the fluid level is correct, check the turbine and output speed sensors for accurate, steady signals
using the diagnostic tool (check with vehicle stopped and in range to confirm a zero speed reading
from the turbine and output speed sensors). Check the wiring for opens and shorts (refer to code
22 XX) and the sensor coils for proper resistance. If problems are found, repair or replace as
necessary. Remove speed sensor and check for loose tone wheel.
4. If sensor and wiring resistance are acceptable, connect a pressure gauge(s) to the pressure tap for
the oncoming clutches indicated by the subcode (refer to solenoid and clutch chart in Appendix C).
Make the shift indicated by the code by operating the vehicle or by using the diagnostic tool’s
clutch test mode.
5. If the clutch pressure does not show on the gauge(s), the control module is probably not
commanding the clutch on. Drain the fluid and remove the control module (see the transmission
Service Manual). Disassemble and clean the control module, inspect for stuck or sticking valves.
6. Internal leakage is indicated by the clutch pressure gauge showing that pressure is being sent to the
clutch but the clutch fails to hold. The fault may be: missing or damaged face seals, burnt clutch,
leaking piston sealrings, or damaged control module gaskets. Drain the fluid, remove the control
module (refer to the transmission Service Manual), and inspect the face seals and control module
gaskets. If the seals and gaskets are satisfactory, replace the solenoid(s) indicated by the code. If
replacing the solenoid does not eliminate the code, remove the transmission and repair as
necessary.
7. If clutch pressures are correct and the clutch appears to be holding, replace the output and turbine
speed sensors (refer to the transmission Service Manual for the proper procedure).
8. If the problem recurs, use the diagnostic tool to check the speed sensor signals for erratic readings.
Possible causes of erratic speed readings are: loose sensors, intermittent contact in the wiring,
vehicle-induced vibrations, or speed sensor wiring that is not a properly twisted-pair. If necessary,
use a twisted-pair for a new speed sensor circuit — Service Harness Twisted Pair P/N 200153 is
available from St. Clair Technologies for this purpose.

TM 9-2320-312-24-3
CODE 55 XX — ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)
Main code 55 indicates the C3 clutch is the oncoming clutch in a shift and the C3 pressure switch did not close at
the end of the shift. When this code is set, the DO NOT SHIFT response and Neutral with No Clutches is
commanded. On the N1 to R shift the transmission is commanded to the previous range. Additional codes could be
logged for other shifts where “X” indicates the range from and “Y” indicates the range to.
NOTE: When an ECU with a version 8 or 8A calibration is used with a pre-TransID transmission, 55 XX
codes are set because the ECU sees wire 195 is open. To correct this condition, convert to a TID 1
internal harness or install Adapter P/N 200100 available from St. Clair Technologies.
Further TransID (TID) information is in Paragraph 1–10.
Main
55 07* Oncoming C3PS (after shift), L–R shift
55 17* Oncoming C3PS (after shift), 1–R shift
55 27* Oncoming C3PS (after shift), 2–R shift
55 87 Oncoming C3PS (after shift), N1–R shift
55 97 Oncoming C3PS (after shift), N1–L to R shift
55 XY Oncoming C3PS (after shift), X to Y shift
*NOTE: When sump temperature is below 10˚C (50˚F), and transmission fluid is C4 (not DEXRON®), follow
this procedure when making directional change shifts:
• To shift from forward to reverse; select N (Neutral) and then R (Reverse).
• Failure to follow this procedure may cause illumination of the CHECK TRANS light and then
transmission operation will be restricted to N (Neutral).

• Power down
• Manual — subcode 87 only
other codes.
NOTE: Check battery and ECU input voltages before troubleshooting.
B. Troubleshooting:
NOTE: Do not bring the transmission to operating temperature if the problem occurs at sump temperatures
below that level. Do troubleshooting at the temperature level where the problem occurs.
1. After the transmission is at operating temperature, allow vehicle engine to idle on level ground for
3–4 minutes. Check transmission fluid level. If improper fluid level is found, correct as necessary.
Improper fluid level could be the cause of the code (not enough or too much fluid may produce
inadequate clutch pressure).
2. Connect a pressure gauge and check main pressure. If pressure is not adequate, the pump is
possibly worn. See Appendix B for main pressure specifications.

TM 9-2320-312-24-3
CODE 55 XX — ONCOMING C3 PRESSURE SWITCH (AFTER SHIFT)
3. If fluid level and main pressure are adequate, connect a pressure gauge to the C3 pressure tap on
the transmission and make the shift indicated by operating the vehicle using the Pro-Link®
diagnostic tool’s CLUTCH TEST MODE.
NOTE: When using the CLUTCH TEST MODE on the Pro-Link®, be sure to use the correct pressure
specification. If testing is done with the vehicle stopped, the lockup clutch is not applied, so
use the clutch pressure specification for converter operation (see Appendix B; pressure in 3C
would be the same as in 2C). If testing is done with the vehicle moving, the lockup clutch may
be applied depending upon the vehicle speed and throttle position. Be sure to use the clutch
pressure specification for lockup operation (see Appendix B).
4. If, when making the shift and producing the code, the C3 clutch does not show any pressure, drain
the fluid and remove the control module (refer to the transmission Service Manual). Disassemble,
clean, and inspect the control module for stuck or sticky valves (particularly the “C” solenoid
second stage valve and C-1 latch valve). If no obvious problems are found, replace the “C” solenoid
and reassemble (see Figure 6–1 for location of the “C” solenoid).
5. If the gauge shows inadequate pressure being sent to the clutch, the clutch is probably worn, has
leaking piston or face seals, or the control module gaskets are damaged. See Appendix B for clutch
pressure specification. Drain the fluid, remove the control module and inspect the face seals and
valve body gaskets. If the face seals or control module gaskets are not damaged, remove and repair
the transmission (refer to the transmission Service Manual for repair procedure).
6. If the gauge shows adequate clutch apply pressure, the problem is with the C3 pressure switch or
its wires. Check the C3 pressure switch wires in the transmission harness for opens, shorts, or
shorts-to-ground (see code 32 XX). If found, isolate and repair the C3 pressure switch circuit.
See Appendix E for connector service information.
NOTE: A leakage problem may be temperature related. Be sure to check pressures at the sump temperature
where the problem occurred.
7. If the problem is not in the transmission harness, drain the fluid and remove the control module.
Check the feedthrough harness assembly for opens. If wiring problems are found, repair as
necessary (refer to Appendix E). If no wiring problems are found, replace the C3 pressure switch
(see Figure 6–1 for the location). Refer to the transmission Service Manual for proper procedure.

TM 9-2320-312-24-3
CODE 56 XX — RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)
Main code 56 indicates a failed range verification speed sensor ratio test. The ratio test occurs after a shift and
determines if a clutch has lost torque carrying capability. If output speed is above programmed output speed for a
range but the correct speed sensor ratio is not present, the DO NOT SHIFT response is commanded and a range
which can carry the torque without damage is commanded or attempted. Turbine and output speed sensor readings
are used to calculate the actual ratio that is compared to the commanded ratio. Main code 56 can also be caused
by the ECU being calibrated for a close ratio transmission and installed with a wide ratio transmission, or
vice versa.
Main
56 00 Range verification ratio test (between shifts) L
56 11 Range verification ratio test (between shifts) 1
56 77 Range verification ratio test (between shifts) R

• Power down
• Manual — subcodes 11, 44, 66, 77 only
NOTE: When a code 22 16 (output speed fault) is also present, follow the troubleshooting sequence for code
22 16 first. After completing the 22 16 sequence, drive the vehicle to see if a code 56 XX recurs.
other codes.
B. Troubleshooting:
1. After the transmission is at operating temperature, allow vehicle engine to idle on level ground for
3–4 minutes. Check the transmission fluid level. If improper fluid level is found, correct as
necessary. Improper fluid level could be the cause of the code. Not enough or too much fluid may
produce inadequate clutch pressure.
2. Connect a pressure gauge and check main pressure. If the pressure is not adequate, the pump is
probably worn. See Appendix B for main pressure specifications.
3. If main pressure is adequate, check clutch pressure for the range indicated by following the
procedure in Appendix B. The transmission range indicated by the trouble code can be found by
referring to the solenoid and clutch chart in Appendix C. Drive the vehicle or use the diagnostic
tool’s clutch test mode and check clutch pressure.
4. If a clutch is leaking pressure, drain the fluid, remove the control module and check for damaged
control module gaskets and stuck or sticking valves (see the transmission Service Manual). Also
look for damaged or missing face seals. If no problems are found, replace the solenoids for the
clutches used in the range indicated by the code.

TM 9-2320-312-24-3
CODE 56 XX — RANGE VERIFICATION RATIO TEST (BETWEEN SHIFTS)
5. If replacing solenoids does not correct the pressure problem, a worn clutch or worn piston seals are
probably the source of the pressure leak. Remove the transmission and repair or replace as
necessary (refer to the transmission Service Manual).
6. This code requires accurate output and turbine speed readings. If there were no transmission prob-
lems detected, use the diagnostic tool and check the speed sensor signals for noise (erratic signals)
from low speed to high speed in the range indicated by the code.
7. If a noisy sensor is found, check the resistance of the sensor (300 ± 30 Ohms, refer to the code
22 XX temperature variation chart) and its wiring for opens, shorts, and shorts-to-ground (refer to
code 22 XX). Carefully check the terminals in the connectors for corrosion, contamination, or
damage. Ensure the wiring to the sensors is a properly twisted wire pair. Replace a speed sensor if
its resistance is incorrect. Isolate and repair any wiring problems. (Use a twisted-pair if a new
speed sensor circuit is needed — Service Harness Twisted Pair P/N 200153 is available from
St. Clair Technologies for this purpose.)
8. If no apparent cause for the code can be found, replace the turbine and output speed sensors (refer
to the transmission Service Manual for proper procedure).

TM 9-2320-312-24-3
CODE 57 XX — RANGE VERIFICATION C3 PRESSURE TEST
(BETWEEN SHIFTS)
Main code 57 indicates failure of the range verification C3 pressure switch test. This test determines if the C3
pressure switch is closed when it should be open. The test occurs when a range is commanded that does not use the
C3 clutch (neutral, 1, 2, 4, and 6). The code is set if the C3 pressure switch is closed when it should be open. If C3
clutch comes on when not needed, three clutches are applied and a transmission tie-up occurs. The ECU will
command a range which does use the C3 clutch and activate the DO NOT SHIFT response.
Main Replace
Code Subcode Meaning Solenoid
57 11 Range verification C3 pressure switch while in 1st B
57 22 Range verification C3 pressure switch while in 2nd C
57 44 Range verification C3 pressure switch while in 4th C
57 66 Range verification C3 pressure switch while in 6th A
57 88 Range verification C3 pressure switch while in N1 C
57 99 Range verification C3 pressure switch while in N2 or N4 C

• Power down
• Manual
other codes.
B. Troubleshooting:
1. Disconnect the harness from the transmission. Check the C3 pressure switch circuit at the
feedthrough harness connector for continuity (refer to code 32 XX).
2. Continuity at the feedthrough harness connector indicates the C3 pressure switch is closed or the
C3 circuit is shorted together. Drain the fluid, remove the control module (refer to the transmission
Service Manual), and isolate the short. The fault is either a shorted feedthrough harness or stuck
C3 pressure switch. Repair or replace as necessary.
3. If there is no continuity at the transmission, disconnect the transmission harness connector from
the ECU and check the C3 pressure switch wires in the transmission harness for shorts. Use the
system wiring diagram to identify wires which are connected. If a shorted C3 pressure switch cir-
cuit in the external harness is found, isolate and repair.
4. If the C3 pressure switch or circuit is not shorted either in the transmission or the external harness,
connect a pressure gauge in the C3 pressure tap (refer to Appendix B for pressure tap location).
Drive the vehicle in the range indicated by the code or use the diagnostic tool’s clutch test mode to
attain that range.
5. If the gauge shows C3 pressure is present in the range indicated by the subcode, drain the fluid and
remove the control module (refer to the transmission Service Manual). Check for damaged valve
body gaskets or stuck or sticking valves. Repair or replace as necessary. If no obvious defects are
found, replace the listed solenoid.
6. If the gauge shows C3 pressure is not present in the range indicated by the subcode, drain the fluid and
remove the control module (refer to the transmission Service Manual). Replace the C3 pressure switch.
If the original problem reoccurs, reinstall the replacement ECU.

TM 9-2320-312-24-3
CODE 61 XX — RETARDER OIL TEMPERATURE HOT
Main code 61 indicates the ECU has detected a hot fluid condition in the output retarder. Table 6–7 shows what
actions are taken by the ECU at elevated retarder temperatures.
Possible causes (but not all causes) for hot fluid are:
1. Prolonged retarder use.
2. TID 2 transmission with ECU prior to Version 8A.
3. Low fluid level.
4. High fluid level.
5. A retarder apply system that allows the throttle and retarder to be applied simultaneously.
6. Cooler inadequately sized for retarder.
If the validity of the hot fluid diagnosis is in question, temperature can be checked by using a temperature gauge at the
retarder-out port or by reading retarder temperature with the Pro-Link® diagnostic tool. Another method of checking
retarder temperature is to remove the “T” connector at the ECU and measure resistance (Ohms) between terminals T28
and T25. Compare the resistance value to the value in Figure 6–21 to see if the result is within the expected operating
range. For TID 2 thermistors, see Appendix Q for resistance versus temperature table.
Table 6–7. Transmission Retarder Operation as a Function of Temperature
Description Version 8*
MD and HD Retarder, Light On 166˚C (330˚F)
MD and HD Retarder, Light Off 159˚C (318˚F)
MD and HD Retarder, Set Hot Code (61 00) 168˚C (335˚F)
MD and HD Retarder, Clear Active Indicator 162˚C (323˚F)
MD and HD Retarder, Capacity Reduction 149–166˚C
(300–330˚F)
MD and HD Retarder, Reduced Capacity (retarder light begins flashing) 146˚C (295˚F)
MD and HD Retarder, Reduced Capacity (retarder light stops flashing) 143˚C (289˚F)
MD and HD Retarder, Auto Preselect On (after 12 seconds of retarder 143˚C (289˚F)
apply at retarder temperature shown — range to be preselected is a
customer calibratable value). Auto Preselect remains on until retarder is
deactivated.
MD and HD Retarder, Auto Preselect On (after 12 seconds of retarder 82–124˚C
apply and engine water temperature shown (actual value is a customer (180–255˚F)
calibratable value which must be approved by the Allison calibration
committee)). Auto Preselect remains on until retarder is deactivated.
MD and HD Retarder, Flashing Retarder Temperature Light Begins 140˚C (284˚F)
(shows that preselect downshifts are invoked)
MD and HD Retarder, Flashing Retarder Temperature Light Stops 137˚C (279˚F)
(closed throttle downshifts not preselected)
* Calibration values are subject to change.
NOTE: Use the Pro-Link® diagnostic tool to determine the software version being used.

TM 9-2320-312-24-3
CODE 61 XX — RETARDER OIL TEMPERATURE HOT

2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C

-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

Figure 6–21. Temperature Sensor Chart (Sensors Prior to TID 2)
The retarder temperature sensor is located externally on the HD retarder housing and under the plate on the MD
retarder housing. When retarder temperature reaches a preset level, a retarder hot temperature light is illuminated.

TM 9-2320-312-24-3
DIAGNOSTIC CODES
NOTES

TM 9-2320-312-24-3
CODE 62 XX — RETARDER TEMPERATURE SENSOR
“T” CONNECTOR
(BLUE)
Y
A
R
G
ECU T16
T28
T25
K
C
E
LA
LU
B
B
“V” CONNECTOR
(GRAY)
UE
BL
TPS OR B
A V16
RMR C V9
CONNECTOR V24
SUMP V17
TEMP
C SENSOR
THROTTLE
POSITION A RETARDER
B MODULATION
SENSOR
(TPS) 135*–T25 B REQUEST
A RESISTANCE
C MODULE
SEE NOTE 1
135*–T25
B F
GREEN
T25 ANALOG RETURN
(TPS LO AND
RETARDER ENG WATER LO)
TEMP SEE NOTE 2
SENSOR V24
ECU
ENG WATER TEMP V9
138–T28 ORANGE
A E T28 RTDR TEMP
MD/B 300/B 400

HD/B 500 179–V9 BLUE
135G–V24 GREEN
B N VEHICLE
A INTERFACE
HD/B 500 MD/HD/B SENSOR HARNESS
(PRE-TRANSID & TID 1) (TRANSID 2) M
CONNECTOR (INPUT)
RETARDER
CONNECTOR
VIW CONNECTOR
BULKHEAD
CONNECTOR
VIW
CONNECTOR
MD/B 300/B 400
(PRE-TRANSID & TID 1) N
E M
F
See Appendix D For Detailed Terminal Location. *Wire designation may include a letter suffix which indicates
NOTE 1: This wire may pass through a bulkhead connector. a splice to the same number wire. See wiring schematic in
NOTE 2: These wires may pass through a sensor connector. Appendix J for more detail on splice letter designations.
V04849

TM 9-2320-312-24-3
CODE 62 XX — RETARDER TEMPERATURE SENSOR (Figure 6–22)
NOTE: When an ECU with a version 8 calibration is used with a TransID 2 transmission, 62 XX codes are set
because the ECU does not have the proper calibrations for the TID 2 thermistors. The ECU calibration
must be updated to version 8A.
Main code 62 indicates the retarder temperature sensor or engine coolant sensor or circuitry is providing a signal
outside the usable range of the ECU. Main code 62 can be the result of a hardware failure or an actual extremely
high or low temperature condition.
Main
62 12 Retarder temperature sensor failed low (–45˚C; –49˚F)
62 23 Retarder temperature sensor failed high (178˚C; 352˚F)
62 32 Engine coolant sensor failed low
62 33 Engine coolant sensor failed high

• Power down
• Manual
• Self-clearing
NOTE: Before troubleshooting, read Paragraph 6–6. Also, check the transmission fluid level.
B. Troubleshooting:
NOTE: A combination of codes 62 23, 33 23, and 21 23 indicates a problem with one of the branches of the
common ground wire (wire 135) between the throttle and temperature sensors.
also provides power for the OLS, TPS, RMR, sump temperature sensor, and shift selectors and is
present in all three ECU connectors.
1. Check the retarder temperature or engine coolant temperature with a DDR. If a DDR is not
available, use the shift selector display to determine if the code is active (cycle the ignition on and
off at least once since the code was logged to clear the code’s active indicator). If a condition that
is unreasonable for the current conditions exists, go to Step (3).
2. If Step (1) reveals that the extreme temperature indication is no longer present, the temperature
limit could have been reached due to operational or ambient temperature extremes. Proceed
cautiously as it is unlikely there is a sensor hardware fault.
3. Remove the connector at the ECU. Measure resistance between harness terminals T25 and T28 or
between harness terminals V9 and V24. Compare resistance value to chart (see Figure 6–21) to see
if reading is within expected operating range.
4. Disconnect the sensor connector and remove the connector at the ECU. Check the sensor and the
ECU terminals for dirt, corrosion, and damage. Clean or replace as necessary (refer to Appendix E).

TM 9-2320-312-24-3
CODE 62 XX — RETARDER TEMPERATURE SENSOR (Figure 6–22)
5. Check the temperature sensor circuit for opens (code 62 23 or 62 33), shorts between wires, and
short-to-ground (code 62 12 or 62 32). If a wiring problem is found, isolate and repair. See
Appendix E for connector service information.
6. If no wiring problem is found, replace the retarder or engine coolant temperature sensor (refer to
transmission or vehicle Service Manual for proper procedure).
may be used for this purpose) for the retarder or engine coolant temperature circuit. See
Appendix E for connector service information.
8. If the condition continues to recur, replace the ECU. If replacing the ECU corrects the problem,
reinstall the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now
works, inspect the ECU connectors for any corrosion or damage which may cause an intermittent

TM 9-2320-312-24-3
CODE 63 XX — INPUT FUNCTION FAULT
Code 63 00 is set when one of the two inputs for an input function Auxiliary Function Range Inhibit (Special) is in
a different state (on or off) from the other input for longer than two minutes. When this condition is detected, code
63 00 is set. The transmission will not be inhibited in shifting from neutral to range.
Main
63 00 Auxiliary Function Range Inhibit (Special) inputs states are different
63 26 Kickdown input failed on (software version 8 only)
63 40 Service brake status failed on
63 41 Pump/pack and a neutral general purpose input
Subcode 26 is set when this function (Kickdown) is selected by calibration, the calibration designated input is active
for a calibration time, and throttle position is less than the calibration value defined. The kickdown shift schedule is
inhibited when subcode 26 is active. The service indicator will be turned on if it is selected by the calibration. The
kickdown shift schedule is not inhibited, the code is cleared and the service indicator will be turned off if the
kickdown input remains inactive for the calibration time period while throttle position is less than the calibration
value. This diagnostic and code has been removed from software version 8A.
Subcode 40 is set when this function (Service Brake Status) is selected by calibration, and the specified input
remains active for a calibration number of consecutive acceleration events. The service indicator will be turned on
if it is selected by the calibration. A vehicle acceleration event is defined as an increase in transmission output
speed from 1 rpm to a calibration value. The operation of the Automatic Neutral For Refuse Packer will be limited
when this code is active. The active inhibit for this code is self-cleared and the service indicator will be turned off if
the designated input for the Service Brake Status function becomes inactive.
Subcode 41 is set when the states of the calibration inputs are different for a calibration number of consecutive
updates. The inputs in this case are Pump/Pack Enable and Automatic Neutral For Refuse Packer. The service
display will also be turned ON if selected by calibration.
• Power down
• Manual — subcodes 26, 40, and 41
• Self-clearing — subcodes 26 and 40
B. Troubleshooting:
1. Code 63 00
a. Use the DDR to identify the two input wires programmed with Auxiliary Function Range
Inhibit (Special). Inspect the input wiring, connectors, and switches to determine why the input
states are different. Correct any problems which are found.
b. If the condition persists, replace the ECU. If replacing the ECU corrects the problem, reinstall
the original (bad) ECU to confirm that the problem is in the ECU. If the original ECU now
works, inspect the ECU connectors for any corrosion or damage which may cause an intermit-
tent condition. If the original problem recurs, reinstall the replacement ECU.
2. Code 63 26
Inspect kickdown switch circuit.
3. Code 63 40
Inspect service brake status switch circuit.
4. Use the DDR to identify the two wires associated with the input functions for Pump/Pack Enable
and Automatic Neutral For Refuse Packer. Inspect the input wiring, connectors, and switches to
determine why the input states are different. Correct problems which are found. There is further in-
formation on these input functions on pages P–25, P–26, P–29, and P–30.

TM 9-2320-312-24-3
CODE 64 XX — RETARDER MODULATION REQUEST DEVICE FAULT
“T” CONNECTOR
(BLUE)
Y
A
R
G
ECU T16
T32
T26
T25 T1
K
C
E
LA
LU
B
B
“S” CONNECTOR
N UE (BLACK)
BL
Y
TO RETARDER
CONTROL DEVICES S16
A
S32
D
RTDR MODULATION
S3 S1
REQUEST
TRANSMISSION RESISTANCE
FEEDTHROUGH MODULE
HARNESS 124*–S3 PINK
A B C
CONNECTOR 164–T11 YELLOW
164–S20
135B–T25 S20 T11 S3
TPS OR A GREEN
B RTDR
RMR C
135-S19
MOD.
CONNECTOR SIGNAL
124*–T9 PINK
C
THROTTLE
156–T10 BLUE
POSITION B T10 THROTTLE SIGNAL
SENSOR
135*–T25 GREEN TPS LO
A T25 (ANALOG RETURN)
135*–T25 SEE NOTE
S19
RETARDER ECU
TEMP
SENSOR
T9 SENSOR POWER
135*–T25 GREEN
SUMP
TEMP
SENSOR T26 OIL LEVEL
SENSOR INPUT
TRANSMISSION
AND OIL LEVEL
SENSOR RETURN
RED
OIL LEVEL D
SENSOR POWER
OIL
BLACK
LEVEL OIL LEVEL Y

WHITE
SENSOR SIGNAL 124*–T9 PINK

SENSOR
165–T26 BLUE
B D A
RED See Appendix D For Detailed Terminal Location.
BLUE *Wire designation may include a letter suffix which indicates
a splice to the same number wire. See wiring schematic in
Appendix J for more detail on splice letter designations.

TM 9-2320-312-24-3
CODE 64 XX — RETARDER MODULATION REQUEST DEVICE FAULT (Figure 6–23)
Main code 64 indicates the ECU has detected a voltage signal from the retarder modulation request sensor
(consisting of a module and a retarder control device) in either the high or low error zone. These codes can be
caused by faulty wiring, faulty connections to the resistance module or retarder control device, a faulty resistance
module, a faulty retarder control device, or a faulty ECU. Power wire 124 and ground wire 135 for the retarder
modulation request sensor are a common power and ground with the TPS and OLS devices. A short-to-ground on
the common power wire causes a “sensor failed low” code for the other devices (codes 21 12, and 14 12). An open
or a short-to-ground on retarder modulation request sensor signal wire 164 results in a code 64 12 only.
A TPS failure changes the status of the output retarder. The retarder is enabled by the Service Brake Status
(wire 137) when a TPS code is active (21 XX). If a code 63 40 is also active, the Service Brake Status (wire 137)
is ignored and the retarder will not work. Retarder response problems may not cause retarder modulation request
sensor diagnostic codes. If response questions occur, test the retarder control devices for proper voltage signals at
each of the percentage of retarder application settings. Table 6–8 contains the voltage measurements for each
device’s application percentage and resistances measured across terminals A and C of the retarder request sensor.
Use test wiring harness J 41339 when conducting voltage tests.
Main
64 12 Retarder Modulation Request sensor failed Low (14 counts and below)
64 23 Retarder Modulation Request sensor failed High (232 counts and above)

• Power down
other electronic control codes.
B. Troubleshooting:
also provides power for the OLS, TPS, sump temperature sensor, retarder temperature sensor, and
shift selectors and is present in all three ECU connectors..
1. Plug in the DDR and set to read retarder counts and percent (0 percent will be between 15 and 60
counts and 100 percent will be between 150 and 233 counts). A retarder request sensor failed high
code can be caused by a short-to-battery of either signal wire 164 or power wire 124 or an open on
ground wire 135. An open in the portion of the ground circuit common to the TPS and OLS devices
will also result in a code 21 23 and a high fluid level reading. A retarder request sensor failed low
code can be caused by an open or short-to-ground on either signal wire 164 or power wire 124.
2. Isolate and repair any wiring problems found. See Appendix E for connector service information.
3. If no wiring or connector problems are found, check the retarder request sensor voltages for each
position on each of the retarder request sensors used on the vehicle. If two resistance modules are
used, disconnect one of them when measuring voltage signals from the other. If problems are
found, replace the resistance modules or retarder control devices.
4. If the problem persists, replace the ECU. If replacing the ECU corrects the problem, reinstall the
.

TM 9-2320-312-24-3
CODE 64 XX — RETARDER MODULATION REQUEST DEVICE FAULT
Table 6–7. RMR Device Resistance Checks
Resistance Check in Wiring to Control

Resistance Module* Voltage Signal ** Device
Resistance % Retarder Voltage
Description Terminals ± 5% Application ± 0.2 v Device Terminal
Auto Full On A to C 12K 100 3.6 No connections
Pressure Switch
Full On A to C 32K 0 1.1 A
High 100 3.6 B
3-Step E-10R Bendix A to C 32K 0 1.1 A
Pedal 32 1.9 B
58 2.8 C
100 3.6 D
6-Step Hand Lever — A to C 32K
Off 0 1.1 +
Position 1 14 1.5 1
Position 2 Position 28 1.9 2
3 Position 4 45 2.3 3
Position 5 Position 65 2.8 4
6 82 3.2 5
100 3.6 6
Auto 1⁄2 On A to C 12K 50 2.4 No connections
3 Pressure Switches — A to C 32K 0 1.1
Low 32 1.9 A
B
Medium 68 2.8 A
B
High 100 3.6 A
B
Auto 1⁄3 On A to C 21.4K
2 Pressure Switches
Auto 32 1.9 A
Medium 68 2.8 B
High 100 3.6 A
B
Dedicated Pedal No Checks Interface not 0 0.7 – 1.2 A
a resistance 100 3.4 – 3.5 B
module C
* Resistance module must be disconnected from the wiring harness and retarder control devices
** These voltages must be measured between terminals A and B.

TM 9-2320-312-24-3
CODE 65 XX — ENGINE RATING HIGH
Main code 65 indicates the vehicle’s engine horsepower/governor speed rating is too high. This code is set only
when computer-controlled engines are used. Code 65 means the engine computer is able to tell the transmission,
the engine horsepower and/or governor speed is beyond the transmission rating or does not match the transmission
shift calibration.
When a code 65 is set, no shifts out of neutral are allowed. It is possible the transmission calibration selected for
this engine is improper. Contact local Allison Transmission Division distributor for assistance in selecting a proper
calibration.
If the engine is beyond transmission ratings, contact the vehicle OEM for correction. The local ATD regional
representative may also be contacted for assistance.
This code cannot be cleared until the proper level engine is installed or the transmission is properly calibrated.

TM 9-2320-312-24-3
CODE 66 XX — SCI (SERIAL COMMUNICATION INTERFACE) FAULT
AY
R
G
ECU
“S” CONNECTOR
(BLACK)
K
C
UE
LA
B
BL
S16
S32
UE
BL
S17 S1
182–S12 GREEN
C S
184–S29 GRAY J 1939
B L
183–S13 PINK
INTERFACE
A H
A + SERIAL
COMMUNICATION
INTERFACE
B – (SCI)
142–S1 WHITE
SCI, HI S1 J A 7
DIAGNOSTIC
TOOL
151–S17 BLUE CONNECTOR
SCI, LO S17 K B 15
ECU
OBD II (GMC)
J 1939, SHIELD S12 DEUTSCH
PACKARD
J 1939, LO S29
J 1939, HI S13
* OBD II
CONNECTOR
(GMC ONLY)
SCI DDR E
J CONNECTOR
Uses twisted pairs of wire K (PACKARD)
C
ALT DDR
See Appendix D For Detailed Terminal Location CONNECTOR
(DEUTSCH)
V03367

TM 9-2320-312-24-3
CODE 66 XX — SCI (SERIAL COMMUNICATION INTERFACE) FAULT (Figure 6–24)
The datalink for throttle sensor or engine coolant temperature must have been recognized by autodetect or
manually selected using the Pro-Link® (see WTEC III Pro-Link® Manual) before these codes can be logged. See
Paragraph 1–9 for further information.
Main code 66 indicates the ECU is expecting to get its throttle position signal or engine coolant signal across a
serial communication interface from a computer-controlled engine. Either the engine computer is not sending the
throttle or engine coolant information or the wiring between the engine and transmission computers has failed.
Code 66 00 can occur when the transmission ECU remains powered when the engine ECM is powered down.
The transmission sees this as a communication link failure.
Main
66 00 SCI (Serial Communication Interface) fault
66 11 SCI Engine coolant source fault

• Power down
• Manual
• Self-clearing
B. Troubleshooting:
1. Check for a throttle signal or engine coolant signal from the engine to the transmission, an engine
computer malfunction, an engine throttle fault, or an engine coolant fault.
NOTE: Throttle position data sent from a computer-controlled engine may register a low number of counts on
the DDR, but the counts will not change as throttle percentage is changed.
2. Check wires 142 and 151 between the engine and transmission ECU for an open or short. Check
that all connectors are clean and tightly connected.
NOTE: These codes can also be set if J1939 communications fail. Check wires 183-S13, 184-S29, and
182-S12 for opens or shorts.
3. Use the Pro-Link® to see if the ECU is receiving power when it should not.

TM 9-2320-312-24-3
CODE 69 XX — ECU MALFUNCTION
Main code 69 indicates a problem which has been identified as being from within the ECU.
A “cateye” display or a blank display may occur with subcode 33.
Main
69 27 ECU, Inoperative A-Hi switch
69 28 ECU, Inoperative F-Hi switch
69 29 ECU, Inoperative N-Hi and H-Hi switch
69 33 ECU, computer operating properly timeout
69 34 ECU, write timeout
69 35 ECU, checksum
69 36 ECU, RAM self-check failure
69 39 Communication chip addressing error
69 41 ECU, I/O ASIC addressing test
69 42 SPI output failure
69 43 SPI input failure

• Power down
• Manual — except subcodes 33, 35, 36, 41, 42, and 43
• Self-clearing — subcode 42 and subcodes 33, 35, 36, and 41; after an ECU reset
NOTE: Subcode 34 cannot be cleared.
B. Troubleshooting:
1. For subcodes 27, 28, and 29, check for shorts to battery before replacing the ECU. Follow the
troubleshooting steps for code 42 XX for checking shorts to battery. If no shorts are found, replace
the ECU. If replacing the ECU corrects the problem, reinstall the original (bad) ECU to confirm
that the problem is in the ECU. If the problem recurs, reinstall the new ECU to complete the repair.
2. For all other subcodes, replace the ECU.

TM 9-2320-312-24-3
SECTION 7 — INPUT AND OUTPUT FUNCTIONS
7–1. INPUT FUNCTIONS

Input functions are signals sent into the ECU that prompt the ECU to take action. Input functions are activated and
deactivated by switched ignition power or ground (wire 161B) to the ECU (wired through the VIW), or through the
MODE button on the shift selector. The following input functions can be activated using the MODE button:
• Secondary Shift Schedule

• D1 Selection (Available With Pushbutton Selector Only)
• PTO Enable
The wiring schematic in Appendix J illustrates installation requirements for input functions and designates specific
wire numbers in the transmission control system to be used for the activation of these input functions. The wiring
schematic in Appendix J should be used for reference only. Ask the vehicle manufacturer which input functions are
programmed, which wires are used, and whether voltage input was positive or ground. Wiring schematics for input
and output functions are shown in Appendix P. The Pro-Link® 9000 can also be utilized to determine which wire
was programmed for a particular input function and the wiring schematic can be consulted to find out if input to the
ECU is + or – voltage. Refer to the Pro-Link® 9000 diagnostic tool operator’s manual for further information
regarding special input functions and other inhibits.
NOTE: The schematic in Appendix J shows the intended use of the control features specified. These features
have only been validated in the configuration shown. ANY USE OF THESE FEATURES WHICH
DIFFERS FROM WHAT IS SHOWN IS NOT THE RESPONSIBILITY OF ALLISON
TRANSMISSION.
Never use chassis ground as an INPUT FUNCTION ground. Chassis ground can carry
voltage potential of 1 or 2 volts above battery ground. This non-approved input will
CAUTION:
“confuse” the ECU and cause erroneous input results. Be sure to use wire 161 which is
signal ground.
Activating an input function can inhibit transmission operation in the same manner as diagnostic code. Use the
Pro-Link® 9000 to verify an active input function or a diagnostic code inhibit. Refer to the Pro-Link® 9000
Diagnostic Tool Operator’s Manual for further information regarding special input functions and other inhibits.
Also, for more detailed information on input functions, refer to the Sales Tech Data Book “WTEC III Controls and
General Information.”
The maximum number of input and output functions which may be used in any installation depends upon the
transmission model and its features. Refer to Table 7–1.
Table 7–1. Input/Output Function Availability
Auxiliary Transmission Number Of Input Number Of Output

Transmission Model
Controls Functions Functions Functions
6-Speed Models and
Retarder 10 + Mode Button 6
HD 4070
MD 3070 Models Transfer Case 11 + Mode Button 6

TM 9-2320-312-24-3
INPUT AND OUTPUT FUNCTIONS
The following input functions inhibit direction change shifts (forward to reverse or reverse to forward):
• Auxiliary Function Range Inhibit (standard)
• Auxiliary Function Range Inhibit (special)
• Quick to Neutral, Pump Option
• Automatic Neutral for PTO
• Automatic Neutral at Stop
• Reverse Enable
• Automatic Neutral for Refuse Packers
• Automatic Neutral for Refuse Packers with Service Brake Input
The following input functions lock the transmission in fourth range:

• Fire Truck Pump Mode
• Fourth Lockup Pump Mode
The following input functions preselect a lower range:

• Engine Brake and Preselect Request (standard)
• Engine Brake and Preselect Request (special)
The following input functions inhibit upshifts:

• D1 Selection
• Auxiliary Hold
The following input functions inhibit lockup shifts:

• Manual Lockup
• Anti-lock Brake Response
The following input function inhibits range and lockup shifts at high horsepower:
• Shift Enable/Shift in Process (Oil Field Application)
The following functions are general restrictions to normal operation:

• High Input Speed causes neutral to range inhibit
• Medium Cold Oil causes operation confined to R (Reverse), N (Neutral), and 2nd range start
• Hot Oil restricts operation to 4th range maximum (except emergency applications)
• Two Speed Axle Enable permits change only at low output speed and throttle
• Special Pattern Logic monitors N or D or N to R shifts. If engine throttle or output speed is too high, the
transmission remains in N.
• Wheel Lock disengages the lockup clutch and inhibits forward range downshifts and shifts to reverse
• Anti-lock Brake Response deactivates the retarder and disengages the lockup clutch
• High Throttle during N (Neutral) to any range shift causes a revised clutch pressure apply rate and turns
off shift adaptive
• Power loss to the ECU restricts operation to certain ranges (for exact range see code 13 XX in Section 6)
The following input function limits operation to 1st Range and N (Neutral):
• Refuse Vehicle Step Switch

TM 9-2320-312-24-3
7–2. OUTPUT FUNCTIONS

Output functions are signals sent out by the ECU that activate or control devices or mechanisms. These control
devices or mechanisms are controlled by relays or direct connection signals from the ECU.
Many input and output functions are closely related. For instance, the PTO Enable option (input function) also
includes PTO Output wiring information. When searching for output function information, be sure to check any
related input function information references.
The wiring schematics in Appendix J and Appendix P illustrate installation requirements for output functions as
well as input functions and designate specific wire numbers in the transmission control system to be used for the
activation of these output functions. The wiring schematics in Appendix J should be used for reference only. Ask
the vehicle manufacturer which specific output functions are programmed and which wires are used. Output
function polarity is not significant when an Allison-supplied VIM is used. The Pro-Link® 9000 can also be utilized
to determine which wire was programmed for a particular output function. For more detailed information on output
functions, refer to the Sales Tech Data Book “WTEC III Controls and General Information” (the schematics in
Appendix P are from the Sales Tech Data Book).

TM 9-2320-312-24-3
NOTES

Click Here to test Named Destination “ 2973 TCP10” (Within this document).
TM 9-2320-312-24-3
SECTION 8 — GENERAL TROUBLESHOOTING OF
PERFORMANCE COMPLAINTS
IMPORTANT:
Make the following general checks before beginning specific troubleshooting, removing the transmission, or
removing attached components.
• Are there active diagnostic codes?

• Is the lever shift selector lever in N (Neutral) to allow starting the engine?
• Is the battery properly connected and charged?
• Is isolated battery properly connected (if used)?
• Have the items on Pages 6–15 and 6–16 in Paragraph 6–5 been checked?
• Is the fluid level correct?
• Is voltage to the ECU correct?
• Is the engine properly tuned?
• Is fuel flow to the engine correct?
• Are wheel chocks in place?
• Is air flow to the cooler and radiator unrestricted?
• Is the driveline properly connected?
• Are there signs of fluid leakage under the vehicle? What is the origination point?
• Are hydraulic connections correctly made and not leaking?
• Is vehicle acceleration from a stop changed?
• Are electrical connections correctly made?
• Are there any other obvious vehicle or transmission problems?
After making these general checks use the various sections of this manual to isolate the listed problems. The
following charts address specific vehicle complaints. Some complaints involve diagnostic codes, so all
troubleshooting checks should involve checking the system for diagnostic codes.

TM 9-2320-312-24-3
GENERAL TROUBLESHOOTING OF PERFORMANCE COMPLAINTS
Table 8–1. Troubleshooting Performance Complaints
Problem Probable Cause Suggested Remedy

SHIFT SELECTOR DISPLAYS No communication between the Refer to code 23 XX in
“CATEYE” AND VEHICLE IS ECU and a remote shift selector Troubleshooting Procedure
NOT OPERABLE
SHIFT SELECTOR DISPLAY VIM Fuse is blown Replace VIM fuse
IS BLANK
Fuse blown in OEM substitute Replace fuse for VIM
Failed SDL (Serial Data Link) Should change to “cateye” within
12 seconds (see Code 23 16)
SHIFT SELECTOR NOT Wires 186, 187, or 188 are not Find wires 186, 187, and 188 and
LIGHTED AT NIGHT (WHEN connected or are improperly connect them or install wires, if
HEADLIGHTS ARE ON) connected. necessary.
VEHICLE WILL NOT START Lever shift selector not in neutral Select N (Neutral) and restart
(ENGINE WILL NOT CRANK)
Dead battery Recharge battery
Disconnected battery Reconnect battery
Faulty starter circuit Repair vehicle starter circuit
Faulty neutral start relay Replace neutral start relay
Faulty wiring in neutral start circuit Repair wiring
Voltage to ECU too low Check battery and charging system
voltage
Faulty ignition wire (146) Repair wire 146
Faulty lever shift selector Replace lever shift selector
Lack of battery voltage on Circuit Repair Circuit 123 or replace ECU
123 from ECU when in neutral
All display segments of display No calibration installed in ECU Load Calibration
lighted Voltage to ECU too low Check battery and charging system
voltage
CHECK TRANS LIGHT WILL
NOT GO OUT AT START-UP
A. Vehicle Drives Normally Faulty CHECK TRANS light, Replace relay or repair circuit
relay, or circuit.
An LED rather than a lamp is Install a lamp rather than an LED
installed for the CHECK TRANS for the CHECK TRANS light
light and the LED is partially
lighted from leakage current

TM 9-2320-312-24-3
Table 8–1. Troubleshooting Performance Complaints (cont’d)

B. Vehicle Does Not Drive Faulty ECU Replace the ECU
Engine does not start Repair engine starting system
Faulty harness Repair harness (See Section 4 and
Appendix E)
Faulty interface wiring to vehicle Repair wiring (See Appendix E)
electrical system
Faulty ECU Replace the ECU
CHECK TRANS LIGHT Intermittent power to ECU Check input power to the ECU and
FLASHES INTERMITTENTLY correct if necessary
Loose wiring to CHECK TRANS Repair wiring
light
Faulty or incorrect ground wire Repair ground circuit
attachment
Intermittent opening in Circuit 115 Repair Circuit 115
NO CHECK TRANS LIGHT AT Faulty light bulb or socket Replace light bulb or socket
IGNITION
Incorrect wiring to and from Repair wiring (See Appendix E)
CHECK TRANS light bulb
Faulty wiring harness Check wiring between ECU and
CHECK TRANS light, and repair
where necessary (See Appendix E)
Circuit 115 open Repair Circuit 115
Faulty ECU Replace ECU
ECU WILL NOT TURN OFF Faulty ignition switch Replace ignition switch
WHEN IGNITION SWITCH OFF
Externally-generated speed sensor Find source of false speed sensor
signal(s) (refer to Appendix L for signal(s) and correct problem
detailed inspection)

TM 9-2320-312-24-3

TRANSMISSION WILL NOT Engine rpm too high Reduce engine rpm (it may be
SHIFT TO FORWARD OR necessary to reselect Neutral also,
REVERSE (STAYS IN and then D or R)
NEUTRAL)
Low fluid level Add fluid to proper level (refer to
transmission Mechanic’s Tips for
proper dipstick calibration)
Throttle position sensor or linkage Refer to throttle position sensor for
is not functioning properly correct set-up (Appendix F)
Voltage to ECU too low Check vehicle battery and charging
system
Shift selector is not functioning Replace shift selector
properly
Disconnected or dirty connectors Perform connector checkout
(Appendix E)
Faulty wiring harnesses Repair harness (Appendix E)
Speed sensor(s) not functioning Repair or replace speed sensor(s) or
properly circuitry (see transmission Service
Manual and Appendix E)
Faulty ECU Replace the ECU
Input function wire open and Check input function programming
auxiliary function range inhibit in with Pro-Link®. Correct wiring or
the calibration switch problem which does not
allow input function wire to be
grounded.
Auxiliary Function Range Apply brakes with high force
Inhibit-Standard — hooked up to
brake pressure
TRANSMISSION WILL NOT Auto-neutral or quick-to-neutral Repair quick-to-neutral circuit
STAY IN FORWARD OR circuit (input function) faulty
REVERSE
Leaking at solenoid assembly Rebuild solenoid assembly (see
transmission Service Manual)
Faulty solenoid — leaking Replace solenoid (see transmission
Service Manual)

TM 9-2320-312-24-3

TRANSMISSION WILL NOT Low engine power Correct engine problem, see Engine
MAKE A SPECIFIC SHIFT Service Manual
Incorrect fluid level Correct fluid level (refer to
Extreme fluid temperature Inspect cooling system and fluid
level
Faulty speed sensor/circuit Repair circuit or replace speed
sensor(s) (see code 22 XX)
Faulty temperature sensor/circuit Check for temperature reading
which inhibits shifts
Incorrect calibration Install proper calibration
Faulty shift selector Replace shift selector
Hydraulic problem Refer to Range Clutch
Troubleshooting section
Faulty ECU Replace ECU
TRANSMISSION DOES Engine idle speed too fast (neutral Adjust engine idle speed (refer to
NOT SHIFT PROPERLY to range shift) Vehicle Service Manual)
(ROUGH SHIFTS, SHIFTS
OCCURRING AT TOO LOW Faulty throttle sensor/circuit Refer to throttle sensor section for
OR TOO HIGH SPEED) installation and operation
information (Appendix F)
ECU input voltage low Check power, ground, charging
system, and battery function
Incorrect shift calibration for Install correct calibration
vehicle
Instrument panel tachometer Repair or replace tachometer
incorrect
Incorrectly calibrated electronic Calibrate electronic speedometer
speedometer
Faulty speed sensor/circuit Repair circuit or replace speed
sensor (see code 22 XX)
Loose speed sensor Tighten speed sensor retaining
bracket bolt
Mechanic’s Tips for proper dipstick
calibration)

TM 9-2320-312-24-3

TRANSMISSION DOES Crossed wires in harness Check for crossed wires and correct
NOT SHIFT PROPERLY
(ROUGH SHIFTS, SHIFTS Intermittent problems Check wiring harnesses and
OCCURRING AT TOO LOW connectors (Appendix E)
OR TOO HIGH SPEED) (cont’d)
Loose or damaged speed gear Replace output bearing nut sensor
retainer
Control spool valve sticking Overhaul valve body assembly
(refer to transmission Service
Manual)
Sticking stage 2 solenoid valve Overhaul valve body assembly
Manual)
Incorrect calibration Install correct calibration
RETARDER PERFORMANCE COMPLAINTS

A. Retarder Does Not Apply Retarder enable input not activated Turn on retarder enable switch (if
present).
Retarder enable switch not working Replace retarder enable switch (if
present).
ABS input is active (if vehicle is None — This is normal. If ABS is
equipped with ABS) active, retarder will not apply.
Retarder Request below Use DDR to determine counts
10.2 percent signaled by each RMR device
present. At least 15 counts are
required for some retarder apply
and 150–232 counts are required
for full apply. Replace RMR device,
based on test results.
Closed throttle not sensed Use DDR to check throttle signal.
Throttle must be below 9.8 percent
before retarder will apply. Readjust
or replace TPS.
Exception: If TPS has failed and
Service Brake Status input is sensed
by ECU, the retarder will still be
applied.
Active code inhibiting retarder Correct cause for setting these
codes: 42 23, 44 23, 45 23, 46 26,
64 12, 64 23, or 69 29

TM 9-2320-312-24-3

A. Retarder Does Not Apply Transmission output speed below Raise output speed to above 350 rpm
(cont’d) 350 rpm (450 rpm for HD/B 500) (450 rpm for HD/B 500)
Transmission not in a forward range Shift to a forward range
B. Reduced Retarder Effect Retarder accumulator solenoid not Correct cause for setting these
being energized codes: 42 26, 44 26, 45 26, or
69 26.
ECU sensing false overheat Use DDR or VOM to check retarder
condition temperature sensor. Replace sensor
as required.
Normal response to overheating See Table 6–7 in Section 6
(Code 61)
C. Less Retarder Effect Than Transmission fluid aerated due to Check transmission fluid level and
Expected incorrect level correct as required.
Wrong retarder control regulator Check retarder charging pressure.
valve spring Change retarder control valve
regulator spring, if necessary. See
SA2831 WT Series Retarder
Principles of Operation.
ABNORMAL ACTIVITIES OR RESPONSES

A. Excessive Creep in First and Engine idle speed too high Adjust to correct idle speed —
Reverse Gears between 500–800 rpm (refer to
Vehicle Service Manual)
B. No Response to Shift Selector Shift selector not properly Check shift selector response with
connected diagnostic tool. If no response,
check remote connection and
replace if necessary
Using wrong selector on dual Use other selector
station equipment
Faulty shift selector Replace shift selector
Main pressure low Refer to Low Pressure section
Control spool valves sticking (C1, Overhaul valve body assembly
C3, or C5 clutch pressure low) (refer to transmission Service
Manual)

TM 9-2320-312-24-3

C. Vehicle Moves Forward in C1 clutch failed or not released Rebuild C1 clutch (refer to
Neutral* transmission Service Manual)
D. Vehicle Moves Backward in C3 clutch failed or not released Rebuild C3 clutch assembly (refer
Neutral* to transmission Service Manual)
EXCESSIVE FLARE — TPS Adjustment:
ENGINE OVERSPEED ON
FULL-THROTTLE UPSHIFTS — Overstroke — Adjust TPS linkage for proper
stroke (see Appendix F)
— Loose — Tighten loose bolts or
connections
Incorrect calibration Correct calibration
ECU input voltage low Check electrical system and all
connections from battery and ECU
Incorrect fluid level Add fluid to proper level (refer to
Low main pressure See Low Pressure section
Erratic speed sensor signal See code 22 XX
Sticking stage 2 solenoid valve (see Clean and repair stage 2 valve (refer
Solenoid and Clutch sections) to transmission Service Manual)
Piston seals leaking or clutch plates Overhaul transmission (refer to
slipping in range involved (see transmission Service Manual)
Range Clutch Troubleshooting
section)
RANGE CLUTCH TROUBLESHOOTING SECTION

EXCESSIVE SLIPPAGE AND Incorrect calibration Verify calibration
CLUTCH CHATTER
ECU input voltage low Check power, ground, charging
system, and battery functions
Throttle position sensor out of Adjust or replace throttle position
adjustment or failed sensor (refer to Appendix F)
Incorrect speed sensor readings See code 22 XX
* See explanation of NVL in Section 2–3.

TM 9-2320-312-24-3

EXCESSIVE SLIPPAGE AND Incorrect fluid level Correct fluid level (refer to
CLUTCH CHATTER (cont’d) Mechanic’s Tips for proper dipstick
calibration measurements)
Main pressure low Refer to the Low Pressure section
Lockup clutch not applied Inspect lockup clutch system
wiring, pressure, and controls;
repair as necessary (refer to
transmission Service Manual)*
A. Ranges 1, 2, 3, 4 Only C1 clutch slipping, leaks at splitline Inspect control module gasket, C1
(6-Speed) gasket, leaks at rotating clutch clutch plates, and piston and
Ranges 2, 3, 4, 5 only seals, leaks at piston seals, C1 rotating seals; replace/rebuild as
(7-Speed) clutch plates worn necessary (refer to transmission
Service Manual)*
B. Ranges 4, 5, 6 Only C2 clutch slipping, leaks at splitline Inspect control module gasket, C2
(6-Speed) gasket, leaks at rotating clutch clutch plates, and piston and
Ranges 5, 6, 7 only seals, leaks at piston seals, C2 rotating seals; replace/rebuild as
(7-Speed) clutch plates worn necessary (refer to transmission
Service Manual)*
C. Ranges 3, 5, R Only C3 clutch slipping, leaks at face Inspect control module face seals,
(6-Speed) seals, leaks at piston seals, C3 C3 clutch plates, and piston seals;
Ranges 1, 4, 6, R only clutch plates worn replace/rebuild as necessary (refer
(7-Speed) to transmission Service Manual)*
D. Ranges 2, 6 Only C4 clutch slipping, leaks at face Inspect control module face seals,
Ranges 3, 7 only clutch plates worn replace/rebuild as necessary (refer
E. Ranges 1, R Only C5 clutch slipping, leaks at face Inspect control module face seals,
Ranges 2, R only clutch plates worn replace/rebuild as necessary (refer
F. Range Lo Only C6 clutch slipping, leaks at splitline Inspect control module gasket,
(7-Speed) gasket(s), leaks at piston seals, C6 adapter gasket, T-Case gasket(s) C6
clutch plates worn clutch plates, and piston seals;
replace/rebuild as necessary (refer
to transmission Service Manual)*
* See Appendix B — Check main pressure, clutch pressure, and pressure specifications.

TM 9-2320-312-24-3
LOW PRESSURE SECTION

A. Low Main Pressure in Incorrect fluid level Correct fluid level (refer to the
All Ranges Mechanic’s Tips Handbook for
(Including C6, T-Case) correct dipstick calibration)*
Oil filter element clogged or faulty Replace oil filter (refer to
transmission Mechanic’s Tips)
Plugged or faulty suction filter Clean or replace oil suction filter
element and refill the transmission
(refer to transmission Mechanic’s
Tips)
Main pressure regulator valve Overhaul control module assembly
sticking (refer to transmission Service
Manual)
Main pressure regulator valve Check spring and replace if
spring weak, broken, or missing necessary (refer to transmission
Service Manual)
Control module body leakage Replace or rebuild control module
(separator plate not flat, separator assembly. Care should be taken
plate gasket leakage, loose control when removing and labeling shift
valve body bolts) springs (refer to transmission
Service Manual)
Faulty or incorrect fluid pressure Repair or replace gauge
gauge
Oil pump worn or damaged Replace or rebuild oil pump (refer
to transmission Service Manual)
B. Clutch Pressure Low in Specific See Range Clutch Troubleshooting
Ranges, Normal Pressure in section and Appendix B
Other Ranges
C. Low Lubrication Pressure Incorrect fluid level Correct fluid level (refer to the
Mechanic’s Tips Handbook for
Plugged lube filter Change filter (refer to Transmission
Mechanic’s Tips)
Excessive internal fluid leakage Check other pressures (above
items); also check control module
mounting bolts; lubrication valve
and spring (refer to transmission
Service Manual)

TM 9-2320-312-24-3

C. Low Lubrication Pressure Broken or damaged converter Replace damaged or broken parts
(cont’d) regulator retaining pin (refer to transmission Service
Manual)
Cooler lines restricted or leaking Check for kinks, leakage; reroute or
replace lines as necessary
Lubrication valve sticking Replace lubrication valve
Cooler plugged Clean or replace cooler
Faulty gauge Repair or replace gauge
ABNORMAL STALL SPEEDS
(Stall In First Range — 6-Speed)
(Stall In Second Range — 7-Speed)
A. High Stall Speeds Not in gear Select D (Drive)
Low fluid level, aerated fluid Add fluid to proper level (refer to
Mechanic’s Tips for proper dipstick
calibration)
Incorrect torque converter Replace torque converter (refer to
Clutch pressure low Refer to Low Pressure section and
Appendix B
C1 or C5 clutch slipping. Rebuild C1 or C5 clutch (refer to
(7-speed, 2nd gear start) transmission Service Manual)
(6-speed, 1st gear start)
Note: Use the diagnostic tool to
check turbine speed
Higher power engine Confirm proper engine match
B. Low Stall Speeds Engine not performing efficiently Refer to Vehicle Engine
(may be due to plugged or restricted Manufacturer’s Manual or Vehicle
injectors, high altitude conditions, Service Manual
dirty air filters, out of time, throttle
linkage, electronic engine controls
problem)
Stall speeds of 66 percent of normal Replace or rebuild converter
implies freewheeling stator assembly (refer to transmission
Service Manual)
Incorrect torque converter Install correct torque converter (refer
to transmission Service Manual)

TM 9-2320-312-24-3

OVERHEATING IN ALL Aerated fluid — incorrect fluid Adjust fluid to proper level, check
RANGES level for defective pump (refer to
Mechanic’s Tips and transmission
Service Manual)
Air flow to cooler obstructed Remove air flow obstruction
Engine overheat Correct overheat situation (refer to
Vehicle Service Manual)
Inaccurate temperature gauge or Replace gauge and/or sending unit
sending unit
Inaccurate sump temperature sensor Replace temperature sensor or
internal harness (refer to
Transmission cooler lines reversed Connect cooler lines properly (oil
and water should flow in opposite
directions)
Fluid cooler lines restricted Remove restrictions, clean or
replace lines (refer to Vehicle
Service Manual)
Torque converter (wrong converter, Replace or repair converter
no lockup, stuck stator, or slipping assembly. (refer to transmission
stator) Service Manual)
Note: Stuck stator will not allow
cool down in neutral
Cooler flow loss due to internal Overhaul transmission (refer to
leakage transmission Service Manual)
Inadequate cooler sizing See vehicle OEM for specifications
Excessive cooler circuit pressure Check for plugged cooler, lines too
drop small, collapsed hose, too many
elbows in circuit
FLUID COMES OUT OF THE Dipstick loose Tighten cap, replace if necessary
FLUID FILL TUBE AND/OR
BREATHER Fluid level too high Drain to proper level (refer to
Fluid level too low Add fluid to proper level
Breather stopped up — clogged Clean or replace breather (refer to

TM 9-2320-312-24-3

FLUID COMES OUT OF THE Fluid contaminated with foreign Drain and replace fluid. Locate and
FLUID FILL TUBE AND/OR liquid fix source of additional fluid (refer
BREATHER (cont’d) to transmission Service Manual if
repair is needed)
Dipstick or fill tube seal worn Replace seals or dipstick
Incorrect dipstick marking Calibrate dipstick (refer to
NOISE OCCURRING Low fluid level Add fluid to proper level (refer to
INTERMITTENTLY (BUZZING) transmission Mechanic’s Tips for
Air leak in oil suction screen Replace oil suction screen canister
canister (refer to transmission Service
Manual)
Clogged filters Replace filters (refer to
Aerated fluid causes noisy pump Correct fluid level (refer to
Low main pressure causes main See Low Pressure section
regulator valve to oscillate
LEAKING FLUID Faulty or missing seal at output Install new lip-type seal in rear of
(OUTPUT SHAFT) flange transmission housing (refer to
Machine lead on output flange seal Replace flange
surface
Flange worn at seal surface Replace flange
Insufficient seal around seal OD When replacing seal, apply sealant
Manual)
Damaged, missing, or loose output Replace and/or torque output flange
flange bolts bolts
Damaged or missing flange button Replace flange button O-ring
O-ring
Damaged or missing bolt O-rings Replace O-rings

TM 9-2320-312-24-3

TRANSMISSION INPUT Front seal leaks Replace front seal (refer to
Converter leaks Check converter seals, cracked
converter pump tangs, converter
cover, or converter housing
porosity; replace parts as required
Manual)
PTO driveline out of specification Bring driveline into specification
DIRTY FLUID Failure to change fluid and filters Change fluid and install new filters
(refer to transmission Mechanic’s
Tips)
Excessive heat Refer to Overheating section
Damaged fluid filter/seals Replace oil filter/seals (refer to
Substandard fluid Use recommended fluid (refer to
Clutch/transmission failure Overhaul transmission (refer to
POWER TAKEOFF (PTO)*

A. Leaks Damaged or cocked seal Replace seal
PTO flange grooved at seal Replace PTO flange
Loose flange Inspect flange and bolts; replace if
necessary and properly torque bolts
Loose bolts or damaged gaskets Replace gasket and/or properly
torque bolts
Loose or damaged hydraulic lines Tighten fittings (replace if
(clutched drive) necessary)
B. Noisy PTO Faulty driven component Replace faulty driven component
Gears or bearings worn, damaged, Rebuild PTO with new gears or
or contaminated bearings
C. No or Intermittent Operation Electrical problem (switch, Inspect for electrical problem and
(Clutched Drive) connectors, solenoid, or wires) repair (see Appendix E)
* Contact your nearest Allison dealer/distributor with specific questions relating to PTO repair.

TM 9-2320-312-24-3

C. No or Intermittent Operation Damaged or worn clutch Rebuild clutch assembly
(Clutched Drive) (cont’d)
Clutch piston seals damaged or Rebuild clutch assembly
missing
Inadequate fluid pressure to PTO Inspect and repair fluid pressure
supply; line kinked, loose, or
plugged; orifice too small
Engine speed outside operating Increase or reduce engine speed to
band move within operating band
Drive or driven gear teeth damaged Replace damaged gears (refer to
TRANSFER CASE (T-CASE)

A. Will Not Go Into First Range TPS adjustment Properly adjust TPS (refer to
Appendix F)
Engine speed too high Reduce Engine Speed
Wrong calibration Calibrate properly
Wrong control module (6 speed Install correct control module
instead of 7 speed)
Faulty wiring, solenoid connectors Check wiring and connectors in
control module (refer to
Faulty C6 seals Replace C6 piston seals (refer to
Worn C6 clutch plates Rebuild C6 (refer to transmission
Service Manual)
B. Makes Excessive Noise Improperly shimmed bearings Check all T-case bearings as
directed in transmission repair
manual. Reshim as necessary.
C. No Front Output Drive Differential clutch bad (C7 piston Rebuild differential clutch (refer to
seals, C7 rotating seals, C7 clutch transmission Service Manual)
plates, C7 check ball)
C7 electrical (wires, solenoids, Inspect and repair C7 electrical
terminals, connectors) system (refer to Appendix E)
D. Transmission Fluid Leaks Damaged output seal, output flange Determine source of leak and repair
seal journal, gasketed mating (refer to transmission Service
surfaces, bearing endcaps, electrical Manual)
connector, oil scavenge line

TM 9-2320-312-24-3
Table 8–1. Resistance Module Troubleshooting Data
Resistance Check in Resistance Wiring to Control

Voltage Signal**
Module* Device
Description
Resistance — Ohms % Retarder Voltage
Terminals Device Terminal
± 5% Application ± 0.2V
Auto Full On A to C 12K 100 3.6 No connections
Pressure Switch A to C 32K 0 1.1 A
Full On 100 3.6 B
High
3-Step E-10R Bendix A to C 32K 0 1.1 A
Pedal 32 1.9 B
58 2.8 C
100 3.6 D
6-Step Hand Lever — A to C 32K
Off 0 1.1 +
Position 1 16 1.5 1
Position 2 28 1.9 2
Position 3 48 2.3 3
Position 4 65 2.8 4
Position 5 84 3.2 5
Position 6 100 3.6 6
Auto 1/2 On A to C 12K 50 2.4 No connections
3 Pressure Switches — A to C 32K 0 1.1
Low 32 1.9 A
B
Medium 68 2.3 A
B
High 100 3.6 A
B
Auto 1/3 On A to C 21.4K
2 Pressure Switches
Auto 32 1.9
Medium 68 2.8 A
B
High 100 3.6 A
B
Dedicated Pedal No Checks Interface not a 0 0.7–1.2 A
resistance module 100 3.4–3.5 B
C
* Resistance module must be disconnected from the wiring harness and retarder control devices.
** These voltages must be measured between terminals A and B.

TM 9-2320-312-24-3
APPENDICES
Appendix A Identification of Potential Circuit Problems
Appendix B Checking Clutch and Retarder Pressures
Appendix C Solenoid and Clutch Chart
Appendix D Wire/Connector Chart
Appendix E Connector Part Numbers, Terminal Part Numbers,

Tool Part Numbers, and Repair Instructions
Appendix F Throttle Position Sensor Adjustment
Appendix G Welding on Vehicle/Vehicle Interface Module
Appendix H Hydraulic Schematics
Appendix J WT Wiring Schematic
Appendix K TransID 1 Temperature Sensor and Solenoid

Resistance Charts
Appendix L Externally-Generated Electronic Interference
Appendix M Diagnostic Tree — WT Series Hydraulic System
Appendix N Pro-Link® 9000 Diagnostic Data Reader Information
Appendix P Input/Output Function Wiring Schematics
Appendix Q TransID 2 Thermistor Troubleshooting Information
Copyright © 1999 General Motors Corp. A–-1

TM 9-2320-312-24-3
APPENDICES
NOTES

TM 9-2320-312-24-3
APPENDIX A — IDENTIFICATION OF POTENTIAL CIRCUIT PROBLEMS
Intermittent codes are a result of faults that are detected, logged, and then disappear, only to recur later. If, when
troubleshooting, a code is cleared in anticipation of it recurring and it does not, check the items in the following list
for the fault’s source.
A. Circuit Inspection
1. Intermittent power/ground problems — can cause voltage problems during ECU diagnostic checks
which can set various codes depending upon where the ECU was in the diagnostic process.
2. Damaged terminals.
3. Dirty or corroded terminals.
4. Terminals not fully seated in the connector. Check indicated wires by uncoupling connector and
gently pulling on the wire at the rear of the connector and checking for excessive terminal move-
ment.
5. Connectors not fully mated. Check for missing or damaged locktabs.
6. Screws or other sharp pointed objects pushed into or through one of the harnesses.
7. Harnesses which have rubbed through and may be allowing intermittent electrical contact between
two wires or between wires and vehicle frame members.
8. Broken wires within the braiding and insulation.
B. Finding an Intermittent Fault Condition

To find a fault, like one of those listed, examine all connectors and the external wiring harnesses. Harness
routing may make it difficult to see or feel the complete harness. However, it is important to thoroughly
check each harness for chafed or damaged areas. Road vibrations and bumps can damage a poorly installed
harness by moving it against sharp edges and cause some of the faults. If a visual inspection does not
identify a cause, move and wiggle the harness by hand until the fault is duplicated.
The next most probable cause of an intermittent code is an electronic part exposed to excessive vibration,
heat, or moisture. Examples of this are:
1. Exposed harness wires subjected to moisture.

2. A defective connector seal allows moisture to enter the connector or part.
3. An electronic part (ECU, shift selector, solenoid, or throttle sensor) affected by vibration, heat, or
moisture may cause abnormal electrical conditions within the part.
When troubleshooting Item 3, eliminate all other possible causes before replacing any parts.
Another cause of intermittent codes is good parts in an abnormal environment. The abnormal environment
will usually include excessive heat, moisture, or voltage. For example, an ECU that receives excessive
voltage will generate a diagnostic code as it senses high voltage in a circuit. The code may not be repeated
consistently because different circuits may have this condition on each check. The last step in finding an
intermittent code is to observe if the code is set during sudden changes in the operating environment.
Troubleshooting an intermittent code requires looking for common conditions that are present whenever
the code is diagnosed.
Copyright © 1999 General Motors Corp. A–1

TM 9-2320-312-24-3
APPENDIX A — IDENTIFICATION OF POTENTIAL
DIAGNOSTIC CODES CIRCUIT PROBLEMS
C. Recurring Conditions
A recurring condition might be:
• Rain
• Outside temperature above or below a certain temperature
• Only on right-hand or left-hand turns
• When the vehicle hits a bump, etc.
If such a condition can be related to the code, it is easier to find the cause. If the time between code
occurrences is very short, troubleshooting is easier than if it is several weeks or more between code
occurrences.
A–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX B — CHECKING CLUTCH AND RETARDER PRESSURES
Checking individual clutch pressures helps to determine if a transmission malfunction is due to a mechanical or an
electrical problem. Properly making these pressure checks requires transmission and vehicle (or test stand)
preparation, recording of data, and comparing recorded data against specifications provided. These instructions are
for all WT Series transmissions.
NOTE: Check to see if there are diagnostic codes set which are related to the transmission difficulty you are
evaluating. Proceed to make mechanical preparations for checking clutch pressures after codes have
first been evaluated.
A. Transmission and Vehicle Preparation

1. Remove the plugs from the pressure tap locations where measurement is desired (refer to
Figure B–1).
MD/B 300/B 400 MD 3070PT TRANSFER CASE HD/B 500

C3
C6 (MD 3070PT ONLY) C5
C3
C5
MAIN
C7
MAIN
MAIN
C2 LU
C2
LU C4 T-CASE
C6 PRESSURE TAP C4
CONNECTOR (On left side of
C1 C1
adapter housing,
near the bottom) HD 4070
FRONT VIEW
NOTE: Retarder charging pressure tap is located on the

retarder control valve body for all models with retarder.
V05929
Figure B–1. Clutch Pressure Check Points
Be sure that the hydraulic fittings have the same thread as the plugs removed
CAUTION: (7/16-20 UNF-2A). Also please note that these fittings must be straight thread,
O-ring style. Failure to do this will result in damage to the control module.
2. Install hydraulic fittings suitable for attaching pressure gauges or transducers.

3. Connect pressure gauges or transducers. Pressure gauge set J 26417-A is available for this
purpose. See Table B–2 for pressure levels expected.
4. Check that engine speed can be monitored (Pro-Link® 9000 diagnostic tool may be used for this
purpose).
Copyright © 1999 General Motors Corp. B–1

TM 9-2320-312-24-3
5. Be sure that transmission sump fluid temperature can be measured (Pro-Link® 9000 diagnostic
tool may be used for this purpose).
6. Be sure that the transmission has enough fluid for cold operation until an operating temperature
fluid level can be set.
7. Bring the transmission to normal operating temperature of 71–93ºC (160–200ºF). Check for fluid
leaks in the added pressure gauge/transducer lines. Repair leaks as needed. Be sure that fluid level
is correct.
B. Recording Data
1. Use the Pro-Link® 9000 diagnostic tool, which allows checking of individual range clutch pres-
sures, with the vehicle stationary. Consult Appendix N or the Pro-Link® 9000 operating instruc-
tions for Action Request and select Clutch Test Mode. Follow instructions to check clutch pres-
sures in individual ranges.
NOTE: Check lockup clutch pressure by driving the vehicle in a range where lockup can be obtained. Record
the pressure values at the engine speed and sump fluid temperature values shown in Table B–1. The
lockup clutch is functioning correctly when engine speed and turbine speed values are equal as
recorded from the Pro-Link® 9000.
2. Consult Table B–1 and locate the transmission model that you are testing.
3. Operate the transmission at the conditions shown in Table B–1 and record engine speed, transmis-
sion sump fluid temperature, main hydraulic pressure, and clutch pressures in the ranges where a
problem is suspected.
Table B–1. Clutch Pressure Test Conditions

Transmission Model/ Sump Fluid
Test Type Engine rpm Temperature Range Clutches Pressurized
All (except MD 3070) 580–620 71–93ºC Neutral C5
— Idle Check (160–200ºF) Reverse C3 C5
1C C1 C5
2C (2nd range start) C1 C4
MD 3070 — Idle Check 580–620 71–93ºC Neutral C5
(160–200ºF) Reverse C3 C5
LowC C3 C6
1C C1 C5
MD (except 3070) 2080–2120 71–93ºC Reverse C3 C5
B 300/B 400 — High Speed (160–200ºF) Neutral C5
1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
4L C1 C2 LU
5L C2 C3 LU
6L C2 C4 LU
B–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
Table B–1. Clutch Pressure Test Conditions (cont’d)

Transmission Model/ Sump Fluid
Test Type Engine rpm Temperature Range Clutches Pressurized
MD 3070 — High Speed 2080–2120 71–93ºC Reverse C3 C5
(160–200ºF) Neutral C5
LowC C3 C6
1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
4L C1 C2 LU
5L C2 C3 LU
6L C2 C4 LU
HD/B 500 — High Speed 1780–1820 71–93ºC Reverse C3 C5
(160–200ºF) Neutral C5
LowC** C1 C6
1C C1 C5
2C C1 C4
2L C1 C4 LU
3L C1 C3 LU
4L C1 C2 LU
5L C2 C3 LU
6L C2 C4 LU
** Only applies to HD 4070.
C. Comparing Recorded Data to Specifications

1. Be sure that engine speed and transmission sump fluid temperatures were within the values
specified in Table B–1.
2. Compare the main pressure and clutch pressure data, recorded in Step B, with the specifications in
Table B–2.
3. If clutch pressures are within specifications, return the transmission and vehicle to their original
configuration and proceed with electrical troubleshooting.
4. If clutch pressures are not within specification, take corrective action to replace the internal parts
of the transmission necessary to correct the problem. (Refer to the Transmission Service Manual
for the model being checked.)
5. Recheck pressure values after the transmission has been repaired.
6. Return the transmission to its original configuration. (Remove instrumentation and reinstall any
components removed for the pressure testing.)

Table B–2. Main Pressure and Clutch Pressure Specifications
B–4
(Sump Fluid Temperature Same as in Table B–1)

D’BOX
Transmission Main Press. Range Clutch Conv. Out Lube LU Clutch MAIN
Model/Test Engine Clutches Spec Press. Spec* Press. Spec Press. Spec Press. Spec* Press. Spec*
Type rpm Range Applied kPa [psi] kPa [psi] kPa [psi] kPa [psi] kPa [psi] kPa [psi]
MD — Idle 580–620 Neutral C5 1400–2000 0–40 (C5) [0–5.8] —
(except 3070) [203–290]
Reverse C3 C5 1400–2000 0–40 (C3 And C5) 3.5 min.
[203–290] [0–5.8] [0.5 min.]
1C C1 C5 1300–1970 0–70 (C1) [0–10] 3.5 min.
[0.5 min.]
[189–286] 0–40 (C5) [0–5.8]
TM 9-2320-312-24-3
2C C1 C4 1300–1970 0–70 (C1) [0–10] 3.5 min.
[189–286] 0–40 (C4) [0–5.8] [0.5 min.]
MD 3070 — Neutral C5 1400–2000 0–40 (C5) — 1400–2000
Idle [203–290] [0–5.8] [203–290]
Reverse C3 C5 1400–2000 0–40 (C3 And C5) 3.5 min. 1400–2000
[203–290] [0–5.8] [0.5 min.] [203–290]
LowC C3 C6 1300–1970 0–40 (C3 And C6) 3.5 min. 1300–1970
[189–286] [0–5.8] [0.5 min.] [189–286]
1C C1 C5 1300–1970 0–70 (C1) [0–10] 3.5 min. 1300–1970
[189–286] 0–40 (C5) [0–5.8] [0.5 min.] [189–286]
MD — 2080–2120 Neutral C5 1825–1965 0–40 (C5) 310–410 150–190
High Speed [265–285] [0–5.8] [45–60] [22–28]
(except 3070) Reverse C3 C5 1825–1965 0–40 (C3 And C5) 310–410 150–190
[265–285] [0–5.8] [45–60] [22–28]
1C C1 C5 1550–1690 0–70 (C1) [0–10] 310–410 150–190
[225–245] 0–40 (C5) [0–5.8] [45–60] [22–28]
* Subtract clutch pressure from main pressure; the difference must fall within the specifications given (unless a pressure
range is supplied).
(Sump Fluid Temperature Same as in Table B–1) (cont’d)

D’BOX
MD — 2080–2120 2C C1 C4 1550–1690 0–70 (C1) [0–10] 310–410 150–190
High Speed [225–245] 0–40 (C4) [0–5.8] [45–60] [22–28]
(except 3070) 2L C1 C4 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60
(cont’d) [160–180] 0–40 (C4) [0–5.8] [45–60] [22–28] [0–8.7]
3C C1 C3 1550–1690 0–70 (C1) [0–10] 310–410 150–190
[45–60] [22–28]
[225–245] 0–40 (C3) [0–5.8]

3L C1 C3 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60
TM 9-2320-312-24-3
[160–180] 0–40 (C3) [0–5.8] [45–60] [22–28] [0–8.7]
4C C1 C2 1550–1690 0–70 (C1) [0–10] 310–410 150–190
[225–245] 0–70 (C2) [0–10] [45–60] [22–28]
4L C1 C2 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60
[160–180] 0–70 (C2) [0–10] [45–60] [22–28] [0–8.7]
5C C2 C3 1550–1690 0–70 (C2) [0–10] 310–410 150–190
[225–245] 0–40 (C3) [0–5.8] [45–60] [22–28]
5L C2 C3 LU 1100–1240 0–70 (C2) [0–10] 310–410 150–190 0–60
[160–180] 0–40 (C3) [0–5.8] [45–60] [22–28] [0–8.7]
6C C2 C4 1550–1690 0–70 (C2) [0–10] 310–410 150–190
[225–245] 0–40 (C4) [0–5.8] [45–60] [22–28]
6L C2 C4 LU 1100–1240 0–70 (C2) [0–10] 310–410 150–190 0–60
[160–180] 0–40 (C4) [0–5.8] [45–60] [22–28] [0–8.7]
B–5
range is supplied).
B–6

D’BOX
MD 3070 — 2080–2120 Neutral C5 1825–1965 0–40 (C5) 310–410 150–190 1440–1700
High Speed [265–285] [0–5.8] [45–60] [22–28] [209–247]
Reverse C3 C5 1825–1965 0–40 (C3 And C5) 310–410 150–190 1440–1700
[265–285] [0–5.8] [45–60] [22–28] [209–247]
LowC C3 C6 1550–1690 0–40 (C3 And C6) 310–410 150–190 1440–1700
[45–60] [22–28]
[225–245] [0–5.8] [209–247]
TM 9-2320-312-24-3
1C C1 C5 1550–1690 0–70 (C1) [0–10] 310–410 150–190 1440–1700
[225–245] 0–40 (C5) [0–5.8] [45–60] [22–28] [209–247]
2C C1 C4 1550–1690 0–70 (C1) [0–10] 310–410 150–190 1440–1700
[225–245] 0–40 (C4) [0–5.8] [45–60] [22–28] [209–247]
2L C1 C4 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60 1440–1700
[160–180] 0–40 (C4) [0–5.8] [45–60] [22–28] [0–8.7] [209–247]
3C C1 C3 1550–1690 0–70 (C1) [0–10] 310–410 150–190 1440–1700
[225–245] 0–40 (C3) [0–5.8] [45–60] [22–28] [209–247]
3L C1 C3 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60 1440–1700
[160–180] 0–40 (C3) [0–5.8] [45–60] [22–28] [0–8.7] [209–247]
4C C1 C2 1550–1690 0–70 (C1 And C2) 310–410 150–190 1440–1700
[225–245] [0–10] [45–60] [22–28] [209–247]
4L C1 C2 LU 1100–1240 0–70 (C1 And C2) 310–410 150–190 0–60 1440–1700
[160–180] [0–10] [45–60] [22–28] [0–8.7] [209–247]
5C C2 C3 1550–1690 0–70 (C2) [0–10] 310–410 150–190 1440–1700
[225–245] 0–40 (C3) [0–5.8] [45–60] [22–28] [209–247]
range is supplied).

D’BOX
MD 3070 — 2080–2120 5L C2 C3 LU 1100–1240 0–70 (C2) [0–10] 310–410 150–190 0–60 1440–1700
High Speed [160–180] 0–40 (C3) [0–5.8] [45–60] [22–28] [0–8.7] [209–247]
(cont’d)
6C C2 C4 1550–1690 0–70 (C2) [0–10] 310–410 150–190 1440–1700
[225–245] 0–40 (C4) [0–5.8] [45–60] [22–28] [209–247]
310–410 150–190
6L C2 C4 LU 1100–1240 0–70 (C2) [0–10] 0–60 1440–1700

[160–180] 0–40 (C4) [0–5.8] [45–60] [22–28] [0–8.7] [209–247]
TM 9-2320-312-24-3
HD — Idle 580–620 Neutral C5 1400–2000 0–40 (C5) —
[203–290] [0–5.8]
Reverse C3 C5 1400–2000 0–40 (C3 And C5) 3.5 min.
[203–290] [0–5.8] [0.5 min.]
1C C1 C5 1300–1970 0–70 (C1) [0–10] 3.5 min.
[189–286] 0–40 (C5) [0–5.8] [0.5 min.]
2C C1 C4 1300–1970 0–70 (C1) [0–10] 3.5 min.
[189–286] 0–40 (C4) [0–5.8] [0.5 min.]
HD — 1780–1820 Neutral C5 1825–1965 0–40 (C5) 310–410 150–190
High Speed [265–285] [0–5.8] [45–60] [22–28]
Reverse C3 C5 1825–1965 0–40 (C3 And C5) 310–410 150–190
[265–285] [0–5.8] [45–60] [22–28]
LowC** C3 C6 1550–1690 0–40 (C3 And C6) 310–410 150–190
[225–245] [0–5.8] [45–60] [22–28]
1C C1 C5 1550–1690 0–70 (C1) [0–10] 310–410 150–190
[225–245] 0–40 (C5) [0–5.8] [45–60] [22–28]
range is supplied).
** HD 4070 Only.
B–7
B–8

D’BOX
HD — 1780–1820 2C C1 C4 1550–1690 0–70 (C1) [0–10] 310–410 150–190
High Speed [225–245] 0–40 (C4) [0–5.8] [45–60] [22–28]
(cont’d) 2L C1 C4 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60
[160–180] 0–40 (C4) [0–5.8] [45–60] [22–28] [0–8.7]
3C C1 C3 1550–1690 0–70 (C1) [0–10] 310–410 150–190
[45–60] [22–28]
[225–245] 0–40(C3) [0–5.8]

3L C1 C3 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60
TM 9-2320-312-24-3
[160–180] 0–40 (C3) [0–5.8] [45–60] [22–28] [0–8.7]
4C C1 C2 1550–1690 0–70 (C1) [0–10] 310–410 150–190
[225–245] 0–70 (C2) [0–10] [45–60] [22–28]
4L C1 C2 LU 1100–1240 0–70 (C1) [0–10] 310–410 150–190 0–60
[160–180] 0–70 (C2) [0–10] [45–60] [22–28] [0–8.7]
5C C2 C3 1550–1690 0–70 (C2) [0–10] 310–410 150–190
[225–245] 0–40 (C3) [0–5.8] [45–60] [22–28]
5L C2 C3 LU 1100–1240 0–70 (C2) [0–10] 310–410 150–190 0–60
[160–180] 0–40 (C3) [0–5.8] [45–60] [22–28] [0–8.7]
6C C2 C4 1550–1690 0–70 (C2) [0–10] 310–410 150–190
[225–245] 0–40 (C4) [0–5.8] [45–60] [22–28]
6L C2 C4 LU 1100–1240 0–70 (C2) [0–10] 310–410 150–190 0–60
[160–180] 0–40 (C4) [0–5.8] [45–60] [22–28] [0–8.7]
range is supplied).
TM 9-2320-312-24-3
D. Retarder Pressure Checks — MD/B 300/B 400 And HD/B 500

1. MD 3060/3066, B 300, B 400 Test Conditions:
Second Range Lockup, 100 Percent Retarder Apply, Input Speed = 1075–1125 rpm
2. MD 3560 Test Conditions:

Table B–3. Retarder Specifications At Above Test Conditions

Parameter To Check High Capacity Medium Capacity Low Capacity
1200–1260 1200–1260 1200–1260
Main Pressure–kPa [psi]
[174–183] [174–183] [174–183]
250–370 215–280 140–240
Retarder Charge Pressure–kPa [psi]
[36–54] [31–41] [20–35]
250–340 210–300 140–255
Cooler In Pressure–kPa [psi]
[36–49] [30–44] [20–37]
Cooler In Temperature–˚C [˚F] 150 [300] Max (Ref) 150 [300] Max (Ref) 150 [300] Max (Ref)
3. HD 4060/4070/B 500 Test Conditions:

4. HD 4560 Test Conditions:

Table B–4. Retarder Specifications At Above Test Conditions

Parameter To Check High Capacity Medium Capacity Low Capacity
1120–1270 1120–1270 1120–1270
Main Pressure–kPa [psi]
[162–184] [162–184] [162–184]
375–480 345–450 325–420
Retarder Charge Pressure–kPa [psi]
[54–70] [50–65] [47–61]
360–530 310–510 290–480
Cooler In Pressure–kPa [psi]
[52–77] [45–74] [42–70]
Cooler In Temperature–˚C [˚F] 150 [300] Max (Ref) 150 [300] Max (Ref) 150 [300] Max (Ref)

TM 9-2320-312-24-3
NOTES
B–10 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX C — SOLENOID AND CLUTCH CHART
BASIC CONFIGURATION
Range Solenoid Non-Latching Modulating Clutches
A B C D E F G
N/O N/O N/C N/C N/C N/C N/C C1 C2 C3 C4 C5 LU
6 X X 0 Y Y 0
5 X X 0 X Y Y 0
4 0 X Y Y 0
3 X X 0 X Y Y 0
2 X X 0 X Y Y 0
1 X X 0 Y Y 0
N1 X X * X 0 * Y 0
NVL X X X X Y Y
N2 X X X Y
N3 X X X Y
N4 X X X Y
R X X X X Y Y
NOTE: See Page C–2 for legend.
7-SPEED CONFIGURATION (MD 3070 AND HD 4070)

Solenoid Non-Latching Modulating
N/O N/O N/C N/C N/C N/C N/C N/C N/C N/C Clutches
Range
C1 C2 C3 C4 C5 LU FWD LOW C6 DIF
A B C D E F G N J H C1 C2 C3 C4 C5 LU C6 DIF
6 X X 0 0 Y Y 0 0
5 X X 0 X 0 Y Y 0 0
4 0 X 0 Y Y 0 0
3 X X 0 X 0 Y Y 0 0
2 X X 0 X 0 Y Y 0 0
1 X X 0 0 Y Y 0 0
LO X 0 X X X 0 Y 0 Y 0
N1 X X * X 0 Y 0
N2 X X X X 0 Y 0
N3 X X X X 0 Y 0
N4 X X X X 0 Y 0
R X X X X 0 Y Y 0
NOTE: See Page C–2 for legend.
Copyright © 1999 General Motors Corp. C–1

TM 9-2320-312-24-3
APPENDIX C — SOLENOID AND CLUTCH CHART
LEGEND
X Indicates solenoid is electrically ON.
Y Indicates clutch is hydraulically applied.
Blank Indicates solenoid is electrically OFF or clutch is not hydraulically applied.
0 Optional ON or OFF.
* See NVL explanation below.
NVL As a diagnostic response:
If Turbine Speed is below 150 rpm when Output Speed is below 100 rpm and Engine Speed is
above 400 rpm, Neutral Very Low (NVL) is commanded when N1 (Neutral) is the selected
range. NVL is achieved by turning D solenoid “on” in addition to E solenoid being “on,” which
locks the output. Otherwise, D solenoid is turned off in N1 (Neutral).
As a commanded range when shifting to Fire Truck Pump Mode:
While wire 118 is energized before wire 117 is energized when going into Fire Truck Pump
Mode, Neutral Very Low (NVL) will be commanded to lock the output to assist the shifting of
the split-shaft PTO transfer case from road mode to pump mode. While wire 118 is de-energized
before wire 117 is de-energized when shifting out of Fire Truck Pump Mode, Neutral Very Low
(NVL) will be commanded to lock the output to assist the shifting of the split-shaft PTO transfer
case from pump mode to road mode.
C–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX D — WIRE/CONNECTOR CHART
The connector information in this appendix is provided for the convenience of the servicing technician. The
connector illustration and pin identifications for connection to Allison Transmission components will be accurate.
Allison Transmission components are the ECU, speed sensors, retarder connectors, transmission connectors, and
shift selectors. Other kinds of connectors for optional or customer-furnished components are provided based on
typical past practice for an Allison-designed system.
Contact St. Clair Technologies, Inc. or your vehicle manufacturer for information on connectors not found in this
appendix.
NOTE: The following abbreviation guide should be used to locate connector termination points for wires in
the WTEC III wiring harness(es).
Table D–1. Appendix D Abbreviation Guide

Termination Point Abbreviation Connector Name
AGND Analog Ground
ASOL Solenoid A — Transmission Control Module
BSOL Solenoid B — Transmission Control Module
C3PS C3 Pressure Switch — Control Module
CSOL Solenoid C — Transmission Control Module
DDRD Diagnostic Connector — Deutsch
DDRP Diagnostic Connector — Packard
DSOL Solenoid D — Transmission Control Module
ECU–S Electronic Control Unit — Selector (S) Connector
ECU–S Electronic Control Unit — Vehicle (V) Connector
ECU–T Electronic Control Unit — Transmission (T) Connector
ESOL Solenoid E — Transmission Control Module
GSOL Solenoid F — Transmission Control Module
GSOL Solenoid G — Transmission Control Module
HSOL Retarder H Solenoid — Retarder Housing Or Retarder Valve Body
J1939 J1939 Datalink From ECU Selector (S) Harness
JSOL Solenoid J — Transmission Control Module (7-Speed Only)
NE Engine Speed Sensor
NO Output Speed Sensor
NSOL Retarder Accumulator Solenoid
NSOL Solenoid N — Transmission Control Module (7-Speed Only)
NT Turbine Speed Sensor
OBDII Diagnostic Connector — GMC On Board Diagnostics
OLS Oil Level Sensor
PSS Primary Shift Selector
RMOD Retarder Module (Units Built Prior To 1/98)
RMR Retarder Modulation Request Device
RNGTRM Chassis Ground Ring Terminal
RTEMP Retarder Temperature — Retarder Housing
Copyright © 1999 General Motors Corp. D–1

TM 9-2320-312-24-3
Table D–1. Appendix D Abbreviation Guide (cont’d)

Termination Point Abbreviation Connector Name
SCI Serial Communication Interface
SSS Secondary Shift Selector
TCASE MD 3070 Transfer Case
TPS Throttle Position Sensor
TRANS Transmission Feedthrough Harness
VIM Vehicle Interface Module
VIWS Vehicle Interface Wiring — ECU Selector (S) Harness
VIWV Vehicle Interface Wiring — ECU Vehicle (V) Harness
D–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
COLOR CODE BLACK
16 1
32 17
V03368
Figure D–1. ECU Connector “S”
ECU CONNECTOR “S” (BLACK)

Terminal No. Color Wire No. Description Termination Point(s)
1 White 142-S1 Serial Communication Interface, High DDRP-J, DDRD-A, OBDII-7
2 Tan 159-S2 Diagnostic Communication Link (ISO9141) VIWS-A
3 Pink 124-S3 Sensor Power RMR-C, PSS-N, SSS-N
4 Yellow 146-S4 Ignition Sense VIWS-E, DDRP-H, DDRD-C,
OBDII-16
5 Orange 170-S5 Primary Shift Selector, Data Bit 1 PSS-A
6 Green 171-S6 Primary Shift Selector, Data Bit 2 PSS-B
7 Blue 172-S7 Primary Shift Selector, Data Bit 4 PSS-C
8 Yellow 173-S8 Primary Shift Selector, Data Bit 8 PSS-D
9 Tan 174-S9 Primary Shift Selector, Parity PSS-E
10 Green 175-S10 Shift Selector Mode Input PSS-M, SSS-M
11 Yellow 119-S11 General Purpose Input 4 VIWS-M
12 Green 182-S12 CAN Controller Shield (J1939) J1939C
13 Pink 183-S13 CAN Controller, High (J1939) J1939A
14 Blue 180-S14 Shift Selector Display PSS-S, SSS-S
15 Orange 176-S15 General Purpose Output 6 PSS-L, SSS-L, VIWS-L
16 Pink 136-S16 Battery Power PSS-R, SSS-R
17 Blue 151-S17 Serial Communication Interface, Low DDRP-K, DDRD-B, OBDII-15
18 Tan 166-S18 General Purpose Output 7 VIWS-N
19 Green 135-S19 Analog Ground RMR-A
20 Yellow 164-S20 Retarder Modulation Request RMR-B
21 Orange 190-S21 Secondary Shift Selector, Data Bit 1 SSS-A
22 Green 191-S22 Secondary Shift Selector, Data Bit 2 SSS-B
23 Blue 192-S23 Secondary Shift Selector, Data Bit 4 SSS-C
24 Yellow 193-S24 Secondary Shift Selector, Data Bit 8 SSS-D
25 Tan 194-S25 Secondary Shift Selector, Parity SSS-E
26 Blue 169-S26 General Purpose Input 12 VIWS-S
27 Blue 163-S27 General Purpose Input 6 VIWS-R
28 Yellow 126-S28 General Purpose Input 9 VIWS-C
29 Gray 184-S29 CAN Controller, Low (J1939) J1939-B
30 Tan 157-S30 Vehicle Speed VIWS-D
31 Green 115-S31 Check Transmission VIWS-B
32 Gray 143-S32 Battery Ground PSS-P, SSS-P, VIWS-P, DDRP-A,
DDRD-E, OBDII-5

TM 9-2320-312-24-3
COLOR CODE BLUE
16 1
32 17
V03372
Figure D–2. ECU Connector “T”
ECU CONNECTOR “T” (BLUE)

1 Orange 102-T1 Solenoid Power, Solenoids A, D, and J TRANS-A
(MD 3070 only)
2 Tan 121-T2 Solenoid Power, Solenoids B and E TRANS-H
3 Green 107-T3 Solenoid Power, Solenoid F TRANS-E
4 White 120-T4 A Solenoid, Low TRANS-G
5 Green 103-T5 C Solenoid, Low TRANS-B
6 Tan 129-T6 E Solenoid, Low TRANS-K
7 White 104-T7 G Solenoid, Low TRANS-C
8 Blue 111-T8 J Solenoid, Low TRANS-e
9 Pink 124-T9 Sensor Power TRANS-D, TPS-C, RMR-C
10 Blue 156-T10 Throttle Position Sensor TPS-B
11 Yellow 164-T11 Retarder Modulation Request RMR-B
12 White 162-T12 C3 Pressure Switch Input TRANS-X
13 Yellow 195-T13 Transmission Identification TRANS-W
14 Tan 141-T14 Engine Speed Sensor, High NE-A
15 Orange 149-T15 Turbine Speed Sensor, High NT-A (HD), TRANS-V (MD)
16 Yellow 139-T16 Output Speed Sensor, High NO-A, TCASE-C (MD 3070),
RMOD-C (MDR)
17 Yellow 130-T17 Solenoid Power, Solenoids C and G TRANS-L
18
19 Yellow 116-T19 Solenoid Power, Solenoids H and N HSOL-B, NSOL-B, TRANS-g,
TCASE-B (MD 3070),
RMOD-B (MDR)
20 Orange 128-T20 B Solenoid, Low TRANS-J
21 Blue 131-T21 D Solenoid, Low TRANS-M
22 White 110-T22 F Solenoid, Low TRANS-F
23 White 127-T23 H Solenoid, Low HSOL-A (HD), RMOD-A (MDR),
TCASE-A (MD 3070)
24 Blue 101-T24 N Solenoid, Low NSOL-A (HD and MD),
TRANS-f (MD 3070)
25 Green 135-T25 Analog Ground RMR-A, RTEMP-B (HD),
RMOD-F (MD)
26 Blue 165-T26 Oil Level Sensor Input TRANS-Y
27 Tan 147-T27 Sump Temperature Sensor Input TRANS-P
28 Orange 138-T28 Retarder Temperature Sensor Input RTEMP-A (HD), RMOD-E (MD)
29
30 Orange 150-T30 Engine Speed Sensor, Low NE-B
31 Blue 140-T31 Turbine Speed Sensor, Low NT-B, TRANS-U (MD)
32 Green 148-T32 Output Speed Sensor, Low NO-B, TCASE-D (MD 3070),
RMOD-D (MDR)

TM 9-2320-312-24-3
COLOR CODE GRAY
16 1
32 17
V03373
Figure D–3. ECU Connector “V”
ECU CONNECTOR “V” (GRAY)

1 Pink 136-V1 Battery Power VIM-E1
2 White 114-V2 General Purpose Output 1 VIM-F3
3 Orange 132-V3 General Purpose Output 2 VIM-B1
4 White 113-V4 Reverse Warning VIM-F2
5 White 167-V5 General Purpose Output 8 VIWV-V
6 Tan 123-V6 Neutral Start VIM-D1
7
8 Pink 124-V8 Sensor Power TPS-C
9 Blue 179-V9 Engine Water Temperature VIWV-M
10 Blue 156-V10 Throttle Position Sensor TPS-B
11 Green 155-V11 General Purpose Input 1 VIWV-A
12 Yellow 153-V12 General Purpose Input 2 VIWV-B
13 Blue 118-V13 General Purpose Input 3 VIWV-C
14 Tan 177-V14 General Purpose Input 10 VIWV-S
15
16 Pink 136-V16 Battery Power VIM-E2
17 Gray 143-V17 Battery Ground VIM-A1
18 White 125-V18 General Purpose Output 4 VIM-C2
19 Green 105-V19 General Purpose Output 5 VIWV-E
20 Tan 157-V20 Vehicle Speed VIM-B2
21
22 Tan 112-V22 General Purpose Output 3 VIM-D2
23
24 Green 135-V24 Analog Ground TPS-A, VIWV-N
25 Gray 144-V25 Chassis Ground RNGTRM
26 Yellow 146-V26 Ignition Sense VIM-F1
27 White 154-V27 General Purpose Input 5 VIWV-D
28 Orange 178-V28 General Purpose Input 11 VIWV-R
29 Orange 137-V29 General Purpose Input 7 VIWV-U
30 Green 117-V30 General Purpose Input 8 VIWV-P
31 Yellow 161-V31 Digital Ground (GPI) VIWV-L
32 Gray 143-V32 Battery Ground VIM-A2

TM 9-2320-312-24-3
CAVITY A
N
CAVITY B
J P
a
H
g
RECEPTACLE (PINS) PLUG (SOCKETS)
NOTE: 1. Letters I and O are not used.
2. Sockets are lettered counterclockwise.
Pins are lettered clockwise. V01111.01
Figure D–4. Deutsch Bulkhead Connector, ECD
BULKHEAD CONNECTOR FOR “S” HARNESS (Plug With Sockets, Receptacle With Pins)
Terminal No.* Color Wire No. Description Termination Points*
A Tan 159-S2 Diagnostic Communication Link (ISO 9141) ECU-S2, VIWS-A
B Green 115-S31 Check Transmission ECU-S31, VIWS-B
C Yellow 126-S28 General Purpose Input 9 ECU-S28, VIWS-C
D Pink 124-S3 Sensor Power ECU-S3, RMR-C, PSS-N, SSS-N
E Yellow 146-S4 Ignition Sense ECU-S4, VIWS-E, DDRP-H,
DDRD-C, OBDII-16
F Orange 170-S5 Primary Shift Selector, Data Bit 1 ECU-S5, PSS-A
G Pink 136-S16 Battery Power ECU-S16, PSS-R, SSS-R
H White 142-S1 Serial Communication Interface, High ECU-S1, DDRP-J, DDRD-A,
OBDII-7, SCI-A
J Blue 172-S7 Primary Shift Selector, Data Bit 4 ECU-S7, PSS-C
K Blue 151-S17 Serial Communication Interface, Low ECU-S17, DDRP-K, DDRD-B,
OBDII-15, SCI-B
L Orange 176-S15 General Purpose Output 6 ECU-S15, PSS-L, SSS-L, VIWS-L
M Yellow 119-S11 General Purpose Input 4 ECU-S11, VIWS-M
N Green 135-S19 Analog Ground ECU-S19, RMR-A
P Gray 143-S32 Battery Ground ECU-S32, PSS-P, SSS-P, VIWS-P,
DDRP-A, DDRD-E, OBDII-5
Q Green 171-S6 Primary Shift Selector, Data Bit 2 ECU-S6, PSS-B
R Blue 163-S27 General Purpose Input 6 ECU-S27, VIWS-R
S Yellow 173-S8 Primary Shift Selector, Data Bit 8 ECU-S8, PSS-D
T Tan 174-S9 Primary Shift Selector, Parity ECU-S9, PSS-E
U Green 175-S10 Shift Selector Mode Input ECU-S10, PSS-M, SSS-M
V Blue 180-S14 Shift Selector Display ECU-S14, PSS-S, SSS-S
W Tan 166-S18 General Purpose Output 7 ECU-S18, VIWS-N
X Blue 169-S26 General Purpose Input 12 ECU-S26, VIWS-S
Y Orange 190-S21 Secondary Shift Selector, Data Bit 1 ECU-S21, SSS-A
* Terminal number and termination points shown only apply when an Allison Transmission recommended harness configuration and bulk-
head connector are used.

TM 9-2320-312-24-3
BULKHEAD CONNECTOR FOR “S” HARNESS (Plug With Sockets, Receptacle With Pins) (cont’d)
Z
a Yellow 164-S20 Retarder Modulation Request ECU-S20, RMR-B
b Green 191-S22 Secondary Shift Selector, Data Bit 2 ECU-S22, SSS-B
c Blue 192-S23 Secondary Shift Selector, Data Bit 4 ECU-S23, SSS-C
d Tan 157-S30 Vehicle Speed ECU-S30, VIWS-D
e Yellow 193-S24 Secondary Shift Selector, Data Bit 8 ECU-S24, SSS-D
f Tan 194-S25 Secondary Shift Selector, Parity ECU-S25, SSS-E
g
BULKHEAD CONNECTOR FOR “T” HARNESS (Receptacle With Sockets, Plug With Pins)
A Orange 102-T1 Solenoid Power, Solenoids A, D, and J ECU-T1, TRANS-A
(MD 3070 only)
B Green 103-T5 C Solenoid, Low ECU-T5, TRANS-B
C White 104-T7 G Solenoid, Low ECU-T7, TRANS-C
D Pink 124-T9 Sensor Power ECU-T9, TRANS-D, TPS-C, RMR-C
E Green 107-T3 Solenoid Power, Solenoid F ECU-T3, TRANS-E
F White 110-T22 F Solenoid, Low ECU-T22, TRANS-F
G White 120-T4 A Solenoid, Low ECU-T4, TRANS-G
H Tan 121-T2 Solenoid Power, Solenoids B and E ECU-T2, TRANS-H
J Orange 128-T20 B Solenoid, Low ECU-T20, TRANS-J
K Tan 129-T6 E Solenoid, Low ECU-T6, TRANS-K
L Yellow 130-T17 Solenoid Power, Solenoids C and G ECU-T17, TRANS-L
M Blue 131-T21 D Solenoid, Low ECU-T21, TRANS-M
N Green 135-T25 Analog Ground ECU-T25, TRANS-N, TPS-A, RMR-A,
RTEMP-B (HD), RMOD-F (MD)
P Tan 147-T27 Sump Temperature Sensor Input ECU-T27, TRANS-P
Q Green 148-T32 Output Speed Sensor, Low ECU-T32, NO-B, TCASE-D
(MD 3070), RMOD-D (MDR)
R Yellow 139-T16 Output Speed Sensor, High ECU-T16, NO-A, TCASE-C
(MD 3070), RMOD-C (MDR)
S Orange 150-T30 Engine Speed Sensor, Low ECU-T30, NE-B
T Tan 141-T14 Engine Speed Sensor, High ECU-T14, NE-A
U Blue 140-T31 Turbine Speed Sensor, Low ECU-T31, NT-B (HD), TRANS-U (MD)
V Orange 149-T15 Turbine Speed Sensor, High ECU-T15, NT-A (HD), TRANS-V (MD)
W Yellow 195-T13 Transmission Identification ECU-T13, TRANS-W
X White 162-T12 C3 Pressure Switch Input ECU-T12, TRANS-X
Y Blue 165-T26 Oil Level Sensor Input ECU-T26, TRANS-Y
Z
a Yellow 164-T11 Retarder Modulation Request ECU-T11, RMR-B
b Blue 156-T10 Throttle Position Sensor ECU-T10, TPS-B
c White 127-T23 H Solenoid, Low ECU-T23, HSOL-A (HD), RMOD-A
(MDR), TCASE-A (MD 3070)

TM 9-2320-312-24-3
BULKHEAD CONNECTOR FOR “T” HARNESS (Receptacle With Sockets, Plug With Pins) (cont’d)
d Orange 138-T28 Retarder Temperature Sensor Input ECU-T28, RTEMP-A (HD),
RMOD-E (MD)
e Blue 111-T8 J Solenoid, Low ECU-T8, TRANS-e
f Blue 101-T24 N Solenoid, Low ECU-T24, NSOL-A (HD and MD),
TRANS-f (MD 3070)
g Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B,
TRANS-g, TCASE-B (MD 3070),
RMOD-B (MDR)
BULKHEAD CONNECTOR FOR “V” HARNESS (Receptacle With Sockets, Plug With Pins)
A Green 155-V11 General Purpose Input 1 ECU-V11, VIWV-A
B Yellow 153-V12 General Purpose Input 2 ECU-V12, VIWV-B
C Blue 118-V13 General Purpose Input 3 ECU-V13, VIWV-C
D Pink 124-V8 Sensor Power ECU-V8, TPS-C
E Green 105-V19 General Purpose Output 5 ECU-V19, VIWV-E
F Gray 143-V32 Battery Ground ECU-V32, VIM-A2
G Gray 143-V17 Battery Ground ECU-V17, VIM-A1
H Tan 112-V22 General Purpose Output 3 ECU-V22, VIM-D2
J White 114-V2 General Purpose Output 1 ECU-V2, VIM-F3
K Tan 123-V6 Neutral Start ECU-V6, VIM-D1
L Yellow 161-V31 Digital Ground (GPI) ECU-V31, VIWV-L
M Blue 179-V9 Engine Water Temperature ECU-V9, VIWV-M
N Green 135-V24 Analog Ground ECU-V24, TPS-A, VIWV-N
P Green 117-V30 General Purpose Input 8 ECU-V30, VIWV-P
Q White 113-V4 Reverse Warning ECU-V4, VIM-F2
R Orange 178-V28 General Purpose Input 11 ECU-V28, VIWV-R
S Tan 177-V14 General Purpose Input 10 ECU-V14, VIWV-S
T
U Orange 137-V29 General Purpose Input 7 ECU-V29, VIWV-U
V White 167-V5 General Purpose Output 8 ECU-V5, VIWV-V
W Pink 136-V16 Battery Power ECU-V16, VIM-E2
X Tan 157-V20 Vehicle Speed ECU-V20, VIM-B2
Y White 125-V18 General Purpose Output 4 ECU-V18, VIM-C2
Z
a
b Blue 156-V10 Throttle Position Sensor ECU-V10, TPS-B
c
d White 154-V27 General Purpose Input 5 ECU-V27, VIWV-D
e Yellow 146-V26 Ignition Sense ECU-V26, VIM-F1
f Orange 132-V3 General Purpose Output 2 ECU-V3, VIM-B1
g Pink 136-V1 Battery Power ECU-V1, VIM-E1

TM 9-2320-312-24-3
PIN
TERMINALS
SOCKET
D C B A TERMINALS A B C D
J H G F E E F G H J
R P N M L K K L M N P R
Z X W V U T S S T U V W X Z
f e d c b a a b c d e f
m k j h g g h j k m
s r p n n p r s
PLUG RECEPTACLE V01672
Figure D–5. Cannon 37-Way FMTV Bulkhead Connector
CANNON 37-WAY BULKHEAD CONNECTOR (FMTV ONLY)

A Blue 101-T24 N Solenoid Low Trans-f; ECU-T24
B Orange 102-T1 A, D, J Solenoid Power Trans-A; ECU-T1
C Green 103-T5 C Solenoid Low Trans-B; ECU-T5
D White 104-T7 G Solenoid Low Trans-C; ECU-T7
E Pink 106 Sensor Power Trans-D; TPS-C; RMR-C; 124-T9
Splice
F Green 107-T3 F Solenoid Power Trans-E; ECU-T3
G
H White 110-T22 F Solenoid Low Trans-F; ECU-T22
J Green 111-T8 J Solenoid Low Trans-e; ECU-T8
K Yellow 116-T19 H, N Solenoid Power Trans-g; ECU-T19;
L 201 Spare
M White 120-T4 A Solenoid Low Trans-G; ECU-T4
N Tan 121-T2 B, E Solenoid Power Trans-H; ECU-T2
P White 127-T23 H Solenoid Low T-case-A; ECU-T23
R Pink 124-T9 Sensor Power TPS-C; ECU-T9
S Yellow 127 H Solenoid Power T-case-B; 116-T19 Splice
T Orange 128-T20 B Solenoid Low Trans-J: ECU-T20
U Tan 129-T6 E Solenoid Low Trans-K: ECU-T6
V Yellow 130-T17 C, G Solenoid Power Trans-L; ECU-T17
W Blue 131-T21 D Solenoid Low Trans-M; ECU-T21
X 202 Spare
Z Green 135-T25 Analog Ground TPS-A; ECU-T25
a Green 135B-T25 Analog Ground Trans-N; 135-T25 Splice
b
c
d Tan 147-T27 Sump Temp Input Trans-P; ECU-T27
e 203 Spare
f Blue 156-T10 TPS TPS-B; ECU-T10
g Green 148-T32 Output Speed-Low T-case-D; ECU-T32
h(in) Yellow 195-T13 TransID ECU-T13

TM 9-2320-312-24-3
CANNON 37-WAY BULKHEAD CONNECTOR (FMTV ONLY) (cont’d)

h(out) Yellow 161A TransID Trans-W
j White 162-T12 C3PS Input Trans-X; ECU-T12
k Blue 165-T26 OLS Input Trans-Y; ECU-T26
m Tan 141-T14 Engine Speed-High NE-A; ECU-T14
n Yellow 139-T16 Output Speed-High T-case-C; ECU-T16
p Orange 149-T15 Turbine Speed-High Trans-V; ECU-T15
r Blue 140-T31 Turbine Speed-Low Trans-U; ECU-T31
s Orange 150-T30 Engine Speed-Low NE-B; ECU-T30

TM 9-2320-312-24-3
CAVITY A
N
CAVITY B
J P
a
H
g
RECEPTACLE (PINS) PLUG (SOCKETS)
NOTE: 1. Letters I and O are not used.
2. Sockets are lettered counterclockwise.
Pins are lettered clockwise. V01111.01
Figure D–6. Deutsch Transmission Connector, ECD
DEUTSCH TRANSMISSION CONNECTOR (Plugs With Sockets, Receptacles With Pins)

A Orange 102-T1 Solenoid Power, Solenoids A, D, and J ECU-T1, ASOL-B, DSOL-B, JSOL-B
B Green 103-T5 C Solenoid, Low ECU-T5, CSOL-A
C White 104-T7 G Solenoid, Low ECU-T7, GSOL-A
D Pink 124-T9 Sensor Power ECU-T9, TPS-C, RMR-C, OLS-D
E Green 107-T3 Solenoid Power, Solenoid F ECU-T3, FSOL-A
F White 110-T22 F Solenoid, Low ECU-T22, FSOL-B
G White 120-T4 A Solenoid, Low ECU-T4, ASOL-A
H Tan 121-T2 Solenoid Power, Solenoids B and E ECU-T2, BSOL-B, ESOL-B
J Orange 128-T20 B Solenoid, Low ECU-T20, BSOL-A
K Tan 129-T6 E Solenoid, Low ECU-T6, ESOL-A
L Yellow 130-T17 Solenoid Power, Solenoids C and G ECU-T17, GSOL-B, CSOL-B
M Blue 131-T21 D Solenoid, Low ECU-T21, DSOL-A
N Green 135-T25 Analog Ground ECU-T25, TPS-A, RMR-A,
RTEMP-B (HD), RMOD-F (MD),
C3PS-B, OILT-LO, OLS-B
P Tan 147-T27 Sump Temperature Sensor Input ECU-T27, OILT-HI
Q
R
S
T
U Blue 140-T31 Turbine Speed Sensor, Low (MD, MD7 only) ECU-T31, NT-B
V Orange 149-T15 Turbine Speed Sensor, High (MD, MD7 only) ECU-T15, NT-A
W Yellow 195-T13 Transmission Identification (TransID) ECU-T13, AGND
X White 162-T12 C3 Pressure Switch Input ECU-T12, C3PS-A

TM 9-2320-312-24-3
DEUTSCH TRANSMISSION CONNECTOR (Plugs With Sockets, Receptacles With Pins) (cont’d)
Y Blue 165-T26 Oil Level Sensor Input ECU-T26, OLS-A
Z
a
b
c
d
e Blue 111-T8 J Solenoid, Low (MD7 or HD7 only) ECU-T8, JSOL-A
f Blue 101-T24 N Solenoid, Low (MD7 or HD7 only) ECU-T24, NSOL-A
g Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B
(MD7 only)

TM 9-2320-312-24-3
S K
W D
COLOR CODE GREEN
HARNESS DEVICE
T A
L E
NOTE: Letters I, O, and Q not used V03369
Figure D–7. Remote Selector Connector
REMOTE SHIFT SELECTOR CONNECTOR — PRIMARY SELECTOR

Terminal No.* Color Wire No. Description Termination Point(s)*
A Orange 170-S5 Primary Shift Selector, Data Bit 1 ECU, S5
B Green 171-S6 Primary Shift Selector, Data Bit 2 ECU, S6
C Blue 172-S7 Primary Shift Selector, Data Bit 4 ECU, S7
D Yellow 173-S8 Primary Shift Selector, Data Bit 8 ECU, S8
E Tan 174-S9 Primary Shift Selector, Parity ECU, S9
F
G
H
J
K
L Orange 176-S15 General Purpose Output 6 VIWS-L, SSS-L
M Green 175-S10 Shift Selector Mode Output SSS-M
N Pink 124-S3 Sensor Power RMR-C, SSS-N
P Gray 143-S32 Battery Ground VIWS-P, SSS-P, DDRP-A, DDRD-E,
or OBDII-5
R Pink 136-S16 Battery Power SSS-R
S Blue 180-S14 Shift Selector Display SSS-S
T White 186 Dimmer Input A SSS-T
U Yellow 187 Dimmer Input B SSS-U
V Gray 188 Dimmer Ground SSS-V
W

TM 9-2320-312-24-3
REMOTE SHIFT SELECTOR CONNECTOR — SECONDARY SELECTOR

A Orange 190-S5 Secondary Shift Selector, Data Bit 1 ECU, S21
B Green 191-S6 Secondary Shift Selector, Data Bit 2 ECU, S22
C Blue 192-S7 Secondary Shift Selector, Data Bit 4 ECU, S23
D Yellow 193-S8 Secondary Shift Selector, Data Bit 8 ECU, S24
E Tan 194-S9 Secondary Shift Selector, Parity ECU, S25
F
G
H
J
K
L Orange 176-S15 General Purpose Output 6 VIWS-L, SSS-L
M Green 175-S10 Shift Selector Mode Output SSS-M
N Pink 124-S3 Sensor Power RMR-C, SSS-N
P Gray 143-S32 Battery Ground VIWS-P, SSS-P, DDRP-A, DDRD-E,
or OBDII-5
R Pink 136-S16 Battery Power SSS-R
S Blue 180-S14 Shift Selector Display SSS-S
T White 186 Dimmer Input A SSS-T
U Yellow 187 Dimmer Input B SSS-U
V Gray 188 Dimmer Ground SSS-V
W

TM 9-2320-312-24-3
L
A A
R
M
RECEPTACLE PLUG
V01674
Figure D–8. Optional Deutsch Sensor Harness Connector
OPTIONAL DEUTSCH SENSOR HARNESS CONNECTOR

A
B
C Green 135-T25 Analog Ground ECU-T25, TRANS-N, RTEMP-B (HD),
RMOD-F (MD), TPS-A, RMR-A
D Orange 138-T28 Retarder Temperature Sensor Input ECU-T28, RTEMP-A (HD),
RMOD-E (MD)
E Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B
F White 127-T23 H Solenoid, Low ECU-T23, HSOL-A
G Yellow 116-T19 Solenoid Power, Solenoids H and N ECU-T19, HSOL-B, NSOL-B
H Blue 101-T24 N Solenoid, Low ECU-T24, NSOL-B
J
K
L Blue 140-T31 Turbine Speed Sensor, Low ECU-T31, NT-B (HD)
M Orange 149-T15 Turbine Speed Sensor, High ECU-T15, NT-A (HD)
N Orange 150-T30 Engine Speed Sensor, Low ECU-T30, NE-B
P Tan 141-T14 Engine Speed Sensor, High ECU-T14, NE-A
R Green 148-T32 Output Speed Sensor, Low ECU-T32, NO-B
S Yellow 139-T16 Output Speed Sensor, High ECU-T16, NO-A

TM 9-2320-312-24-3
A B A B
SPEED SENSOR ACCUMULATOR (N SOLENOID)

V04850
Figure D–9. Speed Sensor Connector
ENGINE SPEED SENSOR CONNECTOR

A Tan 141-T14 Engine Speed Sensor Hi ECU-T14
B Orange 150-T30 Engine Speed Sensor Lo ECU-T30
TURBINE SPEED SENSOR CONNECTOR (HD/B 500 ONLY)

A Orange 149-T15 Turbine Speed Sensor Hi ECU-T15
B Blue 140-T31 Turbine Speed Sensor Lo ECU-T31
OUTPUT SPEED SENSOR CONNECTOR

A Yellow 139-T16 Output Speed Sensor Hi ECU-T16
B Green 148-T32 Output Speed Sensor Lo ECU-T32
ACCUMULATOR (N) SOLENOID

A Blue 101-T24 N Solenoid Lo ECU-T24
B Yellow 116-T19 N Solenoid Hi ECU-T19
MD RETARDER (H SOLENOID, TID 2)

A White 127-T23 H Solenoid Lo ECU-T23
B Yellow 116C-T19 H Solenoid Hi ECU-T19

TM 9-2320-312-24-3
G F
H E
J D
K C
L B
M A
V00644.01
Figure D–10. Diagnostic Connector (Packard)
DIAGNOSTIC CONNECTOR
A Gray 143-S32 Battery (–) ECU-S32, VIWS-P, PSS-P, SSS-P
H Yellow 146-S4 Ignition Signal (+) ECU-S4, VIWS-E
J White 142-S1 Serial Communication (+) ECU-S1, SCI-A
K Blue 151-S17 Serial Communication (–) ECU-S17, SCI-B

TM 9-2320-312-24-3
D
E
F B C
A F A B
E C
D J
G
H
6-PIN 9-PIN
V04851
Figure D–11. Optional Deutsch DDR Connectors
OPTIONAL 6-PIN DIAGNOSTIC CONNECTOR

A White 142-S1 Serial Communication (+) ECU-S1, SCI-A
B Blue 151-S17 Serial Communication (–) ECU-S17, SCI-B
C Yellow 146-S4 Ignition Signal (+) ECU-S4, VIWS-E
D Open
E Gray 143-S32 Battery (–) ECU-S32, VIWS-P, PSS-P, SSS-P
F Open
OPTIONAL 9-PIN DIAGNOSTIC CONNECTOR

A Gray 143-S32 Battery Ground (–) ECU-S32, VIWS-P, PSS-P, SSS-P
B Yellow 146-S4 Ignition Power (+) ECU-S4, VIWS-E
B (Optional) Pink 136-S16 Battery Power (+) ECU-S16, PSS-R, SSS-R
C Pink 183-S13 J1939 High ECU-S13, J1939-A/H
D Gray 184-S29 J1939 Low ECU-S29, J1939-B/L
E Green 182-S12 J1939 Shield/Ground ECU-S12, J1939-C/S
F White 142-S1 Serial Communication (+) ECU-S1, SCI-A
G Blue 151-S17 Serial Communication (–) ECU-S17, SCI-B

TM 9-2320-312-24-3
1
V03370
Figure D–12. GMC Connector for OBD-II DDR Adapter
OPTIONAL OBD–II DDR CONNECTOR

1
2
3
4
5 Gray 143-S32 Battery Ground (–) ECU-S32, VIWS-P, PSS-P, SSS-P
6
7 White 142-S1 Serial Communication Interface, Hi ECU-S1, SCI-A
8
9
10
11
12
13
14
15 Blue 151-S17 Serial Communication Interface, Lo ECU-S17, SCI-B
16 Yellow 146-S4 Ignition Sense (+) ECU-S4, VIWS-E

TM 9-2320-312-24-3
S
R K
P
W D
COLOR CODE BLUE COLOR CODE WHITE
HARNESS CONNECTOR
T A
L E
VIW–V VIW–S
V03371
Figure D–13. VIW Connector (Packard Micro Pack)
VIW–V CONNECTOR
A Green 155-V11 General Purpose Input 1 ECU-V11, VIWV-A
B Yellow 153-V12 General Purpose Input 2 ECU-V12, VIWV-B
C Blue 118-V13 General Purpose Input 3 ECU-V13, VIWV-C
D White 154-V27 General Purpose Input 5 ECU-V27, VIWV-D
E Green 105-V19 General Purpose Output 5 ECU-V19, VIWV-E
F
G
H
J
K
L Yellow 161-V31 Digital Ground (GPI) ECU-V31, VIWV-L
M Blue 179-V9 Engine Water Temperature ECU-V9, VIWV-M
N Green 135-V24 Analog Ground ECU-V24, TPS-A, VIWV-N
P Green 117-V30 General Purpose Input 8 ECU-V30, VIWV-P
R Orange 178-V28 General Purpose Input 11 ECU-V28, VIWV-R
S Tan 177-V14 General Purpose Input 10 ECU-V14, VIWV-S
T
U Orange 137-V29 General Purpose Input 7 ECU-V29, VIWV-U
V White 167-V5 General Purpose Output 8 ECU-V5, VIWV-V
W

TM 9-2320-312-24-3
VIW–S CONNECTOR
Terminal No.* Color Wire No. Description Termination Point(s) *
A Tan 159-S2 Diagnostic Communication Link (ISO9141) ECU-S2, VIWS-A
B Green 115-S31 Check Transmission ECU-S31, VIWS-B
C Yellow 126-S28 General Purpose Input 9 ECU-S28, VIWS-C
D Tan 157-S30 Vehicle Speed ECU-S30, VIWS-D
E Yellow 146-S4 Ignition Sense ECU-S4, VIWS-E, DDRP-H,
DDRD-C
F
G
H
J
K
L Orange 176-S15 General Purpose Output 6 ECU-S15, VIWS-L, PSS-L, SSS-L
M Yellow 119-S11 General Purpose Input 4 ECU-S11, VIWS-M
N Tan 166-S18 General Purpose Output 7 ECU-S18, VIWS-N
P Gray 143-S32 Battery Ground ECU-S32, VIWS-P, PSS-P, SSS-P,
DDRP-A, DDRD-E
R Blue 163-S27 General Purpose Input 6 ECU-S27, VIWS-R
S Blue 169-S26 General Purpose Input 12 ECU-S26, VIWS-S
T White 186 Dimmer Input A VIWS-T, PSS-T, SSS-T
U Yellow 187 Dimmer Input B VIWS-U, PSS-U, SSS-U
V Gray 188 Dimmer Ground VIWS-V, PSS-V, SSS-V
W

TM 9-2320-312-24-3
A B C
V00645
Figure D–14. TPS Connector
THROTTLE POSITION SENSOR CONNECTOR

A Green 135-T25 or Analog Ground ECU-T25 or V24; TRANS-N;
135-V24 RMR-A, RMOD-F or B; VIWV-N
B Blue 156-T10 or V10 TPS Signal ECU-T10 or V10
C Pink 124-T9 or V8 TPS Hi ECU-T9 or V8; RMR-C

TM 9-2320-312-24-3
A
B F
C E
D
V01675
Figure D–15. Transfer Case Connector
TRANSFER CASE CONNECTOR

A White 127-T23 H (Diff Lock) Solenoid Lo ECU-T23
B Yellow 116N-T19 H (Diff Lock) Solenoid Hi ECU-T19, TRANS-g
C Yellow 139-T16 Output Speed Sensor Hi ECU-T16
D Green 148-T32 Output Speed Sensor Lo ECU-T32

TM 9-2320-312-24-3
G B
H
V00646
Figure D–16. Retarder Connector (MD/B 300/B 400 Pre-TransID and TID 1)
RETARDER CONNECTOR — MD/B 300/B 400 (Pre-TransID and TID 1)

A White 127-T23 H (Rtdr Enable) Solenoid Lo ECU-T23
B Yellow 116-T19 H (Rtdr Enable) Solenoid Hi ECU-T19, NSOL-B
C Yellow 139-T16 Output Speed Sensor Hi ECU-T16
D Green 148-T32 Output Speed Sensor Lo ECU-T32
E Orange 138-T28 Retarder Temperature Input ECU-T28
F Green 135-T25 Analog Ground ECU-T25; TRANS-N; TPS-A,
RMR-A

TM 9-2320-312-24-3
A
B
V01099
Figure D–17. Retarder Connector (HD/B 500)
RETARDER CONNECTOR — HD/B 500

A White 127-T23 H (Retarder Enable) Solenoid Lo ECU-T23
B Yellow 116-T19 H (Retarder Enable) Solenoid Hi ECU-T19, NSOL-B

TM 9-2320-312-24-3
A B C
V00645
Figure D–18. Retarder Resistance Module/Interface Connector
RETARDER RESISTANCE MODULE/INTERFACE CONNECTOR

A Green 135-T25 or S19 Analog Ground ECU-T25 or S19; TRANS-N,
RMOD-F; TPS-A
B Yellow 164-T11 or S20 Retarder Mod. ECU-T11 or S20
C Pink 124-T9 or S3 Retarder Mod. Hi ECU-T9 or S3; TRANS-D, PSS-N,
SSS-N

TM 9-2320-312-24-3
B A
V01678
Figure D–19. Retarder Temperature Sensor Connector (HD/B 500 Pre-TransID and TID 1)
RETARDER TEMPERATURE SENSOR CONNECTOR — HD/B 500

(Pre-TransID and TransID 1)
A Orange 138-T28 Retarder Temperature Input ECU-T28
B Green 135-T25 Analog Ground ECU-T25; TRANS-N; TPS-A;
RMR-A

TM 9-2320-312-24-3
B A
V04843
Figure D–20. Retarder Temperature Sensor Connector (MD/HD/B, TID 2)
RETARDER TEMPERATURE SENSOR CONNECTOR — MD/HD/B, TRANSID 2

A Orange 138-T28 Retarder Temperature Input ECU-T28
B Green 135C-T25 Analog Ground ECU-T25; TRANS-N; TPS-A

TM 9-2320-312-24-3
A1 A3
F1 F3
V01100
Figure D–21. VIM Connector (Harness)
VIM CONNECTOR (HARNESS)

A1 Gray 143-V17 Battery (–) ECU-V17
A2 Gray 143-V32 Battery (–) ECU-V32
A3 Reserved
B1 Orange 132-V3 GPO 2 ECU-V3
B2 Tan 157-V20 Speedometer Signal ECU-V20
B3 Reserved
C1 Reserved
C2 White 125-V18 GPO 4 ECU-V18
C3 Reserved
D1 Tan 123-V6 Neutral Start ECU-V6
D2 Tan 112-V22 GPO 3 ECU-V22
D3 Reserved
E1 Pink 136-V1 Battery (+) ECU-V1
E2 Pink 136-V16 Battery (+) ECU-V16
E3 Reserved
F1 Yellow 146-V26 Ignition Sense (+) ECU-V26
F2 White 113-V4 Reverse Warning ECU-V4
F3 White 114-V2 GPO 1 ECU-V2

TM 9-2320-312-24-3
A1
K3
V01240
Figure D–22. VIM Connector (Harness)
VIM CONNECTOR (HARNESS 30-WAY)

Terminal No. Color Wire No. Description Termination Point(s)*
A1 Blue 313NO Reverse Warning Relay — Normally Open
A2 Yellow 314CM Output Wire 114 Relay — Common
A3 Blue 314NO Output Wire 114 Relay — Normally Open
B1 Yellow 313CM Reverse Warning Relay — Common
B2 Green 314NC Output Wire 114 Relay — Normally Closed
B3 Reserved
C1 Orange 346 Ignition Power
C2 Green 312NC Output Wire 112 Relay — Normally Closed
C3 Reserved
D1 Green 325NC Output Wire 125 Relay — Normally Closed
D2 Green 332NC Output Wire 132 Relay — Normally Closed
D3 Reserved
E1 Yellow 325CM Output Wire 125 Relay — Common
E2 Yellow 332CM Output Wire 132 Relay — Common
E3 Blue 332NO Output Wire 132 Relay — Normally Open
F1 Blue 323NO Neutral Start Relay — Normally Open
F2 Yellow 312CM Output Wire 112 Relay — Common
F3 Blue 312NO Output Wire 112 Relay — Normally Open
G1 Yellow 323CM Neutral Start Relay — Common
G2 Reserved
G3 Reserved
H1 Reserved
H2 White 357UF Speedometer — Unfiltered
H3 Reserved
J1 Pink 336A Battery Power
J2 Pink 336C Battery Power
J3 Reserved
K1 Gray 343A Battery Ground
K2 Gray 343C Battery Ground
K3 Reserved
* Termination Points are determined by OEM electrical system design.

TM 9-2320-312-24-3
LABEL INDICATES
PRESSURE LEVEL
A
B
LO
V00570
Figure D–23. Resistance Module Type 2 — Single Pressure Switch and SCI Interface
RESISTANCE MODULE TYPE 2

Terminal No.
A
B
SCI INTERFACE CONNECTOR

A White 142-S1 Serial Communication Interface, Hi ECU-S1, DDRP-J, DDRD-A
B Blue 151-S17 Serial Communication Interface, Lo ECU-S17, DDRP-K, DDRD-B

TM 9-2320-312-24-3
D
C
B
A
V
B
V00571
Figure D–24. Resistance Module Type 3 — Bendix E-10R Pedal

Terminal No. Wire Color
A Blue
B Violet
C Orange
D White

TM 9-2320-312-24-3
100% 6 3
6 (R)
5 (Y) 5 2
4 (G)
3 (V)
2 (O)
1 (B) 4 1
+ (W)
0% NC +
V03471
Figure D–25. Resistance Module Type 5 — Hand Lever

+ White
1 Blue
2 Orange
3 Violet
4 Green
5 Yellow
6 Red

TM 9-2320-312-24-3
SIGNAL (Y)
+5V (W)
GND (G)
A
V00573
Figure D–26. Resistance Module Type 7 — Dedicated Pedal

A Green
B Yellow
C White

TM 9-2320-312-24-3
A
B
HI
LABEL INDICATES
PRESSURE LEVEL
A
B
MED
LABEL INDICATES
PRESSURE LEVEL
A
B
LO
LABEL INDICATES
PRESSURE LEVEL V00574.01
Figure D–27. Resistance Module Type 8 — Three Pressure Switch
LOW PRESSURE
A White
B Blue
MEDIUM PRESSURE
A White
B Orange
HIGH PRESSURE
A White
B Violet

TM 9-2320-312-24-3
LABEL INDICATES
PRESSURE LEVEL
A
B
HI
LABEL INDICATES
PRESSURE LEVEL
A
B
MED
V00575
Figure D–28. Resistance Module Type 9 — Two Pressure Switch
MEDIUM PRESSURE
A White
B Orange
HIGH PRESSURE
A White
B Violet

TM 9-2320-312-24-3
D C
A B
V01106
Figure D–29. Oil Level Sensor Plug
OIL LEVEL SENSOR CONNECTOR

Termination Point(s)
31-Way Feedthrough
Terminal No. Color Wire No. Description Harness Connector
A Blue 165 Oil Level Sensor Input Trans-Y
B Green 135 Analog Ground Trans-N
C
D Pink 124 Sensor Power Trans-D

TM 9-2320-312-24-3
A or H
B or L C or S
V03384
Figure D–30. J1939 Interface Connector
J1939 INTERFACE CONNECTOR

A or H Pink 183-S13 J1939 Controller, Hi ECU-S13
B or L Gray 184-S29 J1939 Controller, Lo ECU-S29
C or S Green 182-S12 J1939 Shield ECU-S12

TM 9-2320-312-24-3
APPENDIX E — CONNECTOR PART NUMBERS, TERMINAL PART
NUMBERS, TOOL PART NUMBERS, AND REPAIR INSTRUCTIONS
Contents Page
List of Special Tools Required To Service WTEC III Wiring Harnesses . . . . . . . . . . E–2
1–1. Delphi-Packard Micro Pack 100W Connectors (ECU, VIWV, VIWS,
Shift Selectors). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–5
1–2. Delphi-Packard Metri-Pack 150 Series Connectors — Pull-to-Seat (Speed Sensor;
Accumulator Solenoid; 30-Way and 18-Way VIM) . . . . . . . . . . . . . . . . . . . . . . . . . . . E–9
1–3. Delphi-Packard Metri-Pack 150 Series Connectors — Push-to-Seat (Oil Level
Sensor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–13
1–4. Delphi-Packard Metri-Pack 150 Series Connectors — Push-to-Seat (MD/HD/B
TID 2 Sump Temperature Thermistor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–17
1–5. Delphi-Packard Metri-Pack 280 Series Connectors — Pull-to-Seat (Internal Harness
Solenoid and C3 Pressure Switch). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–19
1–6. Delphi-Packard Metri-Pack 280 Series Connectors — Push-to-Seat (DDR) . . . . . . . . E–21
1–7. Delphi-Packard WeatherPack Connectors (TPS; 3-Way RMR Sensor; HD Retarder
Temperature; 3-Way RMR Device (Dedicated Pedal)). . . . . . . . . . . . . . . . . . . . . . . . . E–23
1–8. Amp Products Connectors (8-Way RMR Device (Hand Lever)) . . . . . . . . . . . . . . . . . E–27
1–9. Deutsch IPD/ECD Connectors (31-Way Bulkhead; 31-Way Feedthrough Harness;
16-Way Optional Sensor Harness; 6-Way Optional DDR; 9-Way Optional DDR) . . . E-29
1–10. ITT Cannon Connectors — Crimped (37-Way FMTV Bulkhead; 6-Way Transfer
Case; 8-Way MD Retarder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–33
1–11. ITT Cannon Connectors — Soldered (2-Way HD Retarder) . . . . . . . . . . . . . . . . . . . . E–37
1–12. Deutsch DT Series Connectors (3-Way J1939 Connector) . . . . . . . . . . . . . . . . . . . . . . E–41
1–13. Repair of a Broken Wire with In-Line Butt Splice . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–43
List of WTEC III Connector Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–45
follows:
Phone: 011-52-622-34661
Fax: 011-52-622-34662
Copyright © 1999 General Motors Corp. E–1

TM 9-2320-312-24-3

List Of Special Tools Required To Service WTEC III Wiring Harnesses

Tool Number Tool Type Paragraph Reference
23046604 Splice, Sealed (14–16 AWG) 1–12
23046605 Splice, Sealed (18–22 AWG) 1–12
J 25070 Heat Gun 1–12
J 34182 Crimper 1 1–8, 1–9, 1–11
J 34513 Remover 1 1–8
J 35123 Crimper (Alternate) 1–2
J 35615 Wire Stripper 1 1–12
J 35689-A Remover 1–2
J 38125-10 Remover 1–6
J 38125-13 Remover 1–4, 1–5, 1–7
J 38125-6 Crimper 1–5, 1–6
J 38125-7 Crimper 1–2, 1–3, 1–5, 1–7
J 38125-8 Crimper 1–12
J 38582-3 Remover 1–8
J 39227 Remover 1–1
J 39841 Terminal Remover/Installer (MD Retarder) 1–9
J 39842 Terminal Remover/Installer (MD 3070 T-Case) 1–9
J 41193 Connector Repair Kit (FMTV) 1–9
J 41193-1 Guide Pin 1–9
J 41193-2 Insertion Tool 1–9
J 41193-3 Terminal Remover 1–9
J 41194 Extractor/Inserter 1–8
J 42215 Crimper 1–1
None 50–70 Percent Tin Resin Core Solder 1–10
None Pen-Type Soldering Iron (Max OD = 3.175 mm) 1–10
None Desoldering Braid 1–10
E–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
RETAINER (Keyed to fit proper ECU socket; color-coded to match Strain Relief)
SOCKET TERMINAL (FEMALE)
CONNECTOR
TYPICAL WIRE
SEAL
LOCKTAB (SECURES
RETAINER)
TERMINAL LOCKING
FINGER
LOCKING POST
STRAIN RELIEF (Color-code

should match Retainer)
LOCKTABS
CAVITY PLUG
Lock terminal
here
SOCKET TERMINAL
WIRE
J 42215 CRIMPING TOOL

V03419.01
Figure E–1A. Delphi-Packard Micro Pack Connector (ECU)

TM 9-2320-312-24-3
SECONDARY LOCK
MATING CONNECTOR
WITH FEMALE (SOCKET)
TERMINALS
J 39227
REMOVAL
TOOL
LOCKTAB
(RETAINS LOCK ASSIST)
WIRE SEAL
LOCK ASSIST
VIEW A
LOCKING
FINGERS WIRE
MATING CONNECTOR
WITH MALE (PIN)
TERMINALS
WIRE SEAL
VIEW A
CAVITY PLUG
CONDUIT CLIP
SOCKET
TERMINAL
Lock terminal here

PIN TERMINAL
WIRE
J 42215 CRIMPING TOOL V03421
Figure E–1B. Delphi-Packard Micro Pack Connector (VIWV, VIWS, Shift Selector)

TM 9-2320-312-24-3
1–1. DELPHI-PACKARD MICRO PACK 100W CONNECTORS
(ECU, VIWV, VIWS, SHIFT SELECTORS)
A. Connector/Terminal Repairs
Crimping Tool J 42215
Remover Tool J 39227
Use Description Manufacturers P/N
Electronic Control Unit (Harness) Strain Relief, 32-Way Black 12191001 *
Seal, 32-Way 15305333 *
Cavity Plug 12129557 *
Connector 15305371
Retainer, Black 12129021 *
Terminal, Socket 12084912 *
CPA (Connector Position Assurance) 12177289 *
Strain Relief, 32-Way Gray 12191002 *
Retainer, Gray 12129022 *
Strain Relief, 32-Way Blue 12191003 *
Retainer, Blue 12129023 *
VIWV and VIWS (Harness) Connector, Gray 12160542
Wire Seal, Green 12110693
VIWV Only Lock Assist, Blue 12191177
Terminal, Pin 12160551
Cavity Plug 12129557 *
Conduit Clip, Black 12176394
VIWS Only Lock Assist, White 12191178
Shift Selector (Harness) Connector, Gray 12160280 *
Wire Seal, Gray 15304882 *
Secondary Lock, Green 12160494 *
Terminal, Socket 12084912 *
Shift Selector (Device) Connector, Gray 12160542
(Kit P/N 29530475) Wire Seal, Green 12110693
Lock Assist/Seal, Green 12191176
Conduit Clip, Black 12176394 *
VIWV and VIWS (Device) Connector, Gray 12160280
Wire Seal, Gray 15304882
VIWV Only Secondary Lock, Blue 12191172
Terminal, Socket 12084912
VIWS Only Secondary Lock, White 12191173
* These parts are contained in Allison Kit P/N 29532362.

TM 9-2320-312-24-3
B. Terminal Removal
1. ECU Harness Connectors (Figure E–1A)
The color-code of the strain relief should match the color-code of the retainer. However, cases
have been reported where this has not occurred. The retainer color-code and key configuration
ensures that the proper wiring harness connector is in the right socket of the ECU. The color-
CAUTION: code of the the strain relief is of secondary importance and may not agree with the retainer.
Change the strain relief to match the color-code of the retainer (Figure E–1A) when color-code
mismatch is found.
a. Use a small-bladed screwdriver to gently release the locktabs at the splitline of the strain relief.
b. Spread the strain relief open.
c. Remove the retainer from the connector by using a small-bladed screwdriver to depress the
locktabs on the side of the connector.
d. Remove a selected terminal by pushing forward on the wire or by lifting the locking finger and
pulling the wire and terminal rearward out of the connector.
2. VIWV and VIWS Harness Connectors and Shift Selector (Device) Connectors (Figure E–1B)
a. Lift locktab on the side of the connector and remove the lock assist.
b. Open the conduit clip on the back of the connector after lifting locktabs on each side and sliding
clip back to release it from connector.
c. Use the J 39227 tool to release the locking finger inside the connector and pull the terminal/wire
out the rear of the connector.
3. VIWV and VIWS (Device) Connectors and Shift Selector Harness Connectors (Figure E–1B)
a. Carefully insert a small screwdriver blade between the connector body and the secondary lock.
Twist/pry to remove the secondary lock from the connector body.
b. Open the conduit clip on the back of the connector after lifting locktabs on each side and sliding
clip back to release it from connector.
c. Use the J 39227 tool to release the locking finger inside the connector and pull the terminal/wire
out the rear of the connector.
C. Terminal Crimping
1. Carefully strip insulation to leave 5.0 mm ± 0.5 mm (0.20 ± 0.02 inch) of bare wire showing.
2. Insert the new terminal to be crimped in the J 42215 crimping tool. There is a spring-loaded
terminal positioner at the front of the tool to hold the terminal in place. Squeeze the crimper
handles for a few clicks to start the crimping process but leave room to insert the wire end.
3. Insert the bare wire end into the terminal. Squeeze the crimper handles to complete the crimping
process and until the crimper handles open when released to remove the terminal/wire from the
tool.

TM 9-2320-312-24-3
C. Terminal Crimping (cont’d)
4. Complete terminal installation for VIW and Shift Selector Connectors as follows: (Figure E–1B)
a. Insert the wire seal in the back of the connector.
b. Push the terminal/wire assembly through the proper hole in the back of the wire seal. Push the
wire in until the terminal clicks into position. Gently pull rearward on the wire to be sure that
the terminal is fully seated. Install cavity plugs as needed.
c. Install the lock assist or secondary lock into the connector body.
d. Close the conduit clip around the conduit and lock the clip into the rear of the connector body.
5. Complete terminal installation of the ECU Connectors as follows: (Figure E–1A)
a. Align the locking posts on the connector with the seal and push the locking posts through the
seal into the mating holes in the strain relief (if the connector was removed from the strain
relief).
b. Push the terminal/wire assembly through the proper hole in the back of the seal. Push the wire
in until the terminal clicks into position.
NOTE: All terminals must be properly positioned to install the retainer in Step (5c).
c. Install the retainer on the connector body to lock the terminals in position. Pull rearward on the
wire to be sure that the terminal is fully seated. Install cavity plugs as needed.
d. Position the conduit inside the strain relief and snap the strain relief halves together.

TM 9-2320-312-24-3
STRAIN RELIEF
SEALING PLUG SPECIAL Seal plug

BOLT butts up here
RETAINER 12 WAY J 35689-A

SEAL PLUG
Remove in HARNESS
this direction
CONNECTOR
Seat in
WIRE AND this direction
TERMINAL
Insertion of removal tool (J 35689-A) forces
lock tang toward body of terminal
VIEW A
Butt wire against terminal holder
Use wire gauge 18-16 slot
WIRE SIDE
18-16
22-20
E
C
A
J 38125-7
D
TERMINAL
B
VIEW B
Push lock to insert
terminal end
J 35123
WIRE SIDE
TERMINAL HOLDER
18-16
22-20
VIEW C V01685
Figure E–2. Delphi-Packard Metri-Pack 150 Series Connectors — Pull-to-Seat

(Speed Sensor; Accumulator Solenoid; Retarder Solenoid, TID 2; 30-Way and 18-Way VIM)

TM 9-2320-312-24-3
1–2. DELPHI-PACKARD METRI-PACK 150 SERIES CONNECTORS — PULL-TO-SEAT
(SPEED SENSOR; ACCUMULATOR SOLENOID; 30-WAY AND 18-WAY VIM)
Crimping Tool J 38125-7

Wire Crimp Anvil “E”
Insulation Crimp Anvil “C”
Alternate Crimping Tool J 35123
Remover Tool J 35689-A
Turbine Speed Connector 12162723
(Nt) Sensor (MD/B 300/B 400) Terminal 12110236
Turbine Speed Connector 12162193
(Nt) Sensor (HD/B 500) Terminal 12103881
Engine/Output (All Models) Connector 12162197
(Ne/No) Speed Sensor Terminal 12103881
Accumulator (N Solenoid) And Connector 12162197
Retarder (H Solenoid For TID 2) Terminal 12103881
Vehicle Interface Connector (VIM)
Module (VIM) Connector Body 12040920
9-Way Seal (x2) 12040936
18-Way Strain Relief 12110545
Special Bolt 12129426
Bolt Retainer 12034236
Sealing Plug 12034413
Terminal 12103881
Vehicle Interface Connector (OEM)
Module (Vehicle) Connector Body 12034397
15-Way Seal (x2) 12040879
30-Way Strain Relief 12110546
Special Bolt 12129426
Bolt Retainer 12034236
Sealing Plug 12034413
Terminal 12103881
B. Terminal Removal
NOTE: Do not solder crimps.
1. Insert needle end of terminal remover J 35689-A into the small notch between the connector and
the terminal to be removed (Figure E–2, View A). Push the lock tang toward the terminal.
2. Push the wire and terminal out of the connector (this is a “pull-to-seat” terminal).

TM 9-2320-312-24-3
B. Terminal Removal (cont’d)
3. Pull terminal as far as necessary from the connector. This will be limited by the number of other
wires inserted into the connector and by the distance between the back side of the connector and
the beginning of the harness covering.
4. If terminal is to be replaced, cut the terminal between the core and insulation crimp to minimize
wire loss.
C. Terminal Crimping — VIM And Speed Sensor Terminals (Standard Crimping Tool)
1. If a spare wire is used, the wire should be pushed through the proper hole in the strain relief (if
used), through the wire seal, and out the other side of the connector before stripping.
2. Carefully strip insulation 4.5 mm ± 0.5 mm (0.18 ± 0.02 inch). Unless insulation crimp is over-
tight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal with-
out damaging wire.
3. Place core crimp portion of terminal on bed of anvil “E” and squeeze crimper enough to keep
terminal from dropping (Figure E–2, View B).
4. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to ori-
ent the terminal so that it is properly aligned with the terminal cavity in the connector. The
terminal should be positioned so that the lock tang is on the side of the cavity which has the notch
in the middle (for the remover tool).
5. Position insulation crimp of terminal on anvil “C” so that the entire insulation crimp area and a
portion of the terminal between the core and insulation crimp areas are supported by the anvil.
Complete the insulation crimp.
6. Be sure lock tang is lifted to allow proper reseating of the terminal.
7. Pull on the wire to pull the terminal completely into the cavity. (A click will be heard and the
terminal should stay in place if the wire is pushed.)
D. Terminal Crimping Using Alternate Tool J 35123

1. If a spare wire is used, the wire should be pushed through the proper hole in the strain relief (if
used) and the wire seal, and out the other side of the connector prior to stripping.
2. Insert remover tool in front side of connector to release locktab and push terminal out front
of connector. Pull the terminal and wire out the front of the connector to complete Steps (3)
through (7).
3. Push open the terminal holder on the crimper tool J 35123 and insert a terminal into the opening
marked 18–16 (Figure E–2, View C) so that the crimp ends point up. Release the terminal holder.
4. Slightly close the crimping tool (close until one click is heard) but do not start to crimp the terminal.
Place the terminal on the wire so it is in the same position as it will be when pulled back into the
connector. The terminal should be positioned so that the lock tang is on the side of the cavity which
has the notch in the middle (for the remover tool).
5. Insert the wire into the terminal until the wire contacts the holder. (By doing this, the core and
insulation should be properly positioned for the core and insulation crimp wings.)
6. Squeeze the crimper fully until it opens when released.

TM 9-2320-312-24-3
D. Terminal Crimping Using Alternate Tool J 35123 (cont’d)
7. Open the terminal holder and remove the wire and terminal from the crimping tool.
8. Pull on the terminal to assure a tight crimp.
10. Pull on the wire to pull the terminal completely into the cavity. (A click will be heard and the
terminal should stay in place if the wire is pushed.)

TM 9-2320-312-24-3
Install in
this direction
SECONDARY LOCK
D
C
Remove in
this direction
WIRE AND TERMINAL
D Insertion of removal tool (J 35689)

forces lock tang toward body
of terminal
C
A B
J 35689-A
VIEW A
Butt wire against

terminal holder
Use wire gauge

18-16 slot
WIRE SIDE
E
C
A
J 38125-7
18-16
22-20
D
B
VIEW B TERMINAL
Push lock to
insert terminal
end
J 35123
WIRE SIDE
TERMINAL
HOLDER
18-16
22-20
VIEW C V01686.01
Figure E–3. Delphi-Packard Metri-Pack 150 Series Connectors — Push-to-Seat (Oil Level Sensor)

TM 9-2320-312-24-3
1–3. DELPHI-PACKARD METRI-PACK 150 SERIES CONNECTORS — PUSH-TO-SEAT
(OIL LEVEL SENSOR)

Insulation Crimp Anvil “C”
Alternate Crimping Tool J 35123
Remover Tool J 35689
Oil Level Sensor 4-Pin Plug 12047786
Terminal (Pin) 12047581
Secondary Lock 12047787
4-Pin Receptacle 12047785
Terminal (Socket) 12047767
B. Terminal Removal
NOTE: Do not solder crimps.
1. Remove the secondary lock.

2. Insert needle end of terminal remover J 35689-A into the small notch between the connector and
the terminal to be removed (Figure E–3, View A). Push the lock tang toward the terminal.
3. Pull the wire and terminal out the rear of the connector (this is a “push-to-seat” terminal).
4. Pull terminal as far as necessary from the connector. This will be limited by the number of other
wires inserted into the connector and by the distance between the back side of the connector and
the beginning of the harness covering.
5. If terminal is to be replaced, cut the terminal between the core and insulation crimp to minimize
wire loss.
1. Carefully strip insulation 4.5 mm ± 0.5 mm (0.18 ± 0.02 inch). Unless insulation crimp is over-
tight, Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal with-
out damaging wire.
2. Place core crimp portion of terminal on bed of anvil “E” and squeeze crimper enough to keep
3. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to ori-
ent the terminal so that it is properly aligned with the terminal cavity in the connector. The
terminal should be positioned so that the lock tang is on the side of the cavity which has the notch
in the middle (for the remover tool).

TM 9-2320-312-24-3
C. Terminal Crimping (cont’d)
4. Position insulation crimp of terminal on anvil “C” so that the entire insulation crimp area and a
portion of the terminal between the core and insulation crimp areas are supported by the anvil.
6. Push on the wire until the terminal is completely into the cavity. (A click will be heard and the
terminal should stay in place when the wire is lightly pulled.)
D. Terminal Crimping Using Alternate Tool J 35123

1. Insert remover tool in front side of connector to release locktab and pull terminal out rear
of connector. Pull the terminal and wire out the rear of the connector to complete Steps (3)
through (7).
2. Push open the terminal holder on the crimper tool J 35123 and insert a terminal into the opening
marked 18–16 (Figure E–3, View C) so that the crimp ends point up. Release the terminal holder.
3. Slightly close the crimping tool (close until one click is heard) but do not start to crimp the termi-
nal. Place the terminal on the wire so it is in the same position as it will be when pulled back into
the connector. The terminal should be positioned so that the lock tang is on the side of the cavity
which has the notch in the middle (for the remover tool).
4. Insert the wire into the terminal until the wire contacts the holder. (By doing this, the core and
insulation should be properly positioned for the core and insulation crimp wings.)
5. Squeeze the crimper fully until it opens when released.
6. Open the terminal holder and remove the wire and terminal from the crimping tool.
7. Pull on the terminal to assure a tight crimp.
9. Push on the wire until the terminal is completely into the cavity. (A click will be heard and the
terminal should stay in place if the wire is lightly pulled.)

TM 9-2320-312-24-3
NOTES

TM 9-2320-312-24-3
SECONDARY LOCK
P/N 12047664
TERMINAL
P/N 12047767
CONNECTOR
P/N 12047662
LOCK TANG REMOVER TOOL
;;;;;;
J 35689-A
;;;;;;
REMOVER
NOTCH
;;;;;;
;;;;;;
Lock terminal
here
SOCKET TERMINAL
WIRE
J 42215 CRIMPING TOOL

V04852
Figure E–4. Delphi-Packard Metri-Pack 150 Series Connector — Push-To-Seat

(MD/HD/B TID 2 Sump Temperature Thermistor)

TM 9-2320-312-24-3
(MD/HD/B TID 2 SUMP TEMPERATURE THERMISTOR)
A. Connector/Terminal Repairs:
Crimping Tool J 42215 (with terminal positioner removed)

Remover Tool J 35689-A
MD/HD/B, TransID 2 Sump Temperature Sensor 12129691
Sump Temperature Thermistor Connector, Black 12047662
Terminal 12047767
B. Terminal Removal:
1. Remove the secondary lock from the connector.
2. Insert needle end of terminal remover J 35689-A into the small notch in the front of the connector
cavity of the terminal to be removed (refer to Figure 7).
3. Push the lock tang toward the terminal.
4. Pull the wire and terminal out of the connector.
5. Cut the terminal between the core and insulation crimp to minimize wire loss.
C. Terminal Crimping:
1. Strip insulation approximately 4.5 mm (0.18 inch).
2. Remove the spring-loaded terminal positioner from the J 42215 crimping tool.
3. Insert the new terminal to be crimped in the J 42215 crimping tool. Squeeze the crimper handles a
couple clicks to start the crimping process but leave room to insert the wire end.
4. Insert the bare wire end into the terminal. Squeeze the crimper handles to complete the crimping
process and until the crimper handles open when released to remove the terminal/wire from the
tool.
5. Be sure the lock tang is positioned to allow proper retention of the terminal in the connector.
6. Push the terminal completely into the cavity. (A click will be heard and the terminal should stay in
place if the wire is pulled.)
7. Install the secondary lock in the connector.

TM 9-2320-312-24-3
J 38125-13
J 38125-13
Remove in
this direction
SOLENOID/C3 PRESSURE
SWITCH CONNECTOR
CONNECTOR TO C3
PRESSURE SWITCH (HARNESS)
Install in
this direction
VIEW A
E
C
A
J 38125-7
D
B
VIEW B V03422
Figure E–5. Delphi-Packard Metri-Pack 280 Series Connectors — Pull-to-Seat

(Internal Harness Solenoid and C3 Pressure Switch)

TM 9-2320-312-24-3
1–5. DELPHI-PACKARD METRI-PACK 280 SERIES CONNECTORS — PULL-TO-SEAT
(INTERNAL HARNESS SOLENOID AND C3 PRESSURE SWITCH)
NOTE: Crimping anvils will be listed following the terminal part numbers for the various
connectors in this section. The anvil for the core crimp is always listed first.
Remover Tool J 38125-13
Solenoid/C3 Pressure Connector 12092420
Switch (Switch)
C3 Pressure Switch Connector 12110139
(Harness)
Solenoid/C3 Pressure Terminal 12124639
Switch (Switch) (Use crimping anvils “C” and “D”)
C3 Pressure Switch Terminal 12066337
(Harness) (Use crimping anvils “C” and “D”)
Solenoid (A, B, and G) Terminal (2 Wire) B 12015243
(Use crimping anvils “A” and “B”)
B. Terminal Removal
1. Depress locktab on terminal (accessible in slot of connector) and push terminal out front of
connector (Figure E–4, View A).
2. If replacing terminal, cut terminal between core and insulation crimp (to minimize wire loss).
1. Carefully strip insulation 6.5 mm ± 0.5 (0.26 ± 0.02 inch). Unless insulation crimp is overtight,
Automatic Wire Stripper J 35615 will remove insulation and crimp from old terminal without
damaging wire).
2. Place core crimp portion of terminal on bed of anvil indicated and squeeze crimper enough to hold
3. Position wire core in terminal and squeeze crimper tool to complete the core crimp. Be sure to
orient the terminal so that it is properly aligned with the terminal cavity in the connector. (When
crimping two wires in terminal P/N 12015243, strip and twist cores together before inserting
into the terminal.)
4. Position insulation crimp of terminal on anvil indicated so that the entire insulation crimp area and
a portion of the terminal between the core and insulation crimp areas are supported by the anvil.
5. Slip the wire through the slot in the connector and pull to fully seat the terminal(s).

TM 9-2320-312-24-3
CONNECTOR
WIRE
J 38125-13
REMOVER TOOL
VIEW A
WIRE
INSULATION CRIMP
INSULATION CORE CRIMP
TERMINAL
HOLDING PRONG
CENTER LINE OF VIEW B

SECONDARY THE CONNECTOR
LOCK
VIEW C
E
C
J 38125-7
A
5
J 38125-6
3
1
D
B
4
2
VIEW D
V03431.01
Figure E–6. Delphi-Packard Metri-Pack 280 Series Connectors — Push-to-Seat (DDR)

TM 9-2320-312-24-3
(DDR)
Crimping Tool J 38125-6 and 7
Wire Crimp Anvil “2”
Insulation Crimp Anvil “A”
Diagnostic Connector Connector 12048105
Terminal 12034046
Terminal (2-Wire) 12066214
Cover 12048107
B. Terminal Removal
1. Remove secondary lock from back of connector (Figure E–5, View C). (Use a small screwdriver or
pick in the slots on each side of the connector.)
2. Insert remover tool J 38125-13 into open (front) end of connector at terminal to be serviced
(Figure E–3, View A).
3. Push the lock tang of the terminal straight and pull wire and terminal out the back of connector.
4. If the terminal is to be replaced, cut terminal between core and insulation crimp (this minimizes
wire length loss).
1. Carefully strip insulation 6.0 ± 0.25 mm (0.24 ± 0.01 inch).
2. Insert terminal into crimping tool (Figure E–5, View D), anvil “2.”
3. Slightly close crimping tool to hold the terminal steady.
4. Align the terminal with its position in the connector and insert wire so that the stripped portion
of the wire is in the core crimping area and the insulated portion of the wire is in the insulation
crimping area (Figure E–5, View B).
5. Crimp the stripped section of the wire (Figure E–5, View D).
6. Remove the terminal from the crimping tool.
7. Use a pair of needle nose pliers, if necessary, to start the bend on the insulation crimp wings
(Figure E–5, View D).
8. Crimp the insulated section of wire using anvil “A” of the crimpers shown (Figure E–5, View D).
10. Tug on terminal to make sure the crimp is tight.
11. Insert terminal into connector with the locktab toward the center line of the connector
(Figure E–5, View C).
12. The terminal should “click” into place and you should not be able to pull the terminal out
by hand.
13. Reinstall the secondary lock.
TM 9-2320-312-24-3
WIRE SEAL
CONNECTOR
TERMINAL SECONDARY LOCK
THROTTLE SENSOR
CONNECTOR
J 38125-10
REMOVER TOOL
VIEW A VIEW B
WIRE SEAL
CORE CRIMP
INSULATED WIRE
STRIPPED WIRE
VIEW C
WIRE SEAL
CORE CRIMP
TERMINAL
INSULATION AND SEAL CRIMP
VIEW D
5
3
1
J 38125-6
3
1
4
2
4
2
VIEW E
V01689
Figure E–7. Delphi-Packard WeatherPack Connectors (TPS; 3-Way RMR Sensor; HD Pre-TID And TID 1
Retarder Temperature; 4-Way RMR Device, Type 3; 3-Way RMR Device (Dedicated Pedal))

TM 9-2320-312-24-3
1–7. DELPHI-PACKARD WEATHERPACK CONNECTORS (TPS; 3-WAY RMR SENSOR;
HD RETARDER TEMPERATURE; 3-WAY RMR DEVICE (DEDICATED PEDAL))

Wire Crimp Anvil “2”
Insulation Crimp Anvil “5”
Alternate Crimping Tool J 35606 or J 38852
Throttle Position Position (TPS) Connector 12015793
Terminal 12089040
Wire Seal 12089444
RMR Device Connector 12015795
Terminal 12089040
Wire Seal 12089444
Retarder Temperature Sensor Connector 12010973
Terminal (Socket) 12089188
Wire Seal 12089444
B. Terminal Removal
1. Unlatch and open the secondary lock on the connector (Figure E–6, View A).
2. On the front of the connector, insert remover tool J 38125-10 over the terminal. Push the tool over
the terminal and pull the terminal out of the back end of the connector (Figure E–6, View B).
3. If terminal is to be replaced, cut terminal between core and insulation crimp (this minimizes
wire loss).
NOTE: Two special tools are available for this operation: tool J 38125-6 (Paragraph C); tool J 35606 or
J 38852 (Paragraph D).
C. Terminal Crimping Using Crimping Tool J 38125-6

1. Place the wire seal onto the wire before stripping the wire (Figure E–6, View C).
2. Strip wire to 6.0 ± 0.25 mm (0.24 ± 0.01 inch).
3. Place terminal onto crimping tool J 38125-6 (Figure E–6, View E), anvil “2.”
4. Slightly close crimping tool to hold terminal steady.
5. Insert wire so that the stripped portion of wire is in the core crimp area and the insulated portion of
the wire is in the insulation crimping area (Figure E–6, View C).
6. Crimp the stripped section of the wire.

TM 9-2320-312-24-3
C. Terminal Crimping Using Crimping Tool J 38125-6 (cont’d)
8. Push the wire seal into the terminal (Figure E–6, View D). The second crimp will wrap around the
wire seal. This will seal the insulated area of wire.
9. Use a pair of needle nose pliers, if necessary, to squeeze the terminal wings together to fit in
anvil “5.”
10. Crimp wire seal in anvil “5.”
11. Tug on terminal and be sure the crimp is tight.
12. Insert the terminal into the connector. The terminal will “click” into place and should not
pull out.
13. Secure the secondary lock. Both sides of the connector must be latched.
D. Terminal Crimping Using Alternate Crimper Pliers J 35606 or J 38852

1. Place the wire seal onto the wire before stripping the wire (Figure E–6, View C).
2. Strip wire to 6.0 ± 0.25 mm (0.24 ± 0.01 inch).
3. Insert terminal into crimping tool J 35606 (Figure E–7, View A), opening marked 18–20.
4. Position the terminal so the crimp wings are pointing up from the bottom jaw of the crimper and
are properly positioned.
5. Slightly close the crimping tool to hold the terminal steady.
6. Slide the wire seal to the edge of the insulation and insert the wire and seal into the terminal
(Figure E–7, View B).
7. Position the wire and seal and squeeze the crimping tool until it opens when released.
8. Tug on terminal to be sure the crimp is tight.
9. Insert terminal into connector. The terminal will “click” into place and should not pull out.
10. Relatch the secondary lock. Both sides of the connector must be latched.

TM 9-2320-312-24-3
Figure E–8. Terminal Crimping With Tool J 35606

TM 9-2320-312-24-3
J 38125-13
VIEW A
INSULATION
STRIPPED WIRE
INSULATION CRIMP
CORE CRIMP
E
C
J 38125-7
A
D
B
TERMINAL LOCKTAB
SIDE VIEW
VIEW B
VIEW C
V03423.01
Figure E–9. Amp Products Connectors (8-Way RMR Device (Hand Lever))

TM 9-2320-312-24-3
1–8. AMP PRODUCTS CONNECTORS (8-WAY RMR DEVICE (HAND LEVER))

Insulation Crimp Anvil “A”
8-Way RMR Device (Hand Lever) 8-Way Receptacle 163007-0
Terminal (Socket) 42100-2
B. Terminal Removal
1. Insert removal tool J 38125-13 into the small notch at the front of the connector to release the ter-
minal locktab (Figure E–8, View A).
2. Pull the terminal and wire out the back of the connector.
3. If replacing terminal, cut terminal between core and insulation crimp (this minimizes wire loss).
1. Strip wire to approximately 4.0 ± 0.25 mm (0.16 ± 0.01 inch) (Figure E–8, View B).
2. Place new terminal onto crimping tool J 38125-7, anvil “E” (Figure E–8, View C).
3. Slightly close the crimping tool to hold the terminal steady.
4. Insert the wire so that the stripped portion of the wire is in the core crimp area and the insulated
portion of the wire is in the insulation crimping area.
5. Crimp the stripped section of the wire (Figure E–8, View B).
7. Use a pair of needle nose pliers, if necessary, to start the bend on the insulation crimp wings.
8. Crimp the insulated section of the wire using anvil “A” of the crimpers (Figure E–8, View C).
10. Tug on the terminal to make sure the crimp is tight.
11. Insert the terminal into the connector. The terminal will “click” into place and should not pull out.

TM 9-2320-312-24-3
CONNECTOR
P/N 29509502
PIN REMOVER
J 34513
WIRES
BACKSHELL
CONVOLUTE CONDUIT
TAPE WRAPPED WIRE BUNDLE VIEW C
BACKSHELL FOLLOWER
GROMMET
COMPOSITE NUT
RECEPTACLE
PLUG
GROMMET
BACKSHELL FOLLOWER
TAPE WRAPPED WIRE BUNDLE

REMOVER
J 34513 CONVOLUTE CONDUIT
BACKSHELL
REMOVER
J 38582-3
VIEW A
J 34182 CRIMPER
TERMINAL EXTRACTOR / INSERTER
J 41194 TO ROT
ISE A
RA
TE
INSPECTION HOLE SEL

NO.
PIN TERMINAL TERMINAL WIRE SIZE

INSPECTION HOLE INDICATOR
SOCKET TERMINAL
;;
CAVITY PLUG
LOCKING RING
DEPTH ADJUSTMENT SCREW
;
VIEW B
V03482
Figure E–10. Deutsch IPD/ECD Connectors (31-Way Bulkhead, 31-Way Feedthrough Harness;
16-Way Optional Sensor Harness; 6-Way Optional DDR)

TM 9-2320-312-24-3
1–9. DEUTSCH IPD/ECD CONNECTORS (31-WAY BULKHEAD; 31-WAY
FEEDTHROUGH HARNESS; 16-WAY OPTIONAL SENSOR HARNESS; 6-WAY
OPTIONAL DDR)

Remover Tool J 34513 (18 GA IPD Bulkhead)
Extractor/Inserter Tool J 41194 (18 GA ECD Bulkhead)
Remover Tool (DDR Connector) J 38582-3 (12–14 GA)
Bulkhead Connector/ Connector Plug, 31-Way (Male/Female)
Transmission Connector — ECD 31-Pin Plug WT06B24-31SN
Terminal (Socket) 3662-204-1690
Cavity Plug 0613-1-1601
Backshell Housing WTA10-24-01/19
Backshell Follower WTA10-24-02/19
Backshell Grommet WTA10-24-03
Connector Receptacle, 31-Way (Female/Male)
31-Pin Receptacle WT04B24-31PN
Terminal (Pin) 3660-201-1690
Panel Nut 0926-208-2401
O-Ring Seal 9013-3-0402
Lockwasher 0914-212-2486
Bulkhead Connector — ECD Connector Plug (31-Way) (Male/Male)
31-Pin Plug WT06B24-31PN
Terminal (Pin) 3660-201-1690
Connector Receptacle (31-Way)
(Female/Female)
31-Pin Receptacle WT04B24-31SN
Panel Nut 0926-208-2401
O-Ring Seal 9013-3-0402

TM 9-2320-312-24-3

16-Way Optional Sensor Harness 16-Way Plug WT06B20-16SN
16-Way Receptacle WT04B20-16PN
Terminal (Pin) 3660-201-1690
Panel Nut 0926-207-2087
O-Ring Seal 9013-3-0201
6-Way Optional DDR 6-Way Plug HD10-6-12P
Terminal (Pin) 0460-256-12233
Terminal (Pin) 0460-204-0831
Cavity Plug 114017
Backshell HD18-006
Cover HDC16-6
9-Way Optional DDR 9-Way Receptacle HD10-9-1939P
NOTE: If difficulty is encountered in removing or installing the plug backshell, insert the plug into the
receptacle, do not lock it into place, and loosen the backshell.
B. Terminal Removal (Refer to Figure E–9, View A)
NOTE: When using remover/inserter tool J 41194, take care not to break the tip of the tool. Lay the wire in
the widest part of the wire slot and work toward the tool tip.
1. Loosen and slide the backshell along the convolute conduit.
2. Remove the convolute conduit from the base of the backshell follower. Peel enough conduit from
the harness to allow working access.
3. Slide the backshell follower clear of the connector housing.
4. Remove as much tape wrap as necessary to allow working access.
5. Fully insert the proper remover/extractor tool into the back of the connector until it releases the ter-
minal.
6. Pull the terminal, wire, and tool out the back of the connector.
7. If replacing the terminal, cut the wire through the middle of the terminal crimp (this minimizes
wire loss).
C. Terminal Crimping (Refer to Figure E–9, View B)

1. Strip approximately 6–8 mm (0.236–0.315 inch) of insulation from the wire.
2. Set the crimping tool wire size to number 18 for the ECD or IPD connector. For the optional DDR
connector, set the wire size to number 12. To set the wire size, remove the retainer pin. Lift and
rotate the indicator until the correct wire number is aligned with the SEL NO. arrow. Reinstall
the retainer pin.

TM 9-2320-312-24-3
C. Terminal Crimping (Refer to Figure E–9, View B) (cont’d)
3. Insert the contact end of the terminal into crimping tool J 34182. Adjust the crimping tool depth by
loosening the locking ring until the depth adjusting screw is free and turning the adjusting screw
until the top of the terminal is just above flush with the crimping hole (the crimp jaws will contact
the middle of the terminal barrel). Tighten the lock ring to retain the adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area.
A small section (0.5–1.0 mm (0.02–0.04 inch)) of wire will be visible above the terminal barrel.
5. Squeeze the crimping tool handle until it releases. The terminal is now crimped onto the wire.
6. Remove the terminal and wire from the crimping tool.
7. Tug on the terminal to ensure the crimp is tight.
8. For the optional DDR connector, apply a 25 mm (one inch) long piece of heat shrink tubing over
the wire insulation just behind the terminal. Apply heat to shrink and lock tubing to the insulation.
D. Terminal Insertion (ECD Bulkhead)
NOTE: If replacing an outside grommet (refer to Figure E–9 showing the ECD bulkhead), ensure the
grommet is correctly installed. Each grommet hole is marked with the terminal ID of the wire that
passes through that hole. The grommet holes match the pattern of either the pins or sockets in the
connector. One side of the grommet is marked “PIN” and the other “SKT” or “SOC”. “PIN” indicates
the pin (receptacle) side of the connector and “SKT” or “SOC” the socket (plug) side. When installing
the outer grommet in the receptacle, ensure “PIN” is showing and positioned so that the “A” terminal
ID on the outer grommet aligns with the “A” terminal ID on the inner grommet. When installing the
outer grommet in the plug, “SKT” or “SOC” must be showing and positioned so that the “A” terminal
ID on the outer grommet aligns with the “A” terminal ID on the inner grommet. Reversing “PIN” and
“SKT” or “SOC” sides of the grommet will cause the grommet holes to be misaligned with the holes
in either the receptacle or plug. Perform Steps (1) and (2) only if the outer grommet has been removed.
1. Place the correct side of the grommet upwards with the inner and outer grommet “A” terminal ID
aligned.
2. Insert two cavity plugs in unused cavities to retain the grommet.
NOTE: When using remover/inserter tool J 41194, take care not to break the tip of the tool. Lay the wire in
the widest part of the wire slot and work toward the tool tip.
3. Place the terminal and wire in the end of extractor/inserter tool J 41194.
4. Insert the tool through the grommet, into the back of the connector, and push until the terminal is
seated. Remove the remover/inserter tool.
5. Insert cavity plugs into all unused cavities.
6. Wrap plastic electrical tape around the wire bundle.
7. Reassemble the connector in the reverse order of disassembly.
E. Terminal Insertion (all connectors except ECD bulkhead)

1. Insert wire with crimped terminal through the proper hole in the grommet.
2. Keep pushing on wire until the terminal “locks” into position.

TM 9-2320-312-24-3
J 39841 INSTALLER
(J 39842 IS SIMILAR
FOR MD 3070PT)
RETARDER CONNECTOR
(MD/B 300/B 400)
J 39841 REMOVER
(J 39842 IS SIMILAR
FOR MD 3070PT)
VIEW A
J 41193-2 INSTALLER
J 41193-1
GUIDE PIN FOR SOCKET TERMINALS
FMTV CONNECTOR
(CRIMP STYLE 37-WAY)
J 41193-3 REMOVER
VIEW B
J 34182 CRIMPER
TO ROT
ISE A
RA
TE
SEL
NO.
TERMINAL WIRE SIZE INDICATOR
;;
LOCKING RING
DEPTH ADJUSTMENT SCREW ;;
VIEW C V01691
Figure E–11. ITT Cannon Connectors — Crimped (37-Way FMTV Bulkhead; 6-Way Transfer Case; 8-Way MD Retarder)

TM 9-2320-312-24-3
1–10. ITT CANNON CONNECTORS — CRIMPED (37-WAY FMTV BULKHEAD;
6-WAY TRANSFER CASE; 8-WAY MD RETARDER)
A. Connector/Terminal Repair

Connector Repair Kit (FMTV) J 41193
Guide Pin J 41193-1
Insertion Tool J 41193-2
Terminal Remover J 41193-3
Terminal Remover/Installer J 39841
(MD Retarder)
Terminal Remover/Installer J 39842
(MD 3070 T-Case Connector)
MD FMTV 37-Way Plug Assembly CA3106E28-21P-B
37-Way Receptacle Assembly CA3100E28-21S-B
MD Transfer Case 6-Way Plug Assembly KPSE06E10-6S
6-Way Receptacle Assembly KPSE07E10-6P
Terminal (Pin) 030-9173-006
MD Retarder 8-Way Plug KPSE06E16-8S
Terminal, Socket 031-9206-006
8-Way Receptacle KPSE07E16-8P
Terminal (Pin) 030-9205-007
B. Terminal Removal (Refer to Figure E–10, View A and B)

1. Select the remover tool for the plug or receptacle that is being repaired.
2. For the FMTV connector, choose either the pin or socket terminal remover tip and lock it into the
handle.
3. Place the tip of the remover tool over the pin or into the socket and push the contact/terminal out
the rear of the connector using slow, even pressure.
4. Pull the wire and terminal out the back of the connector.
5. If replacing the terminal, cut the wire through the middle of the terminal crimp to minimize wire
loss.

TM 9-2320-312-24-3

C. Terminal Crimping (Refer to Figure E–10, View C)
1. Strip approximately 6–8 mm (0.24–0.31 inch) of insulation from the wire.
2. Set the crimping tool wire size to number 18. To set the wire size, remove the retainer pin. Lift and
rotate the indicator until 18 is aligned with the SEL NO. arrow. Reinstall the retainer pin.
3. Insert the contact end of the terminal down into crimping tool J 34182. Adjust the crimping tool
depth by loosening the locking ring until the depth adjusting screw is free and turning the adjusting
screw until the wire end of the terminal is just above flush with the top of the crimping hole. The
crimp jaws will now contact the middle of the terminal barrel. Tighten the lock ring to retain the
adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area. A
small section (0.5–1.0 mm (0.020–0.040 inch)) of wire will be visible above the terminal barrel.
D. Terminal Insertion
1. Select the proper insertion tool for the connector or receptacle that is being reassembled.
2. Place the terminal and wire in the insertion tool (refer to Figure E–10, View A and B).
NOTE: When installing a socket terminal for the FMTV plug, use the J 41193-1 guide pin.
3. Insert the terminal through the correct hole in the back of the connector and push until the terminal
is seated. Remove the insertion tool. Check to see that the terminal is at the same height as other
terminals. Tug on the wire at the rear of the connector to ensure that the terminal is locked in place.
4. Insert cavity plugs into all unused cavities.

TM 9-2320-312-24-3
NOTES

TM 9-2320-312-24-3
;;
;;
DESOLDERING BRAID
;;
;;
PEN SOLDERING IRON
SOLDERED CUP CONNECTION
WIRE GROMMET
THREADED BACKSHELL
SOLDERING SOLDERING
IRON IRON SOLDERING
IRON
SOLDER
SOLDER
0.8 mm (0.31 in.)
WIRE
• TINNING STRIPPED WIRE • SOLDERING IRON ON SIDE OF CUP • SOLDERING IRON ON SIDE OF CUP
• FILL CUP HALF FULL • FLOW SOLDER IN CUP
• INSERT WIRE
• MAINTAIN HEAT TO FLOW SOLDER
V01107.02
Figure E–12. ITT Cannon Connectors — Soldered (2-Way HD Retarder)

TM 9-2320-312-24-3
1–11. ITT CANNON CONNECTORS — SOLDERED (2-WAY HD RETARDER)
A. Connector Terminal Repair (Refer to Figure E–11)

Retarder Control (K Solenoid) Connector Plug (2-Pin) KPT06E8-2S
(HD/B 500 Models) Terminal (Pin) 031-9074-002
Connector Receptacle KPT07E8-2P
B. Special Tools
• 50–70 percent tin resin core solder, 18–20 SWG (0.086–1.0 mm (0.036 to 0.040 inch))
• Pen-type soldering iron (60W maximum) — tip no larger than 3.175 mm (0.125 inch)
• Desoldering braid
NOTE: Proper solder, techniques, equipment, and cleanliness are important to achieve a good solder joint.
Clean connector and terminals being soldered of all dirt, grease, and oil. Always heat the piece onto
which solder is to flow. A cold solder joint can cause intermittent continuity problems. Avoid a cold
joint by heating the piece(s) being soldered to melt the solder rather than merely heating the solder
until it melts. Excess solder applied to a stranded wire travels up the wire, stiffening it and making it
inflexible. The wire can break at the point where the solder stops. Do not use acid core solder.
C. Wire Removal — Desoldering

1. Unscrew the connector’s backshell and slide the backshell away from the connector.
2. Slide the grommet away from the connector. Slide the grommet far enough to allow access to the
terminals and wire ends. If the grommet is hard to slide, lubricate the wires with isopropyl alcohol.
If necessary, move some of the harness covering. If no solder is present, proceed as in Section 1–9
for crimped terminals.
3. Place the desoldering braid (wick) on top of the soldered terminal cup and wire. Place the hot sol-
dering iron on the desoldering braid and wait until the solder wicks up the braid, remove the wire.
4. If the other terminal is being repaired, repeat the desoldering operation on that terminal. When
solder is removed, proceed as in Section 1–9 for crimped terminals.
D. Soldering Wire Into Terminal
NOTE: If installing a new connector on a harness, ensure the backshell and grommet are in place before
soldering the wires to the terminals. Clean wires and terminals of dirt or grease.
1. Strip approximately 8 ± 0.8 mm (0.31 ± 0.03 inch) of insulation from the wire.
2. Tin the stripped end of the wire.
3. Insert the wire through the proper hole in the grommet.
NOTE: Lubricate the wire(s) with isopropyl alcohol only if the wire(s) will not slide through the grommet. If
installing a new connector on the harness, be sure the backshell is in place before inserting the wire(s)
through the grommet.

TM 9-2320-312-24-3
D. Soldering Wire Into Terminal (cont’d)
4. Mount the connector in a holding fixture at a 45 degree angle. Hold the solder in the terminal cup
and apply heat to the side of the cup until the solder flows.
5. Slowly feed solder into the cup until it is half-full. When the cup is half-full, remove the solder
supply before removing the soldering iron. Half-fill all cup terminals that are to have wires
inserted.
NOTE: Feed solder slowly enough to prevent a flux gas pocket from forming. A gas pocket prevents sufficient
solder from flowing into the cup — a false fill. Correct a false fill by re-heating the cup and adding
solder.
6. Start at the lowest cup and apply heat to the side of the cup until the solder melts.
NOTE: Do not overheat the connector while soldering. If the connector gets too hot, stop work until it cools.
7. Carefully insert the stripped end of the wire into the cup until the wire bottoms in the cup. The
wire’s insulation should be approximately 1.59 mm (0.0625 inch) above the solder.
8. Maintain heat until the solder has flowed in the cup and onto the wire. Overheating can cause the
solder to wick up the stranded wire.
NOTE: Indications of a good solder connection are:
• A minimum amount of solder showing
• Wire strands are clearly outlined in the joint
• The joint is completely covered with solder
• Fillets have a smooth even contour
• Edges are feathered
• The joint is bright, smooth, and appears clean
Too little solder is better than too much. If the solder wicks up the wire, the wire may break at the point
at which the solder stops.
9. After soldering and inspecting all connections, remove flux residue with a contact cleaner.
10. Slide the grommet into place and screw on the backshell.

TM 9-2320-312-24-3
NOTES

TM 9-2320-312-24-3
WEDGELOCK
CONNECTOR SEAL
CONNECTOR
Shrink tubing goes here
STANDARD SOCKET
TERMINAL
Extended terminal for

uninsulated shield wire
J 34182 CRIMPER
TO ROT
ISE A
RA
TE
SEL
NO.
WIRE SIZE INDICATOR

TERMINAL
;;
LOCKING RING
DEPTH ADJUSTMENT SCREW ;;
V03424
Figure E–13. Deutsch DT Series Connector (3-Way J1939 Interface)

TM 9-2320-312-24-3
1–12. DEUTSCH DT SERIES CONNECTORS (3-WAY J1939 INTERFACE)
A. Connector/Terminal Repair

J1939 Interface Connector, Plug, 3-Way DT06-3S-E008
Wedgelock, Plug W3S-1939
Contact, Socket (Standard) 3662-204-1690
Contact, Socket (Extended) 0462-221-1631
Cable, J1939 Databus 23-000-13
B. Terminal Removal (Refer to Figure E–12)

1. Use a small-bladed screwdriver to remove the wedgelock that holds the terminals in place.
2. Use a sharp knife to carefully remove the shrink tubing from the rear of the connector plug.
3. Use a small screwdriver to release the locking lever for all of the terminals. Pull the wire and ter-
minal out the rear of the connector.
4. Slide a new piece of shrink tubing over the removed terminals and onto the cable.
5. If replacing the terminal, cut the wire through the middle of the terminal crimp to minimize wire
loss.
C. Terminal Crimping (Refer to Figure E–12)

1. Strip 6–8 mm (0.24–0.31 inch) of insulation from the wire. (There is no insulation on the shield
wire.)
2. Set the crimping tool wire size to number 18. To set the wire size, remove the retainer pin. Lift and
rotate the indicator until 18 is aligned with the SEL NO. arrow. Reinstall the retainer pin.
3. Insert the contact end of the terminal down into crimping tool J 34182. Adjust the crimping tool
depth by loosening the locking ring until the depth adjusting screw is free and turning the adjusting
screw until the wire end of the terminal is just above flush with the top of the crimping hole. The
depth adjustment screw will need to be backed out a large amount to accept the extended shield
terminal. The crimp jaws will now contact the middle of the terminal barrel. Tighten the lock ring
to retain the adjustment.
4. Fully insert the wire into the terminal so that the stripped portion of the wire is in the crimp area. A
small section (0.5–1.0 mm (0.02–0.04 inch)) of wire will be visible above the terminal barrel.

TM 9-2320-312-24-3
D. Terminal Insertion
1. Slide the wire with crimped terminal attached into the rear of the connector.
2. Push the terminal and wire into the connector until it locks into position (refer to Figure E–12).
Check the front of the connector to see that the terminal is at the same height as other terminals.
Tug on the wire at the rear of the connector to ensure that the terminal is locked in place.
3. Insert the wedge lock to hold the terminals in place. Slide the sealing plug back into place at the
rear of the connector.
4. Slide the shrink tubing over the raised area at the rear of the connector. Use a heat gun to shrink the
tubing into position over the connector and cable.

TM 9-2320-312-24-3
1–13. REPAIR OF A BROKEN WIRE WITH IN-LINE BUTT SPLICE
A. Connector Check Before Repair
NOTE: Before repairing or replacing wiring harness, sensor, solenoid, switch, or ECU as indicated for a
diagnosed problem, follow the procedure below:
1. Disconnect the connector or connectors associated with the problem and inspect for:
• Bent terminals
• Broken terminals
• Dirty terminals
• Pushed back terminals
• Missing terminals
• Condition of mating tabs
• Condition of mating terminals
Ensure that terminals are secure in the connector. Clean, straighten, or replace parts as required.
2. Reconnect all previous unmated connectors. Ensure connectors are fully inserted or twisted until
they lock in place. Connectors with locking tabs make an audible “click” when the lock is engaged.
3. If trouble recurs after starting the vehicle, follow proper repair procedures for trouble code or
complaint.
4. If trouble does not recur, or if the correct repairs and/or replacements have been made, the problem
should be corrected.
B. Special Tools
• Heat Gun, J 25070 or equivalent
• Crimping Tool for Pre-insulated Crimp J 38125-8 (refer to Figure E–13)
NOTE: Use crimping anvils “F” and “G.”
• Wire Strippers, J 35615

• Splices P/N 23046604 14–16 AWG
• Splices P/N 23046605 18–22 AWG
NOTE: Each splice must be properly crimped and then heated to shrink the covering to protect and insulate
the splice. Insulation piercing splice clips should not be used.

TM 9-2320-312-24-3

J 38125-8
F
G
V01694
Figure E–14. Crimper J 38125-8
C. Straight Lead Repair Procedure

1. Locate damaged wire.
2. Remove insulation 8.0 mm (0.3 inch).
3. Insert one wire into crimp barrel and crimp.
4. Insert other wire into crimp barrel and crimp.
5. Pull on connection to ensure crimping integrity.
6. Heat splice with heat gun until covering shrinks and adhesive flows from under the covering.
7. The splice is now sealed and insulated. Electrical tape should not be used and is not necessary.

MATING
CONNECTOR MFG. P/N PART NAME MANUFACTURER CONFIG MFG. P/N MATING PART NAME
P/N
ECU S 12191001 STRAIN RELIEF, 32-WAY BLACK DELPHI-PACKARD 1-PC/ECU S 12186041 12186041 ECU HEADER

ECU S 15305333 SEAL, 32-WAY DELPHI-PACKARD 1-PC/ECU S
ECU S 15305371 INNER CONNECT, 32-WAY DELPHI-PACKARD 1-PC/ECU S
ECU S 12129021 TPA, 32-WAY BLACK DELPHI-PACKARD 1-PC/ECU S
ECU S 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/ECU S
ECU S 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/ECU S
ECU S 12177289 CPA, 32-WAY RED DELPHI-PACKARD 1-PC/ECU S
ECU V 12191002 STRAIN RELIEF, 32-WAY GRAY DELPHI-PACKARD 1-PC/ECU V 12186043 12186043 ECU HEADER
ECU V 15305333 SEAL, 32-WAY DELPHI-PACKARD 1-PC/ECU V
ECU V 15305371 INNER CONNECT, 32-WAY DELPHI-PACKARD 1-PC/ECU V
ECU V 12129022 TPA, 32-WAY GRAY DELPHI-PACKARD 1-PC/ECU V
ECU V 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/ECU V
ECU V 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/ECU V

ECU V 12177289 CPA, 32-WAY RED DELPHI-PACKARD 1-PC/ECU V
ECU T 12191003 STRAIN RELIEF, 32-WAY BLUE DELPHI-PACKARD 1-PC/ECU T 12129008 12129008 ECU HEADER
TM 9-2320-312-24-3
ECU T 15305333 SEAL, 32-WAY DELPHI-PACKARD 1-PC/ECU T
ECU T 15305371 INNER CONNECT, 32-WAY DELPHI-PACKARD 1-PC/ECU T
ECU T 12129023 TPA, 32-WAY BLUE DELPHI-PACKARD 1-PC/ECU T
ECU T 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/ECU T
ECU T 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/ECU T
ECU T 12177289 CPA, 32-WAY RED DELPHI-PACKARD 1-PC/ECU T
PSS/SSS 12160280 CONN 20F MIC/P 100W GRAY DELPHI-PACKARD 1-PC/COMP S 12160542 12160542 CONN 20M MIC/P 100W GRAY
PSS/SSS 15304882 CABLE SEAL, 14F GRAY DELPHI-PACKARD 1-PC/COMP S 12110693 12110693 CABLE SEAL, 14M GREEN
PSS/SSS 12160494 LOCK, SECONDARY 20F GREEN DELPHI-PACKARD 1-PC/COMP S 12191176 12191176 LOCK ASSIST/SEAL, 20M GREEN
PSS/SSS 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD 1-PC/COMP S 12160551 12160551 TERMINAL, PIN 100W
PSS/SSS 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/COMP S 12129557 12129557 CAVITY PLUG, 100W
PSS/SSS 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD 1-PC/COMP S 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
DDR P 12048105 CONNECTOR, 12-WAY DELPHI-PACKARD 1-PC/COMP S DIAGNOSTIC DATA READER
DDR P 12048107 COVER, CONNECTOR DELPHI-PACKARD 1-PC/COMP S
DDR P 12034046 TERMINAL, 280F SPECIAL DELPHI-PACKARD 1-PC/COMP S
DDR P 12066214 TERMINAL, 280F (W/SCI), 2-WIRE DELPHI-PACKARD 1-PC/COMP S
DDR P 12020219 LOCK, SECONDARY DELPHI-PACKARD 1-PC/COMP S
DDR D HD10-6-12P CONNECTOR, REC., 6-WAY DEUTSCH IPD 1-PC/COMP S DIAGNOSTIC DATA READER
DDR D 0460-256-12233 CONTACT, PIN #12 DEUTSCH IPD 1-PC/COMP S
DDR D 0460-204-0831 CONTACT, PIN #8 DEUTSCH IPD 1-PC/COMP S
DDR D 114017 SEALING PLUG DEUTSCH IPD 1-PC/COMP S
DDR D HD18-006 BACKSHELL - STRAIN RELIEF DEUTSCH IPD 1-PC/COMP S
DDR D HDC16-6 CAP, DDR CONNECTOR DEUTSCH IPD 1-PC/COMP S
E–45
E–46
MATING
P/N
SCI 15300027 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP S 15300002 15300002 CONNECTOR, 2-WAY

SCI 12077411 TERMINAL, SOCKET DELPHI-PACKARD 1-PC/COMP S 12048159 12048159 TERMINAL, PIN
SCI 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP S 12089444 12089444 SEAL, WIRE TYPE, SILICONE
SCI 15300014 LOCK, SECONDARY DELPHI-PACKARD 1-PC/COMP S 15300014 15300014 LOCK, SECONDARY
J1939 DT06-3S-E008 CONNECTOR, PLUG 3-WAY DEUTSCH 1-PC/ECU S DT04-3P-E008 CONNECTOR, REC., 3-WAY
J1939 W3S WEDGELOCK, PLUG DEUTSCH 1-PC/ECU S W3P WEDGELOCK, RECEPTACLE
J1939 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH 1-PC/ECU S 29511369 3660-201-1690 CONTACT, PIN #16
J1939 0462-221-1631 CONTACT, EXTENDED SOCKET DEUTSCH 1-PC/ECU S 0460-247-1631 CONTACT, EXTENDED PIN
J1939 CABLE, J1939 DATABUS 1-PC/ECU S
VIM 12040920 CONNECTOR, BODY, 18-WAY DELPHI-PACKARD 1-PC/COMP V 12052130 12052130 VIM HEADER ASSEMBLY
VIM 12040936 SEAL, 9-WAY DELPHI-PACKARD 1-PC/COMP V
VIM 12110545 STRAIN RELIEF, 18-WAY DELPHI-PACKARD 1-PC/COMP V
VIM 12129426 BOLT, 7mm HEAD EXT. DELPHI-PACKARD 1-PC/COMP V
VIM 12034236 RETAINER CLIP, BOLT DELPHI-PACKARD 1-PC/COMP V

VIM 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP V
TM 9-2320-312-24-3
VIM 12034413 CAVITY PLUG, METRI-PACK DELPHI-PACKARD 1-PC/COMP V
VIW S 12160542 CONN 20M MIC/P 100W GRAY DELPHI-PACKARD 1-PC/COMP S 12160280 12160280 CONN 20F MIC/P 100W GRAY
VIW S 12110693 CABLE SEAL, 14M GREEN DELPHI-PACKARD 1-PC/COMP S 15304882 15304882 CABLE SEAL, 14F GRAY
VIW S 12191178 LOCK ASSIST/SEAL, 20M WHITE DELPHI-PACKARD 1-PC/COMP S 12191173 12191173 LOCK, SECONDARY 20F WHITE
VIW S 12160551 TERMINAL, PIN 100W DELPHI-PACKARD 1-PC/COMP S 12084912 12084912 TERMINAL, SOCKET 100W
VIW S 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/COMP S 12129557 12129557 CAVITY PLUG, 100W
VIW S 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD 1-PC/COMP S 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
VIW V 12160542 CONN 20M MIC/P 100W GRAY DELPHI-PACKARD 1-PC/COMP V 12160280 12160280 CONN 20F MIC/P 100W GRAY
VIW V 12110693 CABLE SEAL, 14M GREEN DELPHI-PACKARD 1-PC/COMP V 15304882 15304882 CABLE SEAL, 14F GRAY
VIW V 12191177 LOCK ASSIST/SEAL, 20M BLUE DELPHI-PACKARD 1-PC/COMP V 12191172 12191172 LOCK, SECONDARY 20F BLUE
VIW V 12160551 TERMINAL, PIN 100W DELPHI-PACKARD 1-PC/COMP V 12084912 12084912 TERMINAL, SOCKET 100W
VIW V 12129557 CAVITY PLUG, 100W DELPHI-PACKARD 1-PC/COMP V 12129557 12129557 CAVITY PLUG, 100W
VIW V 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD 1-PC/COMP V 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
VIW V 12191505 COVER, CONNECTOR DELPHI-PACKARD 1-PC/COMP V
RMR 12015795 CONNECTOR, 3-WAY DELPHI-PACKARD 1-PC/COMP S,T 12015092 12015092 CONNECTOR, SHROUD 3-WAY
RMR 12089040 TERMINAL, PIN DELPHI-PACKARD 1-PC/COMP S,T 12089188 12089188 TERMINAL, SOCKET
RMR 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP S,T 12089444 12089444 SEAL, WIRE TYPE, SILICONE
NE 12162193 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12066016 ENGINE SPEED SENSOR
NE 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual sensor uses molded receptacle similar to 12066016
NO 12162193 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T OUTPUT SPEED SENSOR
NO 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual sensor uses molded receptacle similar to 12066016
NT 12162193 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T TURBINE SPEED SENSOR
NT 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual sensor uses molded receptacle similar to 12066016
TPS 12015793 CONNECTOR, 3-WAY DELPHI-PACKARD 1-PC/COMP V,T TPS HEADER
TPS 12089040 TERMINAL, PIN DELPHI-PACKARD 1-PC/COMP V,T TPS header similar to 12010717 connector with 12089188 sockets
TPS 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP V,T molded into the TPS.
MATING
P/N
NSOL 15326143 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12084669 ACCUMULATOR SOLENOID

NSOL 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T Actual solenoid uses molded receptacle similar to 12084669
RTEMP 12010973 CONNECTOR, SHROUD, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12015792 12015792 CONNECTOR, TOWER, 2-WAY
RTEMP 12089188 TERMINAL, SOCKET DELPHI-PACKARD 1-PC/COMP T 12089040 12089040 TERMINAL, PIN
RTEMP 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD 1-PC/COMP T 12089444 12089444 SEAL, SILICONE
RTEMP, V8A 12162852 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T 12015792 12015792 V8A RETARDER TEMPERATURE
RTEMP, V8A 12124075 TERMINAL, 150.2F DELPHI-PACKARD 1-PC/COMP T
XFER KPSE06E10-6S CONNECTOR ASSY, PLUG 6-WAY ITT CANNON 1-PC/COMP T(7) KPSE07E10-6P TRANSFER CASE
RMOD KPSE06E16-8S CONNECTOR ASSY, PLUG 8-WAY ITT CANNON 1-PC/COMP T 29505513 KPSE07E16-8P CONNECTOR ASSY, REC 8-WAY
HSOLH KPT06E8-2S CONNECTOR ASSY, PLUG 2-WAY ITT CANNON 1-PC/COMP T, HD 29505515 KPT07E8-2P RETARDER SOLENOID, HDR
HSOLM 12162197 CONNECTOR, 2-WAY DELPHI-PACKARD 1-PC/COMP T, MD 12084669 RETARDER SOLENOID, MDR
HSOLM 12103881 TERMINAL, 150F DELPHI-PACKARD 1-PC/COMP T, MD Actual solenoid uses molded receptacle similar to 12084669
TRANS WT06B24-31SN CONNECTOR, PLUG, 31-WAY DEUTSCH 1-PC/COMP T 29511368 WT04B24-31PN CONNECTOR, REC., 31-WAY
TRANS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH 1-PC/COMP T 29511369 3660-201-1690 CONTACT, PIN #16
TM 9-2320-312-24-3
TRANS 0613-1-1601 SEALING PLUG DEUTSCH 1-PC/COMP T 29511371 0613-1-1601 SEALING PLUG
TRANS WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH 1-PC/COMP T 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
TRANS WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH 1-PC/COMP T 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
TRANS WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH 1-PC/COMP T 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
BLKHD RCS WT04B24-31SN CONNECTOR, REC., 31-WAY DEUTSCH ECU T/COMP V 29511855 WT06B24-31PN CONNECTOR, PLUG, 31-WAY
BLKHD RCS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH ECU T/COMP V 29511369 3660-201-1690 CONTACT, PIN #16
BLKHD RCS 0613-1-1601 SEALING PLUG DEUTSCH ECU T/COMP V 29511371 0613-1-1601 SEALING PLUG
BLKHD RCS WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH ECU T/COMP V 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
BLKHD RCS WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH ECU T/COMP V 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
BLKHD RCS WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH ECU T/COMP V 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
BLKHD RCS 0926-208-2401 NUT, PANEL DEUTSCH ECU T/COMP V
BLKHD RCS 9013-3-0402 O-RING DEUTSCH ECU T/COMP V
BLKHD PGP WT06B24-31PN CONNECTOR, PLUG, 31-WAY DEUTSCH ECU V/COMP T 29511854 WT04B24-31SN CONNECTOR, REC., 31-WAY
BLKHD PGP 3660-201-1690 CONTACT, PIN #16 DEUTSCH ECU V/COMP T 29511366 3662-204-1690 CONTACT, SOCKET #16
BLKHD PGP 0613-1-1601 SEALING PLUG DEUTSCH ECU V/COMP T 29511371 0613-1-1601 SEALING PLUG
BLKHD PGP WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH ECU V/COMP T 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
BLKHD PGP WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH ECU V/COMP T 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
BLKHD PGP WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH ECU V/COMP T 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
29527000 0926-208-2401 NUT, PANEL
29512839 9013-3-0402 O-RING
BLKHD RCP WTC04B24-31PN CONNECTOR, REC., 31-WAY DEUTSCH COMP S 29511365 WT06B24-31SN CONNECTOR, PLUG, 31-WAY
BLKHD RCP 3660-201-1690 CONTACT, PIN #16 DEUTSCH COMP S 29511366 3662-204-1690 CONTACT, SOCKET #16
BLKHD RCP 0613-1-1601 SEALING PLUG DEUTSCH COMP S 29511371 0613-1-1601 SEALING PLUG
BLKHD RCP WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH COMP S 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
E–47
BLKHD RCP WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH COMP S 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
BLKHD RCP WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH COMP S 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
E–48
MATING
P/N
BLKHD RCP 0926-208-2401 NUT, PANEL DEUTSCH COMP S

BLKHD RCP 9013-3-0402 O-RING DEUTSCH COMP S
BLKHD PGS WT06B24-31SN CONNECTOR, PLUG, 31-WAY DEUTSCH ECU S 29511368 WT04B24-31PN CONNECTOR, REC., 31-WAY
BLKHD PGS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH ECU S 29511369 3660-201-1690 CONTACT, PIN #16
BLKHD PGS 0613-1-1601 SEALING PLUG DEUTSCH ECU S 29511371 0613-1-1601 SEALING PLUG
BLKHD PGS WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH ECU S 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
BLKHD PGS WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH ECU S 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
BLKHD PGS WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH ECU S 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
29527000 0926-208-2401 NUT, PANEL
29512839 9013-3-0402 O-RING
SENS WT06B20-16SN CONNECTOR, PLUG, 16-WAY DEUTSCH 1-PC/COMP T (UNIV) 29516988 WT04B20-16PN CONNECTOR, REC., 16-WAY
SENS 3662-204-1690 CONTACT, SOCKET #16 DEUTSCH 1-PC/COMP T (UNIV) 29511369 3660-201-1690 CONTACT, PIN #16
SENS 0613-1-1601 SEALING PLUG DEUTSCH 1-PC/COMP T (UNIV) 29511371 0613-1-1601 SEALING PLUG
SENS WTA10-20-01/16 HOUSING, BACKSHELL, 20/16 DEUTSCH 1-PC/COMP T (UNIV) 29516991 WTA10-20-01/16 HOUSING, BACKSHELL, 20/16
TM 9-2320-312-24-3
SENS WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16 DEUTSCH 1-PC/COMP T (UNIV) 29516992 WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16
SENS WTA10-20-03 GROMMET, BACKSHELL #20 DEUTSCH 1-PC/COMP T (UNIV) 29516993 WTA10-20-03 GROMMET, BACKSHELL #20
29516989 0926-207-2087 NUT, PANEL #20
29519126 0914-212-2086 LOCKWASHER, #20
SENSX WT04B20-16PN CONNECTOR, REC., 16-WAY DEUTSCH SENSOR 29516987 WT06B20-16SN CONNECTOR, PLUG, 16-WAY
SENSX 3660-201-1690 CONTACT, PIN #16 DEUTSCH SENSOR 29511366 3662-204-1690 CONTACT, SOCKET #16
SENSX 0613-1-1601 SEALING PLUG DEUTSCH SENSOR 29511371 0613-1-1601 SEALING PLUG
SENSX WTA10-20-01/16 HOUSING, BACKSHELL, 20/16 DEUTSCH SENSOR 29516991 WTA10-20-01/16 HOUSING, BACKSHELL, 20/16
SENSX WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16 DEUTSCH SENSOR 29516992 WTA10-20-02/16 FOLLOWER, BACKSHELL, 20/16
SENSX WTA10-20-03 GROMMET, BACKSHELL #20 DEUTSCH SENSOR 29516993 WTA10-20-03 GROMMET, BACKSHELL #20
SENSX 0926-207-2087 NUT, PANEL #20 DEUTSCH SENSOR
SENSX 0914-212-2086 LOCKWASHER, #20 DEUTSCH SENSOR
RTEMPX 12015792 CONNECTOR, TOWER, 2-WAY DELPHI-PACKARD ADAPTER (MDR) 12010973 12010973 CONNECTOR, SHROUD, 2-WAY
RTEMPX 12089040 TERMINAL, PIN DELPHI-PACKARD ADAPTER (MDR) 12089188 12089188 TERMINAL, SOCKET
RTEMPX 12089444 SEAL, SILICONE DELPHI-PACKARD ADAPTER (MDR) 12089444 12089444 SEAL, WIRE TYPE, SILICONE
NOX 12066016 CONNECTOR, 2-WAY DELPHI-PACKARD ADAPTER (MDR) 12162193 12162193 CONNECTOR, 2-WAY
12103881 12103881 TERMINAL, 150F
HSOLMX CONNECTOR MOLD, 2-WAY DELPHI-PACKARD SOLENOID (MDR) 12162197 12162197 CONNECTOR, 2-WAY
12103881 12103881 TERMINAL, 150F
HSOLMXA 12084669 CONNECTOR, 2-WAY DELPHI-PACKARD ADAPTER (MDR) 12162197 12162197 CONNECTOR, 2-WAY
12103881 12103881 TERMINAL, 150F
RMRX 12015092 CONNECTOR, SHROUD 3-WAY DELPHI-PACKARD RES. MODULE 12015795 12015795 CONNECTOR, 3-WAY
RMRX 12089188 TERMINAL, SOCKET DELPHI-PACKARD RES. MODULE 12089040 12089040 TERMINAL, PIN
RMRX 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD RES. MODULE 12089444 12089444 SEAL, WIRE TYPE, SILICONE
MATING
P/N
SCIX 15300002 CONNECTOR, SHROUD 2-WAY DELPHI-PACKARD SCI ADAPTER 15300027 15300027 CONNECTOR, 2-WAY

SCIX 12048159 TERMINAL, PIN DELPHI-PACKARD SCI ADAPTER 12077411 12077411 TERMINAL, SOCKET
SCIX 12089444 SEAL, WIRE TYPE, SILICONE DELPHI-PACKARD SCI ADAPTER 12089444 12089444 SEAL, WIRE TYPE, SILICONE
SCIX 15300014 LOCK, SECONDARY DELPHI-PACKARD SCI ADAPTER 15300014 15300014 LOCK, SECONDARY
TRANSX WT04B24-31PN CONNECTOR, REC., 31-WAY DEUTSCH INTERNAL 29511365 WT06B24-31SN CONNECTOR, PLUG, 31-WAY
TRANSX 3660-201-1690 CONTACT, PIN #16 DEUTSCH INTERNAL 29511366 3662-204-1690 CONTACT, SOCKET #16
TRANSX 0613-1-1601 SEALING PLUG DEUTSCH INTERNAL 29511371 0613-1-1601 SEALING PLUG
TRANSX WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL 29514041 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19
TRANSX WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL 29514042 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19
TRANSX WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL 29514043 WTA10-24-03 GROMMET, BACKSHELL #24
ASOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID A (C1)
ASOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
ASOL 12124618 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL

BSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID B (C2)
BSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
TM 9-2320-312-24-3
BSOL 12124618 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
CSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID C (C3)
CSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
DSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID D (C4)
DSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
ESOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID E (C5)
ESOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
FSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID F (LOCK-UP)
FSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
GSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL SOLENOID G (FORWARD)
GSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
GSOL 12124618 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL
JSOL 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL (MD7) SOLENOID J (C6)
JSOL 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL (MD7)
NSOLI 12092420 CONNECTOR, 2-WAY SOLENOID DELPHI-PACKARD INTERNAL (MD7) SOLENOID N (LOW SIGNAL)
NSOLI 12124639 TERMINAL, 280 SERIES SOCKET DELPHI-PACKARD INTERNAL (MD7)
C3PS 12110139 CONNECTOR, 2-WAY C3PS DELPHI-PACKARD INTERNAL C3 PRESSURE SWITCH
C3PS 12066337 TERMINAL, 280 SERIES PIN DELPHI-PACKARD INTERNAL
OLS 12047785 CONNECTOR, 4-WAY OLS DELPHI-PACKARD INTERNAL OIL LEVEL SENSOR
OLS 12047767 TERMINAL, 150F DELPHI-PACKARD INTERNAL
OLS 12047664 LOCK, SECONDARY DELPHI-PACKARD INTERNAL
NTI 12162723 CONNECTOR, 2-WAY DELPHI-PACKARD INTERNAL TURBINE SPEED SENSOR
NTI 12110236 TERMINAL, 150F DELPHI-PACKARD INTERNAL
E–49
OILT SENSOR, TEMPERATURE, SUMP PHILLIPS TECH INTERNAL

E–50
MATING
P/N
OILT, V8A 12129691 SENSOR, TEMPERATURE, SUMP PHILLIPS TECH INTERNAL

TEMP, V8A 12047662 CONNECTOR, 2-WAY DELPHI-PACKARD INTERNAL 12129691 12129691 SENSOR, TEMPERATURE, SUMP
TEMP, V8A 12047664 LOCK, SECONDARY DELPHI-PACKARD INTERNAL
TEMP, V8A 12047767 TERMINAL, SOCKET DELPHI-PACKARD INTERNAL
STNDMD STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE, MD
STNDMD WTA01-04-14 GROMMET, STANDOFF 14-BLOCK DEUTSCH INTERNAL
STNDMD 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDMD WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDMD WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDMD WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDMD 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDMR STANDOFF, WIRING HARNESS INTERNAL/OLS CONTROL MODULE, MD/MDR OLS
STNDMR WTA01-04-12 GROMMET, STANDOFF 12-BLOCK DEUTSCH INTERNAL/OLS
STNDMR 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL/OLS
TM 9-2320-312-24-3
STNDMR WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDMR WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDMR WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL/OLS
STNDMR 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL/OLS
STNDM7 STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE, MD7
STNDM7 WTA01-04-11 GROMMET, STANDOFF 11-BLOCK DEUTSCH INTERNAL
STNDM7 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDM7 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDM7 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDM7 WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDM7 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDHD STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE, HD
STNDHD WTA01-04-16 GROMMET, STANDOFF 16-BLOCK DEUTSCH INTERNAL
STNDHD 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDHD WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDHD WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDHD WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDHD 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDHR STANDOFF, WIRING HARNESS INTERNAL/OLS CONTROL MODULE HD/HDR OLS
STNDHR WTA01-04-14 GROMMET, STANDOFF 14-BLOCK DEUTSCH INTERNAL/OLS
STNDHR 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL/OLS
STNDHR WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDHR WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL/OLS
STNDHR WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL/OLS
STNDHR 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL/OLS
MATING
P/N
STNDH7 STANDOFF, WIRING HARNESS INTERNAL CONTROL MODULE HD7 OLS

STNDH7 WTA01-04-12 GROMMET, STANDOFF 12-BLOCK DEUTSCH INTERNAL
STNDH7 12092195 O-RING, FEEDTHRU ASSEMBLY DELPHI-PACKARD INTERNAL
STNDH7 WTA10-24-01/19 HOUSING, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDH7 WTA10-24-02/19 FOLLOWER, BACKSHELL, 24/19 DEUTSCH INTERNAL
STNDH7 WTA10-24-03 GROMMET, BACKSHELL #24 DEUTSCH INTERNAL
STNDH7 0810-205-0001 SEAL, FEEDTHRU ASSEMBLY DEUTSCH INTERNAL
STNDH7 0613-1-1601 SEALING PLUG DEUTSCH INTERNAL
VIMX 12034397 CONNECTOR, BODY, 30-WAY DELPHI-PACKARD VIM WIRING VIM HEADER
VIMX 12040879 SEAL, 15-WAY DELPHI-PACKARD VIM WIRING
VIMX 12110546 STRAIN RELIEF, 30-WAY DELPHI-PACKARD VIM WIRING
VIMX 12129426 BOLT, 7 mm HEAD, EXT. DELPHI-PACKARD VIM WIRING
VIMX 12034236 RETAINER CLIP, BOLT DELPHI-PACKARD VIM WIRING

VIMX 12103881 TERMINAL, 150F SERIES DELPHI-PACKARD VIM WIRING
VIMX 12034413 CAVITY PLUG, METRI-PACK DELPHI-PACKARD VIM WIRING
TM 9-2320-312-24-3
VIW SX 12160280 CONN 20F MIC/P 100W GRAY DELPHI-PACKARD VIW S WIRING 12160542 12160542 CONN 20M MIC/P 100W GRAY
VIW SX 15304882 CABLE SEAL, 14F GRAY DELPHI-PACKARD VIW S WIRING 12110693 12110693 CABLE SEAL, 14M GREEN
VIW SX 12191173 LOCK, SECONDARY 20F WHITE DELPHI-PACKARD VIW S WIRING 12191178 12191178 LOCK ASSIST/SEAL, 20M WHITE
VIW SX 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD VIW S WIRING 12160551 12160551 TERMINAL, PIN 100W
VIW SX 12129557 CAVITY PLUG, 100W DELPHI-PACKARD VIW S WIRING 12129557 12129557 CAVITY PLUG, 100W
VIW SX 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD VIW S WIRING 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
VIW VX 12160280 CONN 20F MIC/P 100W GRAY DELPHI-PACKARD VIW V WIRING 12160542 12160542 CONN 20M MIC/P 100W GRAY
VIW VX 15304882 CABLE SEAL, 14F GRAY DELPHI-PACKARD VIW V WIRING 12110693 12110693 CABLE SEAL, 14M GREEN
VIW VX 12191172 LOCK, SECONDARY 20F BLUE DELPHI-PACKARD VIW V WIRING 12191177 12191177 LOCK ASSIST/SEAL, 20M BLUE
VIW VX 12084912 TERMINAL, SOCKET 100W DELPHI-PACKARD VIW V WIRING 12160551 12160551 TERMINAL, PIN 100W
VIW VX 12129557 CAVITY PLUG, 100W DELPHI-PACKARD VIW V WIRING 12129557 12129557 CAVITY PLUG, 100W
VIW VX 12176394 CONDUIT CLIP, 13 mm BLACK DELPHI-PACKARD VIW V WIRING 12176394 12176394 CONDUIT CLIP, 13 mm BLACK
E–51
TM 9-2320-312-24-3

NOTES

TM 9-2320-312-24-3
APPENDIX F — THROTTLE POSITION SENSOR ADJUSTMENT
A. Description of Operation (Figure F–1)

1. To properly communicate throttle position to the Electronic Control Unit (ECU), the throttle posi-
tion sensor must convert its mechanical movement to an electrical form the ECU can understand.
To accomplish this, contacts move across a resistive strip inside the sensor which translates posi-
tion into voltage.
THROTTLE POSITION LINKAGE
CONTACTS
RESISTIVE STRIP
V00656.01
Figure F–1. Throttle Position to Voltage Conversion
2. Each position gives a different voltage. The ECU then converts the voltage to counts. Each count
corresponds to approximately 0.179 mm (0.007 inch) of throttle sensor movement. Figure F–2
diagrams the counts and throttle movement relationship.
Adjust so total stroke is within

0 COUNT
50–200 count band 255 COUNTS
14 COUNTS 233 COUNTS

ERROR ERROR
ZONE ZONE
50 COUNTS 200 COUNTS
APPROX.
19 mm (0.75 in.) STROKE
CLOSED WIDE OPEN

THROTTLE THROTTLE
FULLY FULLY
RETRACTED EXTENDED
(AT REST) Total Stroke
CT–WOT
2.5 mm 40.6 mm
(0.1 in.) 15.2 mm–22.9 mm (1.6 in.)
0 mm
(0.6 in.–0.9 in.) 45.7 mm
85–130 Counts (1.8 in.)
V00429.05
Figure F–2. Throttle Position Determination Diagram
3. Throttle percentage is proportional to counts; low counts correspond to low percent and high
counts correspond to high percent (Table F–1, Page F–3).
4. The conversion from counts to percent throttle is performed easily once the idle and full throttle
positions are set (see adjustment procedures below). The idle and full throttle positions correspond
Copyright © 1999 General Motors Corp. F–1

TM 9-2320-312-24-3
to counts which can be viewed with a diagnostic tool. The ECU determines percent throttle by the
equation:
Current Count — Idle Count

% Throttle = x 100
Full Throttle Count — Idle Count
Where:
Idle Count = Count on diagnostic tool when engine is idling.
Current Count = Count on diagnostic tool at the present throttle position.
Full Throttle Count = Count on diagnostic tool at wide open throttle.
NOTE: Refer to Appendix N for DDR information.
5. The throttle position sensor is self-calibrating within its normal operating range. Each time the
vehicle is started and the ECU is initialized, the idle counts that are used for closed throttle are
increased by 15 counts from its previous lowest reading. Also, the wide open throttle counts are
reduced by 15 counts from its previous highest reading. Once new counts are read from the
current sensor position, the idle and wide open throttle count set points are continually
readjusted to the lowest and highest counts, respectively. This compensates for fuel control system
wear or previous mechanical adjustment. One area of particular concern is when the throttle sensor
extends into the error zone. This indicates a TPS misadjustment to the ECU and 100 percent throttle
is assumed until readjustment is performed. Simply clearing the code 21 XX will not resolve the 100
percent (WOT) shifting situation.
NOTE: After replacing or adjusting the throttle position sensor linkage, the technician should use the
diagnostic tool to clear the throttle calibration. Go to the DDR selection menu and locate ACTION
REQUESTS. Select RESET THROTTLE CALIBRATION and ENTER to set the 0 percent throttle
counts. After the idle counts are established, the throttle should be moved to the Full position to
establish the full or Wide Open Throttle (WOT) position (100 percent). The full throttle counts will be
the same as the idle counts until the throttle is moved. The full throttle counts are set when maximum
travel is reached so stopping before actual full throttle will set the 100 percent point artificially low.
Refer to Figure F–2 for proper counts and percentage. Refer to Figure F–3 for illustration of throttle
position adjustment.
B. Throttle Position Sensor (TPS) Adjustment

When properly installed by the equipment manufacturer, the TPS should not require adjustment.
Confirm that the throttle sensor is installed to manufacturer specifications before adjusting the throttle
position sensor. The idle count should be 50 or higher and full throttle count 200 or lower. The TPS is
self-calibrating meaning there is no optimum closed throttle or wide open throttle count value. As
long as the counts are within the 50 to 200 range, the TPS is set properly. Total stroke of 85–130
counts must be maintained. Watch the movement of the throttle sensor as the controls move it through
its full stroke. Be sure there is no misalignment or obstruction to smooth movement through the full
stroke. Make certain the idle and full throttle positions are not in the error zones (refer to Figure F–2).
The error zones occur when the idle position is less than 14 counts, or when the full throttle position
is more than 233 counts. When idle or wide open throttle positions are in the error zones, codes 21 12
and 21 23 occur, respectively. These codes cause the transmission to shift as if the throttle is fully
depressed (100 percent throttle) affecting shift quality and causing decreased fuel efficiency. Code
21 XX may be caused by a short or open circuit in the chassis harness or by incorrect voltages. If this
occurs, refer to code 21 XX chart.
NOTE: Use Test Harness J 41339 for measuring voltages.
F–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
Table F–1. Volts Versus Count for Throttle Sensor Display Reading
CTS Volts CTS Volts CTS Volts CTS Volts CTS Volts CTS Volts
0 0 41 81 121 161 201
1 0.0196 42 82 122 162 202
2 43 83 123 163 203
3 44 84 124 164 204
4 45 0.882 85 1.666 125 2.451 165 3.235 205 4.019
5 0.098 46 86 126 166 206
6 47 87 127 167 207
7 48 88 128 168 208
8 49 89 129 169 209
9 50 0.98 90 1.764 130 2.549 170 3.333 210 4.117
10 0.196 51 91 131 171 211
11 52 92 132 172 212
12 53 93 133 173 213
13 54 94 134 174 214
14 55 1.078 95 1.863 135 2.647 175 3.431 215 4.215
15 0.276 56 96 136 176 216
16 57 97 137 177 217
17 58 98 138 178 218
18 59 99 139 179 219
19 60 1.176 100 1.96 140 2.745 180 3.529 220 4.313
20 0.392 61 101 141 181 221
21 62 102 142 182 222
22 63 103 143 183 223
23 64 104 144 184 224
24 65 1.274 105 2.058 145 2.843 185 3.627 225 4.411
25 0.49 66 106 146 186 226
26 67 107 147 187 227
27 68 108 148 188 228
28 69 109 149 189 229
29 70 1.372 110 2.156 150 2.941 190 3.725 230 4.509
30 0.588 71 111 151 191 231
31 72 112 152 192 232
32 73 113 153 193 233
33 74 114 154 194 234
34 75 1.47 115 2.225 155 3.039 195 3.823 235 4.607
35 0.686 76 116 156 196 236
36 77 117 157 197 237
37 78 118 158 198 238
38 79 119 159 199 239
39 80 1.568 120 2.353 160 3.137 200 3.921 240 4.705
40 0.784
Copyright © 1999 General Motors Corp. F–3

TM 9-2320-312-24-3
MOUNTING PROVISION: BENDING LOAD

Use M6 x 1.00 or 1⁄4-20 in. series bolts APPLIED
3 places
Torque M6 x 1.00 bolt to 10–13 N•m (84–120 lb in.)
Torque 1⁄4-20 in. series bolts to 13–14 N•m (108–132 lb in.) UNACCEPTABLE INSTALLATION
Mount to a solid frame member. Flatness of
chassis mounting surface must not exceed 10.0° MAX INSTALLED
0.8 mm (0.03 in.). OPERATING ANGLE
IN ALL DIRECTIONS
LOADING IN
TENSION ONLY
ACCEPTABLE INSTALLATION
Attachment must provide freedom
of motion to allow cable loading in
tension only (no bending loads).
WIRING HARNESS
55.0 mm (2.17 in.)
MIN REQUIRED Fuel control must not move
the throttle sensor beyond R 152.0 mm (6.00 in.) MIN
FOR CONNECTION
the closed throttle position ALLOWANCE RADIUS
REMOVAL
at any time.
FULLY EXTENDED
FORCE REQUIRED FULLY
26.7 N (6.0 LB) MAX RETRACTED
MOUNTING (NOTE: Mounting length

47.5 mm (1.87 in.) CLOSED THROTTLE LENGTH + 50.8 mm (2 inches) equals
95.2 mm (3.75 in.) cable length)
FULL THROTTLE
118.1 mm (4.65 in.)
OPERATING BAND 15.2 – 22.9 mm
118.1 mm (0.6 – 0.9 in.)
(4.65 in.) The location of the
95.2 mm clamping bracket relative
(3.75 in.) to the fuel lever at closed
throttle must be maintained
within this range.
Attach to engine or governor

30.2 mm (1.19 in.) 93.45 mm (3.679 in.)housing using clamp and shims as
87.15 mm (3.431 in.)required. Clamp must positively
lock in cable groove.
Fuel lever attachment linkage or bracket must HITCH PIN CLIP
allow fuel lever to return to closed throttle position
ENGINE FUEL LEVER
when sensor rod is maintained at full throttle position.
Attach the throttle sensor directly to the engine fuel
lever with no breakover or yield linkages between the
engine fuel lever shaft and the attachment point of the
throttle sensor. CLOSED THROTTLE 183.1 mm (7.21 in.) MAX
FULL THROTTLE
SAME AS WITHOUT 160.2 mm (6.31 in.) MIN
SLIP-LINK
FULLY EXTENDED
38.1 mm (1.50 in.)
HITCH PIN CLIP

FULLY RETRACTED
OPTIONAL THROTTLE SENSOR ASSEMBLY WITH SLIP-LINK V00430.07
Figure F–3. Throttle Position Sensor Adjustment
F–4 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX G — WELDING ON VEHICLE/VEHICLE INTERFACE MODULE
1–1. WELDING ON VEHICLE

When frame or other welding is required on the vehicle, take the following precautions to protect the electronic
control components:
1. Disconnect the wiring harness connectors at the transmission electronic control unit.
2. Disconnect the positive and negative battery connections, and any electronic control ground wires
connected to the frame or chassis.
3. Cover electronic control components and wiring to protect them from hot sparks, etc.
4. Do not connect welding cables to electronic control components.
Do not jump start a vehicle with arc welding equipment. Arc welding
WARNING! equipment’s dangerously high currents and voltages cannot be reduced to safe
levels.
1–2. VEHICLE INTERFACE MODULE

The Allison Vehicle Interface Module (VIM) containing all Allison system relays and fuses must be used as the
interface to all vehicle wiring. Refer to Figure G–2 for VIM component location and pin-out.To close an open VIM,
tighten the bolts in the numerical order shown in Figure G–1 to provide a sealed, water-tight box. Torque the bolts
to 5–8 N·m (4–6 lb ft).
6
7
4
3
5 8
V00657
Figure G–1. Vehicle Interface Module
Copyright © 1999 General Motors Corp. G–1

TM 9-2320-312-24-3
APPENDIX G — WELDING ON VEHICLE/VEHICLE INTERFACE MODULE
(K4) (K5) (K6)

WIRE 114/SFO 1 WIRE 125/SFO 4 WIRE 112/SFO 3
A3/30 F3/30
R3/18 C1/30 C1/30 N2/18 P2/18 K1 & 2/30
B2/30 D1/30 C2/30
R1/18 R1/18
A2/30 E1/30 F2/30
2
C1/30 F1/18
IGNITION FUSE
(K1) (K2) (K3)

WIRE 113/REVERSE WARNING WIRE 132/SFO 2 WIRE 123/NEUTRAL START
A1/30 E3/30 F1/30
R2/18 C1/30 M1/18 C1/30 P1/18 L1 & 2/18
D2/30 (+) (–)
R1/18 R1/18 K1 & 2/30
B1/30 E2/30 G1/30
1
C1/30 F1/18 J1 & 2/30 Q1 & 2/18
IGNITION FUSE MAIN FUSE
1 1
2 2
3 3
L M N P Q R TERMINAL BOARD
A B C D E F G H J K A B C D E F IDENTIFICATION
HARNESS
30-WAY CONNECTOR 18-WAY CONNECTOR CONNECTOR
(PIN ID/30) (PIN ID/18) IDENTIFICATION
See page D-26 for See page D-25 for
wire/terminal usage. wire/terminal usage.
87
86
87A 85
30
Pin numbering on
bottom of relay
1 Ignition fuse position in early VIM

2 Ignition fuse must be in place and not open for there to be
continuity between pins C1/30 and R1/18
V03425
Figure G–2. VIM Components Location and Pin-Out Diagram
G–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX H — HYDRAULIC SCHEMATICS
Figure Description Page No.

H–1 C2 Latch Valve H–2
H–2 WT Hydraulic Schematic – Neutral H–3
H–3 WT Hydraulic Schematic – Reverse H–4
H–4 HD 4070 Hydraulic Schematic – 1st Range H–5/H–6
H–5 WT Hydraulic Schematic – 1st Range (2nd Range For HD 4070) H–7
H–6 WT Hydraulic Schematic – 2nd Range (3rd Range For HD 4070) H–8
H–7 WT Hydraulic Schematic – 3rd Range (4th Range For HD 4070) H–9
H–8 WT Hydraulic Schematic – 4th Range (5th Range For HD 4070) H–10
H–11 MD 3070 Partial Hydraulic Schematic (Various Ranges) H–13
through through
H–19 H–21
H–20 MD/B 300/B 400 Retarder Hydraulic Schematic H–22
through through
H–23 H–25
H–24 HD/B 500 Retarder Hydraulic Schematic H–26
and and
H–25 H–27
Copyright © 1999 General Motors Corp. H–1

TM 9-2320-312-24-3
APPENDIX H — THROTTLE POSITION SENSOR ADJUSTMENT
C2 (TO CLUTCH)
C2 LATCH VALVE DETAIL
C1 (TO CLUTCH)
C2
LATCH
VALVE
CONTROL MAIN
EBF
C2 (FROM SOL)
C1 (FROM SOL)
146
C1
LATCH
VALVE
133
145 144
C3 (TO CLUTCH)
C3 (FROM SOL)
C5 (FROM SOL)
C5 (TO CLUTCH)
EBF
V00588.02
Figure H–1. C2 Latch Valve Detail
H–2 Copyright © 1999 General Motors Corp.

WT HYDRAULIC SCHEMATIC — NEUTRAL
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
Figure H–2.
EX Lube
TM 9-2320-312-24-3
Regulator
WT Hydraulic Schematic — Neutral
F A B C D E
LU C1 C2 C3 C4 C5
N/C N/O N/O N/C N/C N/C EX
Main
Filter
Ctl.
G FWD Main
N/C Reg. Pressure Relief
ON—OFF
EX Main
Main EX
Exhaust (MD, B 300, and
C2 Backfill B 400 models only)
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED A B E Sump
CLUTCH APPLIED C5
EFFECTIVE S/N:
C1 C3 MAIN COOLER/LUBE MD/B 300/B 400
Latch
CONTROL MAIN EX. BACKFILL S/N 6510024410
C3 Pressure EXHAUST CONVERTER HD/B 500
C2 EX ALL S/N
Switch SUCTION C5
Latch
H–3
V01129.04
WT HYDRAULIC SCHEMATIC — REVERSE
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
Figure H–3.
EX Lube
TM 9-2320-312-24-3
Regulator
WT Hydraulic Schematic — Reverse
F A B C D E
LU C1 C2 C3 C4 C5
Main
Filter
Ctl.
G FWD Main
ON—OFF
EX Main
Main EX
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED A B C E Sump
CLUTCH APPLIED C3, C5
EFFECTIVE S/N:
C1 C3
Latch MAIN COOLER/LUBE C5 MD/B 300/B 400
CONTROL MAIN EX. BACKFILL S/N 6510024410
C3 Pressure EXHAUST CONVERTER HD/B 500
C2 EX ALL S/N
Switch SUCTION C3
Latch
H–4
V01130.04
TM 9-2320-312-24-3
HD 4070 HYDRAULIC SCHEMATIC – FIRST RANGE
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT
Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
F A B C D E
LU C1 C2 C3 C4 C5
C6 Main
Filter
C6
Ctl.
G FWD Main
J C6 ON–OFF
N/C
PWM C6 INTERLOCK
VALVE Main
EX
EX
MAIN
Exhaust
C2 Backfill
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
N C6 Accumulator/
N/C Relay Valve SOLENOIDS ENERGIZED B G N J Sump
ON–OFF
C1 C3 MAIN EX. BACKFILL
Latch CONTROL MAIN CONVERTER
C3 Pressure EXHAUST C3
EX SUCTION C6
C2 Switch V05930
Latch COOLER/LUBE FWD. KDN.
Figure H–4. HD 4070 Hydraulic Schematic — First Range
Copyright © 1999 General Motors Corp. H–5/H–6

WT HYDRAULIC SCHEMATIC — 1st RANGE
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
Figure H–5. WT Hydraulic Schematic —1st Range (2nd Range For HD 4070)
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
TM 9-2320-312-24-3
EX Lube
Regulator
F A B C D E
LU C1 C2 C3 C4 C5
Main
Filter
Ctl.
G FWD Main
ON—OFF
EX Main
Main EX
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/ SOLENOIDS ENERGIZED B E G

Relay Valve Sump
MAIN EX. BACKFILL EFFECTIVE S/N:
C1 C3 CONTROL MAIN CONVERTER MD/B 300/B 400
Latch
EXHAUST C1 S/N 6510024410
C3 Pressure EX SUCTION C5 HD/B 500
C2 Switch COOLER/LUBE FWD. KDN. ALL S/N
Latch
H–7
V01123.04
WT HYDRAULIC SCHEMATIC — 2nd RANGE
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
Figure H–6. WT Hydraulic Schematic — 2nd Range (3rd Range For HD 4070)
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
TM 9-2320-312-24-3
Regulator
F A B C D E
LU C1 C2 C3 C4 C5
Main
Filter
Ctl.
G FWD Main
ON—OFF
EX Main
Main EX
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
*SOLENOIDS ENERGIZED B D F G
Accumulator/ CLUTCH APPLIED C1, C4 LOCKUP
Relay Valve Sump
MAIN COOLER/LUBE LOCKUP
CONTROL MAIN EX. BACKFILL C1 EFFECTIVE S/N:
C1 C3 EXHAUST CONVERTER C4 MD/B 300/B 400
Latch
SUCTION FWD. KDN. S/N 6510024410
HD/B 500
C3 Pressure EX * NOTE: During 1-2 Upshift and 2-1 Downshift, Solenoid G is
C2 ALL S/N
Switch de-energized (C2 Latch Valve “Up”, C1 Latch Valve “Down”)
Latch
to exhaust C5 Clutch through Solenoid E Regulator Valve. V01124.04
H–8
WT HYDRAULIC SCHEMATIC — 3rd RANGE
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
Figure H–7. WT Hydraulic Schematic — 3rd Range (4th Range For HD 4070)
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
TM 9-2320-312-24-3
F A B C D E
LU C1 C2 C3 C4 C5
Main
Filter
Ctl.
G FWD Main
ON—OFF
EX Main
Main EX
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED B C F G Sump
CLUTCH APPLIED C1, C3 LOCKUP
EFFECTIVE S/N:
C1 C3
Latch MAIN COOLER/LUBE LOCKUP MD/B 300/B 400
CONTROL MAIN EX. BACKFILL C1 S/N 6510024410
EXHAUST CONVERTER C3 HD/B 500
C3 Pressure EX
C2 SUCTION FWD. KDN. ALL S/N
Switch
Latch
V01125.04
H–9
WT HYDRAULIC SCHEMATIC — 4th RANGE
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
Figure H–8. WT Hydraulic Schematic — 4th Range (5th Range For HD 4070)
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
TM 9-2320-312-24-3
F A B C D E
LU C1 C2 C3 C4 C5
Main
Filter
Ctl.
G FWD Main
ON—OFF
EX Main
Main EX
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED F G Sump
EFFECTIVE S/N:
C1 C3
C3 Pressure EXHAUST CONVERTER C2 HD/B 500
C2 EX ALL S/N
Switch SUCTION FWD. KDN.
Latch
H–10
V01126.04
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
TM 9-2320-312-24-3
F A B C D E
LU C1 C2 C3 C4 C5
Main
Filter
Ctl.
G FWD Main
ON—OFF
EX Main
Main EX
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
Accumulator/
Relay Valve SOLENOIDS ENERGIZED A C F G Sump
EFFECTIVE S/N:
C1 C3
C3 Pressure EXHAUST CONVERTER C3 HD/B 500
C2 EX ALL S/N
Switch SUCTION FWD. KDN.
Latch
H–11
V01127.04
Torque
Converter
Lube
Filter
CONVERTER IN Cooler
Conv
Regulator Lube Lube
CONVERTER OUT

Overdrive Conv
Knockdown Flow
Lockup
EX Lube
Regulator
TM 9-2320-312-24-3
F A B C D E
LU C1 C2 C3 C4 C5
Main
Filter
Ctl.
G FWD Main
ON—OFF
EX Main
Main EX
Main Pump
C4 C5 Regulator
C1
C1 C2 C3 C4 C5
Suction
Filter
*SOLENOIDS ENERGIZED A D F
Accumulator/ CLUTCH APPLIED C2, C4 LOCKUP
Relay Valve Sump
MAIN COOLER/LUBE LOCKUP
CONTROL MAIN EX. BACKFILL C2 EFFECTIVE S/N:
C1 C3 EXHAUST CONVERTER C4 MD/B 300/B 400
Latch SUCTION FWD. KDN. S/N 6510024410
HD/B 500
C3 Pressure EX NOTE: During 5-6 shift, Solenoid G is energized
C2 ALL S/N
Switch (both Latch Valves “Down”) to exhaust C3 Clutch
Latch
through Solenoid C Regulator Valve.
V01128.04
H–12
; ;;
MD 3070 HYDRAULIC SCHEMATIC (PARTIAL)
NEUTRAL POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

Figure H–11. MD 3070 Hydraulic Schematic — Neutral Power On
D FEED C4
EBF
C2 C1
TM 9-2320-312-24-3
;;;;;;;;;
B FEED A FEED
J C6
N/C
PWM C6 INTERLOCK C FEED
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–13
V05931
; ;;
H–14

REVERSE POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

Figure H–12. MD 3070 Hydraulic Schematic — Reverse Power On
D FEED C4
EBF
TM 9-2320-312-24-3
C2 C1
;;;;;;;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05932
; ;;
LO MD POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

Figure H–13. MD 3070 Hydraulic Schematic — Lo MD Power On
D FEED C4
EBF
C2 C1
TM 9-2320-312-24-3
;;;;;;;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–15
V05933
; ;;
H–16

1st POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

Figure H–14. MD 3070 Hydraulic Schematic — 1st Power On
D FEED C4
EBF
TM 9-2320-312-24-3
C2 C1
;;;;;;;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05934
; ;;
2nd POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

Figure H–15. MD 3070 Hydraulic Schematic — 2nd Power On
D FEED C4
EBF
C2 C1
TM 9-2320-312-24-3
;; ;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–17
V05935
; ;;
H–18

3rd POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

Figure H–16. MD 3070 Hydraulic Schematic — 3rd Power On
D FEED C4
EBF
TM 9-2320-312-24-3
C2 C1
;; ;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05936
; ;;
4th POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

Figure H–17. MD 3070 Hydraulic Schematic — 4th Power On
D FEED C4
EBF
C2 C1
TM 9-2320-312-24-3
;; ;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–19
V05937
; ;;
H–20

5th POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
C2 C1
TM 9-2320-312-24-3
;; ;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
V05938
; ;;
6th POWER ON
G
Main FWD
;;;
Control Main N/C
ON-OFF
Exhaust Backfill
Exhaust

D FEED C4
EBF
TM 9-2320-312-24-3
C2 C1
;; ;;;
B FEED A FEED
J C6
N/C
VALVE MAIN PS
;;;;;;;
;;
C3
E FEED
EBF
C5
C6
EBF EBF
;;
EX
C2 LATCH C1 LATCH
N C6
N/C
ON-OFF
H–21
V05939
H–22
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC

RETARDER ON
Retarder
Control

Valve
Figure H–20. MD/B 300/B 400 Hydraulic Schematic — Retarder On
(H)
Retarder
Charge
Pressure
TM 9-2320-312-24-3
EX
Retarder
Temp Sensor
Flow
Valve
EX
ON/OFF
Solenoid
(N) CONTROL MAIN TO RETARDER
Air Protection EX Accumulator Cooler MAIN PRESSURE LUBE

Valve (Air)
(OEM supplied)
RETARDER OUT FROM COOLER
CONVERTER OUT TO COOLER
EXHAUST VEHICLE AIR
V01539.01
MD/B 300/B 400 RETARDER HYDRAULIC SCHEMATIC
RETARDER OFF
Retarder
Control

Valve
Figure H–21. MD/B 300/B 400 Hydraulic Schematic — Retarder Off
(H)
Retarder
Charge
Pressure
TM 9-2320-312-24-3
EX
Retarder
Temp Sensor
Flow
Valve
EX
ON/OFF
Solenoid
(N) CONTROL MAIN LUBE
Air Protection EX Accumulator Cooler MAIN PRESSURE FROM COOLER

Valve (Air)
(OEM supplied)
EXHAUST VEHICLE AIR
ORIFICE LUBE
H–23
V01540.01
H–24
MD RETARDER HYDRAULIC SCHEMATIC

RETARDER ON
Figure H–22. MD/B 300/B 400 Hydraulic Schematic — Retarder On (Beginning January 1, 1998)

Regulator
Valve
Solenoid
(H)
EX
TM 9-2320-312-24-3
EX
EX
Relay
Valve
Retarder
Temp Sensor
Flow
Valve
EX CONTROL MAIN TO RETARDER
ON/OFF MAIN PRESSURE LUBE

Solenoid Cooler
(N) RETARDER OUT FROM COOLER
Air Protection EX Accumulator
Valve (Air) CONVERTER OUT TO COOLER
(OEM supplied)
EXHAUST VEHICLE AIR
V04626
MD RETARDER HYDRAULIC SCHEMATIC
RETARDER OFF
Figure H–23. MD/B 300/B 400 Hydraulic Schematic — Retarder Off (Beginning January 1, 1998)

Regulator
Valve
Solenoid
(H)
EX
TM 9-2320-312-24-3
EX
EX
Relay
Valve
Retarder
Temp Sensor
Flow
Valve
EX CONTROL MAIN LUBE
ON/OFF MAIN PRESSURE FROM COOLER

Solenoid Cooler
(N) CONVERTER OUT TO COOLER
Air Protection EX Accumulator
Valve (Air) EXHAUST VEHICLE AIR
(OEM supplied)
ORIFICE LUBE
V04627
H–25
H–26
HD/B 500 RETARDER HYDRAULIC SCHEMATIC

RETARDER ON
Retarder
Control
Valve

Figure H–24. HD/B 500 Hydraulic Schematic — Retarder On
(H)
Exhaust Retarder
Check Valve Charge

Pressure
TM 9-2320-312-24-3
EX
Retarder
Temp Sensor
EX
Flow
Valve
EX Cooler
ON/OFF
Solenoid
(N) CONTROL MAIN TO RETARDER
Air Protection EX Accumulator MAIN PRESSURE LUBE

Valve (Air)
(OEM supplied)
RETARDER OUT FROM COOLER
EXHAUST VEHICLE AIR
V01131.01
HD/B 500 RETARDER HYDRAULIC SCHEMATIC
RETARDER OFF
Retarder
Control

Valve
Figure H–25. HD/B 500 Hydraulic Schematic — Retarder Off
(H)
Exhaust Retarder
Check Valve Charge
Pressure
TM 9-2320-312-24-3
EX
Retarder
Temp Sensor
EX
Flow
Valve
EX Cooler
ON/OFF
Solenoid
(N) CONTROL MAIN LUBE
Air Protection EX Accumulator MAIN PRESSURE FROM COOLER

Valve (Air)
(OEM supplied)
EXHAUST VEHICLE AIR
ORIFICE LUBE
H–27
V01132.01
TM 9-2320-312-24-3
NOTES
H–28 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX J — WT WIRING SCHEMATIC
ENGINE
SPEED
SENSOR
B
A
150 – T30
141 – T14
ORANGE
TAN WTEC III VEHICLE INTERFACE
WIRING CONNECTOR
(VIW-V)
INPUT VEHICLE INTERFACE HARNESS
HD/B 500
TURBINE B
140C – T31 BLUE
SYSTEM WIRING SCHEMATIC A
B
(–) INPUT WIRE # 155
ONLY SPEED 149C – T15 ORANGE C

(+) INPUT WIRE # 118
SWITCHED POWER
A
SENSOR BULKHEAD ECU ECU BULKHEAD 135G-V24
N
ANALOG RETURN
CONNECTOR CONNECTOR CONNECTOR CONNECTOR
(OPTIONAL) “T” “V” (OPTIONAL) (–) INPUT WIRE # 137
U
(BLUE) (GRAY) (–) INPUT WIRE # 117
OUTPUT P
148 – T32 GREEN
B (–) ABS INPUT SIGNAL WIRE # 154
SPEED 139 – T16 YELLOW 150 – T30 S
30 ENGINE SPEED – LO GPI 1 (–) 11
A 155 – V11 GREEN D
(–) OUTPUT WIRE # 105
A
SENSOR 141 –T14 T
14 ENGINE SPEED – HI GPI 2 (–) 12
B 153 – V12 YELLOW E
TRANSMISSION TEMP LIGHT
INDICATOR
148 – T32 Q C 118 – V13 BLUE V SWITCHED POWER
OUTPUT SPEED – LO GPI 3 (+) OR RELAY
32 13 DIGITAL RETURN
TRANSMISSION 139 – T16 R
OUTPUT SPEED – HI ANALOG RETURN
N 135A – V24 GREEN L
16 24 (–) INPUT WIRE # 177
TURBINE SPEED 140B – T31 BLUE 140A – T31 U U 137 – V29 ORANGE S
U 31 TURBINE SPEED – LO GPI 7 (–) 29 (+) INPUT WIRE # 178
MD/B 300 R SWITCHED POWER
B 400 ONLY V
149B – T15 ORANGE 149A – T15 V
15 TURBINE SPEED – HI ELECTRONIC CONTROL UNIT (ECU) GPI 8 (–) 30
P 117 – V30 GREEN
WATER TEMP
GREEN 107 – T3 E d 154 – V27 WHITE M
F SOL POWER (F – HI) GPI 5 (–) SENSOR
E 3 27
F SOL WHITE 110 – T22 F E 105 – V19 GREEN
F 22 F SOL LO GPO 5 19
C3 PS WHITE 162 – T12 X SCHEMATIC LEGEND: V 167 – V5 WHITE
OIL LEVEL X 12 C3PS INPUT GPO 8 5
SENSOR 124B – T9 PINK 124A – T9 D = High Side Driver (switch to power) L 161 – V31 YELLOW
D 9 SENSOR POWER DIGITAL RETURN (GPI) 31
TRANS ID YELLOW 195 – T13 W S 177 – V14 TAN HARNESS TERMINALS OUTPUT VEHICLE
W 13 TRANS ID = Low Side Driver (switch to ground) GPI 10 (–) 14 VIM TERMINALS INTERFACE HARNESS
GREEN 135A – T25 N R 178 – V28 ORANGE
N 25 ANALOG RETURN GPI (+) = General Purpose Input (Externally Switched to Battery GPI 11 (+) 28
BLUE 165 – T26 Y M 179 – V9 BLUE B1 313 CM REVERSE WARNING
Y 26 OIL LEVEL SENSOR INPUT Voltage to Activate) ENGINE WATER TEMP 9
A SOL WHITE 120 – T4 G Q 113 – V4 WHITE A1 313 NO RELAY (REQUIRED)
G 4 A SOL LO GPI (–) = General Purpose Input (Externally Switched to Digital REVERSE WARNING 4 F2 S2
B SOL ORANGE 128 – T20 J Return to Activate) K 123 – V6 TAN G1 323 CM NEUTRAL START
J 20 B SOL LO NEUTRAL START 6
A – HI
TAN 121 – T2 H B, E SOL POWER GPO = General Purpose Output GPO 3
H 112 – V22 TAN D1 P1 F1 323 NO RELAY (REQUIRED)
H 2 22
C SOL GREEN 103 – T5 B PSS = Primary Shift Selector f 132 – V3 ORANGE F2 312 CM
B 5 C SOL LO GPO 2 3
SSS = Secondary Shift Selector
D SOL BLUE 131 – T21 M
D SOL LO GPO 1
J 114 – V2 WHITE D2 P2 C2 312 NC RELAY OUTPUT
M 21 A – HI SCI = Serial Communication Interface 2 WIRE #112
ORANGE 102 – T1 A A, D, J SOL POWER e 146 – V26 YELLOW F3 312 NO
A 1 RMR = Retarder Modulation Request IGNITION SENSE 26 B1 M1
E SOL TAN 129 – T6 K Y 125 – V18 WHITE E2 332 CM
K 6 E SOL LO GPO 4 18
A – HI RELAY OUTPUT
YELLOW 130 – T17 L C, G SOL POWER X 157 – V20 TAN F3 S3 D2 332 NC
L 17 VEHICLE SPEED 20 WIRE #132
G SOL WHITE 104 – T7 C G 143 – V17 GRAY E3 332 NO
C 7 G SOL LO 17
SUMP TEMP TAN 147 – T27 P BATTERY RETURN F 143 – V32 GRAY F1 S1 C1 346 IGNITION
P 27 SUMP TEMP INPUT 32
7 SPEED J SOL GREEN 111 – T8 e g 136 – V1 PINK 10A H2 VEHICLE SPEED
e 8 J SOL LO 1
ONLY N SOL BLUE 156 – T10 b BATTERY POWER W 136 – V16 PINK C2 N2
A2 314 CM
SHIFT SELECTOR MODE INPUT

f 10 THROTTLE POSITION SENSOR 16
YELLOW 164 – T11 a b 156 – V10 BLUE B2 314 NC RELAY OUTPUT
SHIFT SELECTOR DISPLAY

g 11 RMR THROTTLE POS SENSOR 10 B2 M2 WIRE #114
116B – T19
J 1939 CONTROLLER, LO
J 1939 CONTROLLER, HI
CHECK TRANS D 124 – V8 PINK A3 314 NO
18 SENSOR POWER 8
SELECTOR RETURN
116A – T19 g A1 L1 E1 325 CM RELAY OUTPUT
SELECTOR POWER
19 H, N SOL POWER (H, N – HI) CASE CONNECTION 25
ANALOG RETURN
SENSOR POWER
IGNITION SENSE
VEHICLE SPEED
135D – T25 GREEN 127 – T23 c (was EMI GROUND) D1 325 NC WIRE #125
THROTTLE
GPO 7
GPO 6
A H SOL LO 7
J 1939 SHIELD
23
GREEN
156 – T10 BLUE 101 – T24 f A2 L2 K1
POSITION B 24 N SOL LO 15
GPI 12 (–)
ISO 9141
GPI 4 (+)
GPI 6 (–)
GPI 9 (–)
124D – T9 PINK 138 – T28 d K2

SCI LO
SENSOR
SCI HI
PSS P
SSS P
RET TEMP SENSOR INPUT
PSS 1
PSS 2
PSS 4
PSS 8
SSS 1
SSS 2
SSS 4
SSS 8
C 28 21 E1 R1
RMR
135D – V24
23 10A J1
29
ECU E2 R2 J2 + –
TRANSFER CASE B
116C – T19 YELLOW CONNECTOR 12/24 VOLT
11
27
18
26
28
31
30
17
32
15
13
29
12
19
20
14
10
16
21
22
23
24
25
“S” BATTERY
2
5
6
7
8
9
3
YELLOW GM OBD II CONNECTOR PACKARD CONNECTOR
H SOL OUTPUT
SPEED
C (BLACK) VEHICLE INTERFACE
GREEN DEUTSCH CONNECTOR
SENSOR D MODULE (VIM)
WHITE
A 146J – S4 YELLOW A B C
W
M
G
R
U
D
A
E
K
Y
F
T
d
e
J
f
16 H C
151 – S17 BLUE BULKHEAD
DIAGNOSTIC 15 K B
142 – S1 WHITE CONNECTOR THROTTLE
RETARDER A
135E – T25 GREEN TOOL 7 J A (OPTIONAL)
POSITION
143A – S32
176A – S15
182 A– S12
180A – S14
175A – S10
136A – S16
146A – S4
124A – S3
119 – S11
163 – S27
166 – S18
169 – S26
126 – S28
115 – S31
157 – S30
151 – S17
183 – S13
184 – S29
135 – S19
164 – S20
190 – S21
191 – S22
192 – S23
193 – S24
194 – S25
143J – S32 GRAY
159 – S2
142 – S1
170 – S5
171 – S6
172 – S7
173 – S8
174 – S9
164 – T11 YELLOW 5 A E SENSOR
MODULATION B NOTE: If wire 144 is connected here, do the following:
124E – T9 PINK
REQUEST C 1. Remove wire and terminal from ECU harness connector
2. Insert cavity plug in wire seal of ECU connector
ORANGE
ORANGE
ORANGE
INPUT VEHICLE
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
VEHICLE INTERFACE
GREEN
GREEN
GREEN
GREEN
GREEN
GREEN
WHITE
GRAY
GRAY
BLUE
BLUE
BLUE
BLUE
BLUE
BLUE
PINK
PINK
PINK
RETARDER
TAN
TAN
TAN
TAN
TAN
WIRING CONNECTOR
MD/B 300/B 400 INTERFACE HARNESS (VIW-S)
G
OUTPUT GREEN WIRE NO. 12V SYSTEM 24V SYSTEM 188H GRAY
D V TAN 194 – S25
SPEED YELLOW 187H YELLOW E
SENSOR C 188 CHASSIS GROUND CHASSIS GROUND U YELLOW 193 – S24
SECONDARY SHIFT SELECTOR (OPTIONAL)

135C – T25 GREEN OUTPUT FROM D
F 187 NOT USED BLUE 192 – S23
116C – T19 YELLOW 12V DIMMER 186H WHITE C
B OUTPUT FROM T GREEN 191 – S22
WHITE 186 CHASSIS GROUND B
A 24V DIMMER
ORANGE 190 – S21
TEMP H SOL ORANGE SWITCHED (+) INPUT 119 – S11 YELLOW A
E M
SENSOR POWER WIRE #119 K
H
136F – S16
H
S
L
(–) INPUT 163 – S27 BLUE J

R
124F – S3
C
A
B
WIRE #163 W
175F – S10
HD/B 500 MODELS ONLY CHECK 115 – S31 GREEN J 1939 H
B
180F – S14
TRANS INTERFACE G
SPEEDOMETER
B
A
116C – T19 YELLOW SWITCHED 157 – S30 TAN F

RETARDER B
127 – T23 WHITE POWER D PINK PINK 136K – S16
R
SOLENOID H SOL A SCI
PINK 124K – S3
IGNITION 146H – S4 YELLOW N
124E – S3
E GREEN 175K – S10

10A M
BLUE 180K – S14
RETARDER B
135C – T25 GREEN
SWITCHED INDICATOR (–) OUTPUT 166 – S18 TAN S
N 143F – S32 GRAY 143K – S32
TEMP A
138 – T28 ORANGE POWER OR RELAY WIRE #166 P
SENSOR 159 – S2 TAN
176F – S15 ORANGE 176K – S15
L
ISO 9141 COMMUNICATION A GRAY 188K
188F
V
YELLOW 187K
187F
(–) INPUT 169 – S26 BLUE U

186F
MD/HD/B MODELS S WHITE 186K

WIRE #169
C
A
B
T
SELECTOR GROUND 143H – S32 GRAY RETARDER
116N – T19 YELLOW P
RETARDER B MODULATION
ACCUMULATOR 101 – T24 BLUE REQUEST
W
M
G
U
C
D
N
R
H
V
P
A
B
E
S
K
T
F
L
A (–) OUTPUT 176H – S15 ORANGE

N SOL SWITCHED INDICATOR
OR RELAY L
POWER WIRE #176
PRIMARY SHIFT SELECTOR
(–) INPUT 126 – S28 YELLOW
C V03347.02
WIRE #126
Figure J–1. WT Wiring Schematic (TransID 1)
Copyright © 1999 General Motors Corp. J–1/J–2
TM 9-2320-312-24
TM 9-2320-312-24-3
ENGINE B
150 – T30 ORANGE
SPEED 141 – T14 TAN VEHICLE INTERFACE
WIRING CONNECTOR INPUT VEHICLE INTERFACE HARNESS
A
SENSOR (VIW-V)
A
TURBINE B
140C – T31 BLUE B
HD/B 500
ONLY SPEED 149C – T15 ORANGE C
(+) INPUT WIRE # 118
SWITCHED POWER
A
SENSOR BULKHEAD ECU ECU BULKHEAD 135G-V24
N
ANALOG RETURN
CONNECTOR CONNECTOR CONNECTOR CONNECTOR
(OPTIONAL) “T” “V” (OPTIONAL) (–) INPUT WIRE # 137
U
(BLUE) (GRAY) (–) INPUT WIRE # 117
OUTPUT P
148 – T32 GREEN
B (–) ABS INPUT SIGNAL WIRE # 154
SPEED 139 – T16 YELLOW 150 – T30 S
30 ENGINE SPEED – LO GPI 1 (–) 11
A 155 – V11 GREEN D
A
SENSOR 141 –T14 T
14 ENGINE SPEED – HI GPI 2 (–) 12
B 153 – V12 YELLOW E
TRANSMISSION TEMP LIGHT
INDICATOR
148 – T32 Q C 118 – V13 BLUE V SWITCHED POWER
OUTPUT SPEED – LO GPI 3 (+) OR RELAY
32 13 DIGITAL RETURN
TRANSMISSION 139 – T16 R
OUTPUT SPEED – HI ANALOG RETURN
N 135A – V24 GREEN L
16 24 (–) INPUT WIRE # 177
TURBINE SPEED 140B – T31 BLUE 140A – T31 U U 137 – V29 ORANGE S
U 31 TURBINE SPEED – LO GPI 7 (–) 29 (+) INPUT WIRE # 178
MD/B 300 R SWITCHED POWER
B 400 ONLY V
149B – T15 ORANGE 149A – T15 V
15 TURBINE SPEED – HI ELECTRONIC CONTROL UNIT (ECU) GPI 8 (–) 30
P 117 – V30 GREEN
WATER TEMP
GREEN 107 – T3 E d 154 – V27 WHITE M
F SOL POWER (F – HI) GPI 5 (–) SENSOR
E 3 27
F SOL WHITE 110 – T22 F E 105 – V19 GREEN
F 22 F SOL LO GPO 5 19
C3 PS WHITE 162 – T12 X SCHEMATIC LEGEND: V 167 – V5 WHITE
OIL LEVEL X 12 C3PS INPUT GPO 8 5
SENSOR 124B – T9 PINK 124A – T9 D = High Side Driver (switch to power) L 161 – V31 YELLOW
D 9 SENSOR POWER DIGITAL RETURN (GPI) 31
TRANS ID YELLOW 195 – T13 W S 177 – V14 TAN HARNESS TERMINALS OUTPUT VEHICLE
W 13 TRANS ID = Low Side Driver (switch to ground) GPI 10 (–) 14 VIM TERMINALS INTERFACE HARNESS
GREEN 135A – T25 N R 178 – V28 ORANGE
N 25 ANALOG RETURN GPI (+) = General Purpose Input (Externally Switched to Battery GPI 11 (+) 28
BLUE 165 – T26 Y M 179 – V9 BLUE B1 313 CM REVERSE WARNING
Y 26 OIL LEVEL SENSOR INPUT Voltage to Activate) ENGINE WATER TEMP 9
A SOL WHITE 120 – T4 G Q 113 – V4 WHITE A1 313 NO RELAY (REQUIRED)
TID
2 G 4 A SOL LO GPI (–) = General Purpose Input (Externally Switched to Digital REVERSE WARNING 4 F2 S2
B SOL ORANGE 128 – T20 J Return to Activate) K 123 – V6 TAN G1 323 CM NEUTRAL START
J 20 B SOL LO NEUTRAL START 6
A – HI
TAN 121 – T2 H B, E SOL POWER GPO = General Purpose Output GPO 3
H 112 – V22 TAN D1 P1 F1 323 NO RELAY (REQUIRED)
H 2 22
C SOL GREEN 103 – T5 B PSS = Primary Shift Selector f 132 – V3 ORANGE F2 312 CM
B 5 C SOL LO GPO 2 3
SSS = Secondary Shift Selector
D SOL BLUE 131 – T21 M
D SOL LO GPO 1
J 114 – V2 WHITE D2 P2 C2 312 NC RELAY OUTPUT
M 21 A – HI SCI = Serial Communication Interface 2 WIRE #112
ORANGE 102 – T1 A A, D, J SOL POWER e 146 – V26 YELLOW F3 312 NO
A 1 RMR = Retarder Modulation Request IGNITION SENSE 26 B1 M1
E SOL TAN 129 – T6 K Y 125 – V18 WHITE E2 332 CM
K 6 E SOL LO GPO 4 18
A – HI RELAY OUTPUT
YELLOW 130 – T17 L C, G SOL POWER X 157 – V20 TAN F3 S3 D2 332 NC
L 17 VEHICLE SPEED 20 WIRE #132
G SOL WHITE 104 – T7 C G 143 – V17 GRAY E3 332 NO
C 7 G SOL LO 17
SUMP TEMP TAN 147 – T27 P BATTERY RETURN F 143 – V32 GRAY F1 S1 C1 346 IGNITION
P 27 SUMP TEMP INPUT 32
7 SPEED J SOL GREEN 111 – T8 e g 136 – V1 PINK 10A H2 VEHICLE SPEED
e 8 J SOL LO 1
ONLY N SOL BLUE 156 – T10 b BATTERY POWER W 136 – V16 PINK C2 N2
A2 314 CM
SHIFT SELECTOR MODE INPUT

f 10 THROTTLE POSITION SENSOR 16
YELLOW 164 – T11 a b 156 – V10 BLUE B2 314 NC RELAY OUTPUT
SHIFT SELECTOR DISPLAY

g 11 RMR THROTTLE POS SENSOR 10 B2 M2 WIRE #114
116B – T19
J 1939 CONTROLLER, LO
J 1939 CONTROLLER, HI
D 124 – V8 PINK A3 314 NO
CHECK TRANS
18 SENSOR POWER 8
SELECTOR RETURN
116A – T19 g A1 L1 E1 325 CM RELAY OUTPUT
SELECTOR POWER
19 H, N SOL POWER (H, N – HI) CASE CONNECTION 25
ANALOG RETURN
SENSOR POWER
IGNITION SENSE
VEHICLE SPEED
135D – T25 GREEN 127 – T23 c (was EMI GROUND) D1 325 NC WIRE #125
THROTTLE
GPO 7
A H SOL LO GPO 6 7
J 1939 SHIELD
23
GREEN
156 – T10 BLUE 101 – T24 f A2 L2 K1
POSITION B 24 N SOL LO 15
GPI 12 (–)
ISO 9141
GPI 4 (+)
GPI 6 (–)
GPI 9 (–)
124D – T9 PINK 138 – T28 d K2

SCI LO
SENSOR
SCI HI
PSS P
SSS P
RET TEMP SENSOR INPUT
PSS 1
PSS 2
PSS 4
PSS 8
SSS 1
SSS 2
SSS 4
SSS 8
C 28 21 E1 R1
RMR
135D – V24
23 10A J1
29
ECU E2 R2 J2 + –
TRANSFER CASE B
116C – T19 YELLOW CONNECTOR 12/24 VOLT
11
27
18
26
28
31
30
17
32
15
13
29
12
19
20
14
10
16
21
22
23
24
25
“S” BATTERY
2
5
6
7
8
9
3
YELLOW DEUTSCH CONNECTOR (6-PIN) GM OBD II CONNECTOR
H SOL OUTPUT
SPEED
C (BLACK) VEHICLE INTERFACE
GREEN DEUTSCH CONNECTOR (9-PIN) PACKARD CONNECTOR
SENSOR D MODULE (VIM)
WHITE
A 146J – S4 YELLOW A B C
W
M
G
R
U
D
A
E
K
Y
F
T
d
e
J
f
B C 16 H
151 – S17 BLUE BULKHEAD
DIAGNOSTIC G B 15 K
142 – S1 WHITE CONNECTOR THROTTLE
RETARDER A
135E – T25 GREEN TOOL F A 7 J (OPTIONAL)
POSITION
143A – S32
176A – S15
182 A– S12
180A – S14
175A – S10
136A – S16
146A – S4
124A – S3
119 – S11
163 – S27
166 – S18
169 – S26
126 – S28
115 – S31
157 – S30
151 – S17
183 – S13
184 – S29
135 – S19
164 – S20
190 – S21
191 – S22
192 – S23
193 – S24
194 – S25
143J – S32 GRAY
159 – S2
142 – S1
170 – S5
171 – S6
172 – S7
173 – S8
174 – S9
164 – T11 YELLOW A E 5 A SENSOR

MODULATION B If wire 144 is connected, do the following:
124E – T9 PINK D
REQUEST C 1. Remove wire and terminal from ECU harness connector
E 2. Insert cavity plug in wire seal of ECU connector
C
MD/HD/B MODELS
ORANGE
ORANGE
ORANGE
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
YELLOW
GREEN
GREEN
GREEN
GREEN
GREEN
GREEN
WHITE
GRAY
GRAY
BLUE
BLUE
BLUE
BLUE
BLUE
BLUE
PINK
PINK
PINK
TAN
TAN
TAN
TAN
TAN
116C – T19 YELLOW
RETARDER B
127 – T23 WHITE YELLOW 146A – S4 PINK 136A – S16
SOLENOID H SOL A
BLUE 151 – S17
WHITE 142 – S1 OPTIONAL POWER SOURCE
GRAY 143A – S32
RETARDER B
135C – T25 GREEN
GRAY 184 – S29
TEMP A
138 – T28 ORANGE
GREEN 182 A– S12
SENSOR PINK 183 – S13
116N – T19 YELLOW

RETARDER B
H
S
L
ACCUMULATOR 101 – T24 BLUE

A
N SOL
C
A
B
B
A
SCI J 1939
INTERFACE
Wire connections not shown in this area are same as Figure J–1
V04853.01
Figure J–2. WT Wiring Schematic (TransID 2)

TM 9-2320-312-24-3
TRANSMISSION ECU TRANSMISSION ECU

TID 2 TID 2
120–T4 WHITE 120–T4 WHITE
G T4 A SOL G T4 A SOL
A A A
A B 102–T1 ORANGE SOLENOID A, D, J B 102–T1 ORANGE SOLENOID A, D, J
TID 2 A T1 TID 2 A T1
POWER POWER
131–T21 BLUE 131–T21 BLUE
M T21 D SOL M T21 D SOL
D A
TID 5
D A
TID 5
TID 5 B TID 5 B
128–T20 ORANGE 128–T20 ORANGE

J T20 B SOL J T20 B SOL
B A B A
TID 3 121–T2 TAN SOLENOID B, E
TID 3 B TID 3 121–T2 TAN SOLENOID B, E A HI TID 3 B H T2 A HI
H T2
POWER POWER
129–T6 TAN 129–T6 TAN
K T6 E SOL K T6 E SOL
A E A
E B TID 6 B TID 6
TID 6 TID 6
103–T5 GREEN 103–T5 GREEN
B T5 C SOL B T5 C SOL
C A C A
TID 4 SOLENOID C, G
TID 4 B TID 4 130–T17 YELLOW SOLENOID C, G TID 4 B 130–T17 YELLOW
L T17 L T17
POWER POWER
104–T7 WHITE 104–T7 WHITE
C T7 G SOL C T7 G SOL
G A
TID 7
G A
B TID 7
TID 7 B TID 7
107–T3 GREEN 107–T3 GREEN
E T3 F SOL POWER E T3 F SOL POWER
F A F A
TID 8 B 110–T22 WHITE TID 8 B 110–T22 WHITE
F T22 F SOL F T22 F SOL
TID 8 TID 8
TransID 1
195 YELLOW 195 YELLOW
W T13 TransID W T13 TransID
A A 135 GREEN A A 135 GREEN
TID1 N T25 ANALOG RETURN N T25 ANALOG RETURN
165 BLUE 165 BLUE
Y T26 OIL LEVEL Y T26 OIL LEVEL
124 PINK 124 PINK
D T9 SENSOR POWER D T9 SENSOR POWER
C3
147 TAN 147 TAN
C3 P T27 SUMP TEMP INPUT PRESSURE P T27 SUMP TEMP INPUT
PRESSURE SWITCH
B B 162 WHITE B B 162 WHITE
SWITCH X T12 C3PS INPUT X T12 C3PS INPUT
Future Use Future Use
TRANSID – 2 AND FUTURE TID PROVISIONS

TRANSID – 1 (Same as Figure J-1, except as shown) (Same as Figure J-1, except as shown)
V04854
V04855
Figure J–3. WT Wiring Schematic (TransID Details)

TM 9-2320-312-24-3
APPENDIX K — TRANSID 1 TEMPERATURE SENSOR AND
SOLENOID RESISTANCE CHARTS

2900 -50 -58 525
-40 -40 577
2700 -30 -22 632 ±7.0°C

-20 -4 691
-10 14 754
2500
0 32 820
10 50 889
2300 20 68 962 ±5.0°C
30 86 1039
2100 40 104 1118
50 122 1202
60 140 1288 ±4.0°C
1900 70 158 1379
80 176 1472
1700 90 194 1569
100 212 1670 ±3.0°C
110 230 1774
1500
120 248 1882
130 266 1993 ±2.0°C
1300 140 284 2107
150 302 2225
1100 183 361 2628
±1.6°C
900
700 LOW PT
±3.0°C

4 32 68 104 140 176 212 248 284 320 356
-60 -40 --20 0 20 40 60 80 100 120 140 160 180

Figure K–1. TransID 1 Temperature Sensor Chart
Copyright © 1999 General Motors Corp. K–1

TM 9-2320-312-24-3
APPENDIX K — TRANSID 1 TEMPERATURE SENSOR AND
SOLENOID RESISTANCE CHARTS
5.2
4.8
4.6

4.4
4.2
4
MAXIMUM OHMS
3.8
3.6
3.4
MINIMUM OHMS
3.2
2.8
2.6
2.4

4 32 68 104 140 176 212 248 284
2
–20 0 20 40 60 80 100 120 140
Figure K–2. Solenoid Resistance vs. Temperature Chart
K–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX L — EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE
1–1. ELECTROMAGNETIC/RADIO FREQUENCY INTERFERENCE

Be sure that the ECU for the Allison Transmission Electronic Controls is properly grounded to prevent EMI
interference problems. The chassis frame must be connected to the negative post of the vehicle battery. A proper
connection to the chassis frame is required. The connection must be free from rust and paint. The electrical
integrity of this connection must not deteriorate with the age of the vehicle. If the ECU is cab-mounted, there must
be two 11⁄ 2 to 2 inch braided grounding straps connecting the cab structure to the chassis frame. DO NOT connect
wire 144-V25 to a bus bar or to any single terminal carrying other electrical loads.
All electrical and electronic systems generate electromagnetic fields that can interfere with other electronic
systems. Allison Transmission electronic transmission controls comply with Federal Communications Commission
(FCC) regulations and other guidelines concerning emitted radio frequency interference for transportation
electronics. The position of Allison Transmission Division of General Motors is that manufacturers and installers
of EMI/RFI emitting equipment are responsible for adhering to FCC regulations and other guidelines concerning
emitted radio frequency interference for transportation electronics.
Some radio-telephone or two-way communication radios (land-mobile radio), or the manner in which they are
installed, can adversely affect vehicle operation or be affected by other vehicle components. Expenses incurred to
protect vehicle-related systems from EMI/RFI emissions by radio-telephone or two-way communications radios
(land-mobile radio) or to integrate such devices into vehicles are not the responsibility of Allison Transmission.
1–2. GENERAL GUIDELINES FOR RADIO EQUIPMENT INSTALLATION

The following general guidelines for installing radio-telephone or two-way communications radios (land-mobile
radio) in a vehicle supplement, but DO NOT replace, detailed instructions provided by the radio equipment
manufacturer. Detailed installation instructions are the sole responsibility of the radio equipment manufacturer.
Experience has shown that most EMI/RFI problems can be prevented or eliminated by following the guidelines. If
EMI/RFI problems persist after following the guidelines and after ensuring the installation conforms to the
guidelines, contact the vehicle and radio equipment manufacturers for additional installation or equipment
operation instructions.
A. Transmitter Installation
1. Locate remote radio transmitters as far away from other electronic devices and as near to the side
of the vehicle body as possible.
2. Mount transceivers (transmitter and receiver in one box) under the dash so as not to interfere with
vehicle controls or passenger movement.
B. Antenna Installation
Each vehicle and body style react differently to radio frequency energy. When dealing with an
unfamiliar vehicle, test various antenna locations by using a magnetic mount antenna and checking
for adverse effects. Antenna location is a major factor in EMI/RFI problems.
C. Antenna Cable Routing

1. Use high quality, 95 percent shield coverage, coaxial (coax) cable. Route the coax well away from
any electronic components.
2. Route antenna cables as far away from vehicle wiring as possible to reduce the likelihood of the
vehicle wiring acting as an antenna for interference.
Copyright © 1999 General Motors Corp. L–1

TM 9-2320-312-24-3
APPENDIX L — EXTERNALLY-GENERATED ELECTRONIC INTERFERENCE

D. Radio Wiring and Connector Location
1. Connect transmitter power leads directly to the battery.
2. For transceivers (transmitter and receiver in one box) with ignition control, place a 12V power
contactor at the vehicle battery. Drive the contactor coil, through an appropriate in-line fuse, from
an ignition circuit not powered during engine cranking.
3. Any negative lead from a handset or control unit must return to battery negative.
4. Connect the positive lead from a handset or control unit directly to battery.
5. Fuse handset or control unit positive and negative leads separately from the transceiver negative
and positive leads. Use correctly rated fuses.
E. Power and Ground Wire Routing
Route radio power and ground wires as far away as possible from electronic control modules.
F. Troubleshooting
The following are common causes of EMI/RFI problems:
• Power leads connected to points other than the battery
• Improper antenna location
• Poor shielding or connections to antenna cable
• Transmitter or transceiver wiring too close to vehicle electronics
1–3. EXTERNALLY-GENERATED SPEED SENSOR SIGNALS
A. Checking for Externally-Generated Speed Sensor Signals

Use the following procedures to determine if speed sensor signals generated by a source external to
the transmission or wiring harness are present:
1. Turn ignition ON.
2. Keep engine OFF.
3. If the ECU is ON (shift selector display remains illuminated), connect the Pro-Link® Diagnostic
tool.
NOTE: If false speed signals were present at the previous shutdown, the ECU might still be “on” even though
the ignition is “off.” The Pro-Link® is powered by ignition power so the ignition must be “on” to use
the Pro-Link® to read the speed signals.
4. Read speed sensor signals.
5. If a speed sensor signal is other than one (1), then there is a short to another circuit that is carrying
an AC or PWM signal.
6. Check the resistance of the sensor.
7. Check for shorts to other circuits within the harness or transmission connector.
8. Check to ensure there is no conductive material inside the connector.
9. Check to be sure speed sensor circuit wires are a twisted pair.
10. Check to ensure a properly grounded drain wire.
11. Check for the presence of a strong external AC signal.
12. Repair or replace parts as required.
L–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX M — DIAGNOSTIC TREE — WT HYDRAULIC SYSTEM
DIAGNOSTIC TREE
WT SERIES HYDRAULIC SYSTEM
USING PRESSURE GAUGES AT MAIN & C1–C5
SELECT HOT HOT MAIN

INSTRUMENT PARKING BRAKE ON, MAIN LESS CIRCUIT
NEUTRAL THAN 150
MAIN & C1–C5 START ENGINE RANGE, PSI LEAK
WITH 300 PSI INSTALL PRO-LINK® ENGINE @ IDLE,
PRESSURE AND SWITCH TO ENABLE CLUTCH C3 C3
GAUGES CLUTCH TEST MODE TEST MODE CLUTCH SOLENOID
APPLIED
INOPERATIVE
ALL OTHER CONDITIONS
C5 C5
SOLENOID CLUTCH
INOPERATIVE APPLIED SELECT FIFTH C1 C1
CLUTCH SOLENOID
RANGE, APPLIED
C4 C4 ENGINE @ IDLE INOPERATIVE
SOLENOID CLUTCH
INOPERATIVE APPLIED
C1 C1 NO FORWARD
LATCH VALVE CLUTCH CLUTCHES SOLENOID
INOPERATIVE OFF APPLIED INOPERATIVE
LOW CONTROL C1 & C2 SELECT FOURTH C2 C2 LATCH VALVE

MAIN PRESSURE RANGE, CLUTCH OR FWD SOLENOID
CTL = 1⁄ 3 CL PR LOW ENGINE @ HIGH IDLE OFF INOPERATIVE
C1 C1 ALL OTHER CONDITIONS C2

C2
SOLENOID PRESSURE PRESSURE SOLENOID
INOPERATIVE LOW LOW INOPERATIVE
C2 C2 SELECT SECOND C4 C4
SOLENOID CLUTCH RANGE, CLUTCH SOLENOID
INOPERATIVE ON ENGINE @ IDLE OFF INOPERATIVE
C3 SELECT
SELECT THIRD CLUTCH C5
OFF REVERSE CLUTCH SELECT FIRST
RANGE,
RANGE, OFF RANGE,
ENGINE @ IDLE
ENGINE @ IDLE ENGINE @ IDLE
C3 ALL OTHER CONDITIONS

CLUTCH C5
OFF NO CLUTCH
C3 HYDRAULIC OFF
CLUTCH CLUTCHES SYSTEMS C5
ON APPLIED CLUTCH
OK
ON
C3
SOLENOID C5
C1 LATCH INOPERATIVE SOLENOID
VALVE INOPERATIVE FORWARD
INOPERATIVE SOLENOID
C2 LATCH INOPERATIVE
NOTE: Fifth range not attainable if
VALVE ECU is programmed for ranges 1 – 4 only.
INOPERATIVE
V01102.02
Figure M–1. Diagnostic Tree — WT Series Hydraulic System With Gauges
Copyright © 1999 General Motors Corp. M–1

TM 9-2320-312-24-3
APPENDIX M — DIAGNOSTIC TREE — WT HYDRAULIC SYSTEM
DIAGNOSTIC TREE
WT SERIES HYDRAULIC SYSTEM
NOT USING PRESSURE GAUGES
C3 C3
INSTALL SELECT SW ON, IN SOLENOID
GEAR
PRO-LINK® NEUTRAL INOPERATIVE
AND SWITCH TO RANGE,
CLUTCH TEST ENGINE @ IDLE, C3 C3
MODE ENABLE CLUTCH SW ON, IN SWITCH
TEST MODE NEUTRAL
INOPERATIVE
NOTE: Fifth range not attainable if ALL OTHER CONDITIONS
ECU is programmed for ranges 1 – 4 only. C3
SW ON, C2
IN GEAR, SOLENOID
C3 LOCKED INOPERATIVE
C4 SW OFF, SELECT FIRST UP
SOLENOID IN GEAR, RANGE, C3
INOPERATIVE LOCKED ENGINE @ IDLE SW ON, C3
UP ATTAINED SWITCH
RANGE INOPERATIVE
C3 C3
C5 SW OFF, SELECT SECOND SW ON, C1 LATCH
SOLENOID IN GEAR, RANGE, IN GEAR, VALVE
INOPERATIVE LOCKED ENGINE @ IDLE LOCKED INOPERATIVE
UP UP
C3 C3
SELECT FIFTH SW OFF, IN SW ON, IN SELECT FIFTH
NEUTRAL SELECT THIRD NEUTRAL
RANGE, RANGE,
RANGE,
ENGINE @ IDLE ENGINE @ IDLE
ENGINE @ IDLE
C3
C3 ALL OTHER CONDITIONS SW ON,
SW ON, IN ATTAINED
NEUTRAL
C3 RANGE C3
SW OFF, IN SELECT SW ON, IN
NEUTRAL REVERSE NEUTRAL
RANGE,
ENGINE @ IDLE
C2 LATCH VALVE C1
OR FWD SOLENOID SOLENOID
C3 INOPERATIVE ALL OTHER CONDITIONS INOPERATIVE FORWARD
SOLENOID SOLENOID
INOPERATIVE INOPERATIVE
SELECT FIFTH
RANGE,
C3 C3
SELECT FIRST SW OFF, IN ENGINE @ IDLE SW ON, IN SELECT FIRST
RANGE, NEUTRAL NEUTRAL RANGE,
ENGINE @ IDLE ALL OTHER CONDITIONS ENGINE @ IDLE
C3 C3 C3
C3 SW OFF, SW OFF,
SW OFF, SW ON, IN C4 ATTAINED ATTAINED
ATTAINED NEUTRAL SOLENOID RANGE RANGE
C3 RANGE C3
SW OFF, IN INOPERATIVE SW OFF, IN
NEUTRAL NEUTRAL
C1 LATCH C2 C1 FORWARD
C2 LATCH VALVE SOLENOID SOLENOID SOLENOID C5
VALVE INOPERATIVE INOPERATIVE INOPERATIVE INOPERATIVE SOLENOID
INOPERATIVE INOPERATIVE V01103.02
Figure M–2. Diagnostic Tree — WT Series Hydraulic System Without Gauges
M–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX N — PRO-LINK® 9000 DIAGNOSTIC DATA READER INFORMATION

Pro-link® 9000 Diagnostic Tools
The WTEC III system will require new Pro-Link® 9000 hardware for reprogramming and diagnostics. The
following is a list of required updates to the current Pro-Link® 9000 hardware:
Hardware Tool P/N

Diagnostic Cartridge J38500-303
PROM Update Kit J38500-313
MultiProtocol Cartridge (MPC) J38500-1500A
Reprogramming PCMCIA Card* J38500-1700
Diagnostic Card* J38500-1800
* Requires J38500-1500A to function
Limited diagnostic information for the WTEC III system can be accessed through the current WTEC II
Pro-Link® 9000 hardware. This diagnostic information will however be limited to that information that is common
to the WTEC II and WTEC III systems. Access to information described in this SIL can only be accessed through
either the WTEC III Diagnostic Cartridge or by updating the current WTEC II Diagnostic Cartridge with the
PROM update kit or the WTEC III Reprogramming Cartridge.
The MultiProtocol Cartridge (MPC) and the Reprogramming Card are required to modify customer constants and
alter Calibration packages within the WTEC III ECU. After completing an ATD-approved training class, those
ordering a reprogramming cartridge are required to submit a copy of their completion certificate with their order.
This serves as proof of eligibility to purchase these items. Training is available from ATD and ATD distributors.
Copyright © 1999 General Motors Corp. N–1

TM 9-2320-312-24-3
APPENDIX N — PRO-LINK® 9000 DIAGNOSTIC DATA READER INFORMATION
NOTES
N–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
APPENDIX
APPENDIX
P—P INPUT/OUTPUT
— INPUT/OUTPUT
FUNCTIONS
FUNCTIONS
The schematics which follow were taken from the Sales Tech Data Book entitled “WTEC III Controls.” These
These schematics
schematics provide detail information needed toshow the perform
correctly intendedinput
use and
of the specified
output controls
function features
connections. Forwhich
an
have been validated in the configuration
overview of Input/Output Functions, refer to Section 7 of this manual. shown. Any miswiring or use of these
features which differs from that shown could result in damage to equipment or
WARNING! property, personal injury, or loss of life. ALLISON TRANSMISSION IS NOT
LIABLE FOR THE
These schematics show CONSEQUENCES
the intended use ofASSOCIATED WITH features
the specified controls MISWIRINGwhich
OR UNINTENDED USE OF THESE FEATURES.
have been validated in the configuration shown. Any miswiring or use of these
LIABLE FOR THE CONSEQUENCES ASSOCIATED WITH MISWIRING
A. SECONDARY SHIFT SCHEDULE
USES: Provides operator selection of dual shift schedules. Can be used for performance/economy,
loaded/empty, or other shift schedule combinations.
VARIABLES TO SPECIFY: None
VOCATIONS: Various
WIRE 153 OR WIRE 177

SECONDARY
SHIFT SCHEDULE DASH SWITCH
V-12 Open: PRIMARY
(usually “PERFORMANCE”)
V V-31 WIRE 161 Closed: SECONDARY
SIGNAL RETURN (usually “ECONOMY”)
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) This function may be
ECU NOTE: The shift schedule identified as
activated by either the
“MODE” button or by “secondary” is activated when the switch is
closed or the MODE button is selected.
SELECT
the external circuit.

If this function is on the MODE button, the
R MODE
S primary mode will always be selected when

N the ECU is powered up.
For Shift Selector
D
wiring requirements, If this function is controlled by a dash switch,
see installation the selection of primary/secondary mode is
drawing AS07-27 determined, at all times, by the position of
(see SA 2978 WTEC III Controls and General Information) the dash switch.
V04856.01
Figure P–1. Secondary Shift Schedule
Copyright © 1999 General Motors Corp. P–1

TM 9-2320-312-24-3
APPENDIX P — INPUT/OUTPUT FUNCTIONS
These schematics show the intended use of the specified controls features which
B. D1 SELECTION
USES: Provides a convenient means of attaining 1st range hold for pushbutton shift selectors. Range to select is
programmable for Primary and Secondary modes.
VARIABLES TO SPECIFY: Primary Mode selected range, Secondary Mode selected range (usually 1st range).
Can be used only on the MODE button.
VOCATIONS: Various
SELECT
LOW
LOW
R MODE
MODE
N
D
V03386
Figure P–2. D1 Selection
P–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
features which
which differs
differsfrom
fromthat
thatshown
showncould
couldcause
resultunscheduled operation
in damage to of the
equipment or
WARNING!
WARNING! PTO or other
property, unpredictable
personal operation
injury, or loss of life.resulting
ALLISON inTRANSMISSION
damage to equipment
IS NOTor
property,
LIABLE personal
FOR THE injury, or loss of life. ALLISON
CONSEQUENCES ASSOCIATEDTRANSMISSION IS NOT
WITH MISWIRING
LIABLE FOR THEUSE
OR UNINTENDED CONSEQUENCES
OF THESE FEATURES.ASSOCIATED WITH MISWIRING
C. PTO ENABLE (USING “PTO” SWITCH)
USES: Permits PTO to be engaged only when engine speed and output speed are in allowable range and throttle is
low. Also disengages PTO if speeds are exceeded.
VARIABLES TO SPECIFY: Minimum and maximum engine speed for engagement, maximum engine speed for
allowable operation, minimum and maximum output speed for engagement, maximum output speed for
allowable operation.
VOCATIONS: Various (with usage of PTO)
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) SWITCHED
POWER
V-13
V DASH
V-22 PTO LIGHT
SWITCH
PTO
ECU WIRE 118 PRESSURE
SWITCH
PTO ENABLE INPUT
NC
F2 F3 PTO
COM NO
S WIRE 112 PTO ENABLE
D2
VIM
Relay shown de-energized
V04857
Figure P–3. PTO Enable (Using “PTO” Switch)

TM 9-2320-312-24-3
C. PTO ENABLE (USING “PTO” SWITCH — OPTIONAL)
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) SWITCHED
POWER
V-31 PTO
V SWITCH DASH
V-12 LIGHT
WIRE 161
SIGNAL RETURN
V-22 PTO
ECU WIRE 153 PTO ENABLE INPUT PRESSURE
SWITCH
NC
F2 F3 PTO
COM NO
S WIRE 112 PTO ENABLE
D2
VIM
V04858
Figure P–4. PTO Enable (Using “PTO” Switch — Optional)

TM 9-2320-312-24-3
C. PTO ENABLE (USING “MODE” BUTTON)
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER
VIW CONNECTOR(S)
V V-22 WIRE 112 PTO ENABLE DASH
LIGHT
PTO
PRESSURE
ECU SWITCH
SELECT
NC
“PTO” F2
COM F3 PTO
NO
R MODE
S MODE D2
N
For Shift Selector BUTTON
wiring requirements, D VIM
see installation Relay shown de-energized
drawing AS07-27
(see SA 2978 WTEC III Controls and General Information)
V04859.01
Figure P–5. PTO Enable (Using “MODE” Button)

TM 9-2320-312-24-3
D. SHIFT SELECTOR TRANSITION
USES: When two shift selectors are used, to select which one is active.
VOCATIONS: Various
If this function is enabled in the shift calibration, the function MUST be integrated
WARNING! into the vehicle wiring. If the function is available in the shift calibration but will
not be used in the vehicle, it MUST be disabled in the calibration.
OPTIONAL
CUSTOMER-FURNISHED WIRE 155
VIW CONNECTOR(S) SHIFT SELECTOR
TRANSITION DASH SWITCH When ECU is turned on,
V-11 Open: Selector 1 active shift selector is
Closed: Selector 2 determined by current
WIRE 161 switch position.
V V-31 SIGNAL RETURN
SELECTOR SELECTOR
1 2
ECU Display of the inactive selector is disabled.
SELECT SELECT
To switch between selector 1

R MODE
R MODE
and selector 2, transmission
must be in neutral and output
N N
S speed below 60 rpm.
D D
For Shift Selector
wiring requirements,
see installation
drawing AS07-27
(see SA 2978 WTEC III Controls and General Information) V04860
Figure P–6. Shift Selector Transition

TM 9-2320-312-24-3
features which
whichdiffers
differsfrom
fromthat
thatshown
showncould
couldcause unintended
result in damageselection of range
to equipment or
WARNING!
WARNING! or other unpredictable
property, operation
personal injury, or lossresulting in damageTRANSMISSION
of life. ALLISON to equipment or property,
IS NOT
personal
LIABLE injury, or loss
FOR THE of life. ALLISON ASSOCIATED
CONSEQUENCES TRANSMISSION IS NOT
WITH LIABLE
MISWIRING
FOR THE CONSEQUENCES
OR UNINTENDED USE OF THESE ASSOCIATED
FEATURES. WITH MISWIRING OR
UNINTENDED USE OF THESE FEATURES.
E. AUXILIARY FUNCTION RANGE INHIBIT (STANDARD)
USES: Prevents inadvertent range selection when auxiliary equipment is operating or prevents engagement of the
transmission unless brake pedal is depressed.
VOCATIONS: Transit bus, school bus — auxiliary equipment input; various (brake pedal input)
OPTIONAL
CUSTOMER-FURNISHED WIRE 155 WIRE 155
VIW CONNECTOR(S) AUX. FUNCTION
– OR –
RANGE INHIBIT (STD) Switch is open Switch closes
V V-11 when auxiliary when brakes
equipment is are applied
WIRE 161 operating
V-31 WIRE 161
SIGNAL RETURN
ECU
NOTE: ECUs with this function activated must have wire 155
permanently connected to wire 161 if the function is not being used.
V04861
Figure P–7. Auxiliary Function Range Inhibit (Standard)

TM 9-2320-312-24-3
features which
whichdiffers
differsfrom
fromthat
thatshown
showncould
to equipment or
WARNING!
property, operation
IS NOT
personal
WITH LIABLE
MISWIRING
F. AUXILIARY FUNCTION RANGE INHIBIT (SPECIAL)
USES: Prevents inadvertent range selection when auxiliary equipment is operating. Used in emergency equipment
to prevent inadvertent range selection from NEUTRAL.
VOCATIONS: Fire trucks, crash trucks
SWITCHED If current in lamp

WIRE 105 POWER NC
V-19 circuit exceeds
SERVICE INDICATOR SERVICE
0.5 amp, ground TRANS
SERVICE COM
V-12 WIRE 153 TRANS lamp through a relay NO
V-31 AUX. FUNCTION RANGE SWITCHED
V INHIBIT INPUT 1 POWER
V-11 AUXILIARY WIRE 105
WIRE 161 SIGNAL RETURN FUNCTION NOTE: Both input signals must turn on
V-32 NOTE: The “SERVICE
SELECT within 120 seconds. If the state of the TRANS” light must be
WIRE 155 SWITCH 1 two input signals is different for longer
V-17 mounted in the dash and
AUX. FUNCTION than this time period, the “SERVICE in clear view of the
ECU RANGE INHIBIT INPUT 2 TRANS” light will be illuminated, a code operator. Preferred lens
AUXILIARY will be stored in memory, and neutral-to- color is red (amber is
FUNCTION range shifts will NOT be inhibited. acceptable).
OPTIONAL SENSE SWITCH 2
CUSTOMER-FURNISHED
S VIW CONNECTOR(S) VIM
WIRE 343C
A2 K2 BATTERY
GROUND
WIRE 343A + –
A1 K1
V04862
Figure P–8. Auxiliary Function Range Inhibit (Special)

TM 9-2320-312-24-3
G. AUXILIARY HOLD
USES: Provide a discrete input to hold the transmission in present range.
VOCATIONS: Various
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S)
WIRE 153
V V-12 AUXILIARY HOLD MOMENTARY
WIRE 161 SWITCH
V-31 Function is activated when
SIGNAL RETURN
switch is depressed.
Function is de-activated when
ECU switch is released.
S
NOTE: Transmission will continue to operate with
normal downshift schedule when function is active.
V04863.01
Figure P–9. Auxiliary Hold

TM 9-2320-312-24-3
H. ENGINE BRAKE/PRESELECT REQUEST AND ENGINE BRAKE ENABLE

(EXHAUST BRAKE)
USES: Used with engine brakes to signal the ECU that the brake is active and to provide increased braking by
preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or lockup OFF.
VARIABLES TO SPECIFY: Preselect range. Standard value is second range.
VOCATIONS: Various
NOTE: This switch is part of the engine brake system and

provides an indication when the engine is at closed throttle.
This switch, or an equivalent control feature, is REQUIRED
SWITCHED for all installations.
POWER NOTE: The engine brake must provide a low engine speed
V shutoff feature, set to disable the brake at a speed slightly
WIRE 132 higher than idle rpm.
V-3
ENGINE BRAKE NOTE: If the engine brake is an inductive load, it must be diode
ENABLE OUPUT ENGINE BRAKE suppressed.
DASH SWITCH
OPTIONAL ENGINE THROTTLE
ECU CUSTOMER-FURNISHED SWITCH
VIW CONNECTOR(S)
NC
WIRE 119 D2
S-11 E2
ENGINE BRAKE AND COM ENGINE
S PRESELECT REQUEST NO DASH BRAKE
ON BRAKE
B1 LIGHT
VIM
V04864
Figure P–10. Engine Brake/Preselect Request and Engine Brake Enable (Exhaust Brake)

TM 9-2320-312-24-3

(EXHAUST BRAKE – OPTIONAL)
USES: Used with engine brakes controlled by electronic engines to signal the ECU that the brake is active and to
provide increased braking by preselecting a lower range. Also prevents engagement of engine brake with
throttle > 0 or lockup OFF.
VOCATIONS: Various
Exhaust brake high side driver maximum

current per engine manufacturer
ECM
ENGINE BRAKE
DASH SWITCH
One or
V the other
WIRE 132
V-3 NOTE: If the engine brake is an inductive load,
ENGINE BRAKE
ENABLE OUPUT ENGINE BRAKE it must be diode suppressed.
DASH SWITCH
OPTIONAL
ECU CUSTOMER-FURNISHED
VIW CONNECTOR(S)
NC
WIRE 119 D2
S-11 E2 ENGINE
ENGINE BRAKE AND COM DASH
S PRESELECT REQUEST NO BRAKE BRAKE
B1 LIGHT ON SOLENOID
(Optional)
VIM
SWITCHED Relay shown de-energized
POWER V05940
Figure P–11. Engine Brake/Preselect Request and Engine Brake Enable (Exhaust Brake — Optional)

TM 9-2320-312-24-3

(COMPRESSION BRAKE)
USES: Used with single-level compression brakes to signal the ECU that the brake is active and to provide
increased braking by preselecting a lower range. Also prevents engagement of engine brake with
VARIABLES TO SPECIFY: Preselect range. Standard value is fourth range.
VOCATIONS: Various
SWITCHED
POWER ENGINE THROTTLE
SWITCH
NC
V D2
E2 ENGINE
V-3 COM BRAKE
NO DASH BRAKE
WIRE 132 ON
OPTIONAL B1 LIGHT
ENGINE BRAKE
CUSTOMER-FURNISHED ENABLE OUPUT
ECU VIW CONNECTOR(S) VIM
WIRE 143H NOTE: This switch is part of the engine brake system and
S-32
SIGNAL RETURN provides an indication when the engine is at closed throttle.
S S-26 ENGINE BRAKE This switch, or an equivalent control feature, is REQUIRED
DASH SWITCH for all installations.
NOTE: The engine brake must provide a low engine speed
WIRE 169 shutoff feature, set to disable the brake at a speed slightly
ENGINE BRAKE AND higher than idle rpm.
PRESELECT REQUEST NOTE: If the engine brake is an inductive load, it must
be diode suppressed. V04865
Figure P–12. Engine Brake/Preselect Request and Engine Brake Enable (Compression Brake)

TM 9-2320-312-24-3
H. ENGINE BRAKE AND PRESELECT REQUEST AND ENGINE BRAKE ENABLE

(MULTIPLE LEVEL COMPRESSION BRAKE)
USES: Used with multiple-level compression brakes to signal the ECU that the brake is active and to provide
increased braking by preselecting a lower range. Also prevents engagement of engine brake with
VOCATIONS: Various
LO/MED/HI SWITCH INFORMATION

WIRE 119 WIRE 169 Relay shown de-energized
ENGINE BRAKE
LOW On
MED NC
On D2 ECM
HIGH On On E2
COM NO
V WIRE 132
V-3 B1
ENGINE BRAKE Med/High Low/High
ENABLE OUPUT VIM SWITCHED
POWER
OPTIONAL WIRE 143H
CUSTOMER-FURNISHED SIGNAL RETURN Low/Med/High On/Off ENGINE SIGNAL GROUND
ECU VIW CONNECTOR(S)
NOTE: For multiple level engine brakes that
communicate Engine Brake % Torque on
S-32 WIRE 169 J-1939, use the single input wire Engine Brake
ENGINE BRAKE AND implementation for Compression Brake or
S S-26 PRESELECT REQUEST Exhaust Brake as shown in the previous
schematics.
WIRE 119 ENGINE CONTROL
S-11 NOTE: The engine brake must provide a low
ENGINE BRAKE AND MODULE engine speed shutoff feature, set to disable
PRESELECT REQUEST Switch shown in the brake at a speed slightly higher than idle
“HIGH” position rpm.
V04866.01
Figure P–13. Engine Brake and Preselect Request and Engine Brake Enable (Multiple Level Compression Brake)

TM 9-2320-312-24-3
I. ENGINE BRAKE/PRESELECT REQUEST AND ENGINE BRAKE ENABLE

(EXHAUST BRAKE — SPECIAL)
USES: Used with engine brakes to provide a signal to the ECU that the brake is active and to provide increased
braking by preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or
lockup OFF.
VOCATIONS: Various
NOTE: This switch is part of the engine brake system and

provides an indication when the engine is at closed throttle.
SWITCHED This switch, or an equivalent control feature, is REQUIRED
POWER for all installations.
NOTE: The engine brake must provide a low engine speed
V shutoff feature, set to disable the brake at a speed slightly
WIRE 132 higher than idle rpm.
V-3
ENGINE BRAKE NOTE: If the engine brake is an inductive load, it must be diode
ENABLE OUPUT ENGINE BRAKE
DASH SWITCH suppressed.
OPTIONAL
ECU CUSTOMER-FURNISHED ENGINE THROTTLE
VIW CONNECTOR(S) SWITCH
NC
WIRE 119
S-11 E2 E3
ENGINE BRAKE AND COM ENGINE
S PRESELECT REQUEST NO DASH BRAKE
B1 LIGHT ON BRAKE
VIM
V04867
Figure P–14. Engine Brake/Preselect Request and Engine Brake Enable (Exhaust Brake — Special)

TM 9-2320-312-24-3
I. ENGINE BRAKE/PRESELECT REQUEST AND ENGINE BRAKE ENABLE

(COMPRESSION BRAKE — SPECIAL)
USES: Used with engine brakes to provide a signal to the ECU that the brake is active and to provide increased
braking by preselecting a lower range. Also prevents engagement of engine brake with throttle > 0 or
lockup off.
VOCATIONS: Various
SWITCHED ENGINE THROTTLE

POWER SWITCH
NC
V E2 ENGINE
WIRE 132 COM E3 BRAKE
V-3 NO DASH BRAKE
ENGINE BRAKE ON
ENABLE OUPUT B1 LIGHT
OPTIONAL
ECU CUSTOMER-FURNISHED VIM
VIW CONNECTOR(S) Relay shown de-energized
WIRE 143H
S-32 NOTE: This switch is part of the engine brake system and
SIGNAL RETURN
S provides an indication when the engine is at closed throttle.
S-26 ENGINE BRAKE This switch, or an equivalent control feature, is RECOMMENDED
DASH SWITCH for all installations.
WIRE 169 NOTE: If the engine brake is an inductive load, it must be diode
ENGINE BRAKE AND suppressed.
PRESELECT REQUEST
V04868
Figure P–15. Engine Brake/Preselect Request and Engine Brake Enable (Compression Brake — Special)

TM 9-2320-312-24-3
J. FIRE TRUCK PUMP MODE

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup.
VOCATIONS: Fire Truck Pumpers
SYSTEM OPERATION
OPERATOR ACTION — System Response
TO ENGAGE:
1. SELECT NEUTRAL — Transmission shifts to Neutral.
2. APPLY PARKING BRAKE — None
3. SELECT PUMP — Turns on “Pump Mode Requested” light. Stops output shaft rotation. When split-shaft
engages, PPE signal and “Pump Engaged” light are turned on. Transmission output unlocks.
4. SELECT DRIVE — Transmission shifts to fourth lockup. “OK To Pump” light is turned on.
TO DISENGAGE:
1. SELECT NEUTRAL — Transmission shifts to Neutral if output rpm < 1000.
2. SELECT ROAD MODE — Stops output shaft rotation. PTO disengages. Transmission shifts back to Neutral. If the
output shaft rotation continues, press the momentary transmission brake switch before selecting road mode. This
will cause the transmission output shaft to stop if transmission is in neutral and shaft rotation is less than 100 rpm.
OPTIONAL WIRE 118 SWITCHED

CUSTOMER-FURNISHED FIRE TRUCK POWER
POSITIVE PUMP
VIW CONNECTOR(S) PUMP MODE INPUT ENGAGEMENT
V-13 PARKING BRAKE DASH SWITCH (PPE) SWITCH
PRESSURE SWITCH Open: Road Switch is closed
Closed: Pump when pump
V V-31 Switch is closed
when brakes are on is engaged
V-30
AIR
V-2 OK TO
PUMP
ECU MOMENTARY
TRANS. NC
BRAKE PUMP MODE SPLIT- A2
SWITCH COM A3
REQUESTED SHAFT NO
PTO F3
S PUMP
WIRE 161 SIGNAL RETURN ENGAGED
VIM
WIRE 117 PUMP ENABLE
WIRE 114 RANGE INDICATOR = 4th

V04869
Figure P–16. Fire Truck Pump Mode

TM 9-2320-312-24-3
J. FIRE TRUCK PUMP MODE (OPTIONAL)

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup.
VOCATIONS: Fire Truck Pumpers
SYSTEM OPERATION
TO ENGAGE:
3. SELECT PUMP — Turns on “Pump Mode Requested” light. Turns on both input signals to ECU (wires 117
and 118) which activates “fire truck” mode. When split-shaft shifts, “Pump Engaged” light is turned on.
TO DISENGAGE:
2. SELECT ROAD MODE — PTO disengages. If the output shaft rotation continues, press the momentary
transmission brake switch before selecting road mode. This will cause the transmission output shaft to stop if
transmission is in neutral and shaft rotation is less than 100 rpm.
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER DASH SWITCH
VIW CONNECTOR(S) Open: Road POSITIVE PUMP
WIRE 117 PUMP ENABLE Closed: Pump ENGAGEMENT
V-30 (PPE) SWITCH
Switch is closed
WIRE 161 SIGNAL RETURN when pump
V V-31
is engaged
AIR
V-13
V-2 MOMENTARY OK TO
ECU TRANS. PARKING BRAKE
PUMP
BRAKE PRESSURE SWITCH SPLIT- NC
SWITCH Switch is closed SHAFT
WIRE 118 when brakes are on PTO A2 A3
COM NO
FIRE TRUCK
PUMP F3
S MODE INPUT PUMP MODE
REQUESTED PUMP
ENGAGED VIM
WIRE 114 RANGE INDICATOR = 4th

V04870
Figure P–17. Fire Truck Pump Mode (Optional)

TM 9-2320-312-24-3
features which differs
differs from
fromthat
thatshown
showncould
couldcause
resultunintended
in damageselection of range
to equipment or
WARNING!
property, operation
IS NOT
personal injury,
LIABLE FOR THEor loss of life. ALLISONASSOCIATED
WITH LIABLE
MISWIRING
FORUNINTENDED
OR THE CONSEQUENCES
USE OF THESE ASSOCIATED
K. QUICK-TO-NEUTRAL PUMP
USES: Automatically shifts transmission to NEUTRAL when pumped medium approaches excessive pressure
levels.
VOCATIONS: Oil field pumping
NOTE: This function must NOT be used when the

transmission is used for propulsion.
V
• Switch opens when pump pressure reaches
SWITCHED excessive levels.
POWER
• To re-engage transmission, neutral must be
ECU selected before selecting drive.
• This function is active only in secondary mode.

WIRE 119
S-11
QUICK-TO-NEUTRAL
OPTIONAL PUMP
S
CUSTOMER-FURNISHED
VIW CONNECTOR(S)
PUMP
PRESSURE
V04871.01
Figure P–18. Quick-To-Neutral Pump

TM 9-2320-312-24-3
differs from
fromthat
thatshown
showncould
couldcause
resultunintended
to equipment or
WARNING!
property, operation
IS NOT
personal injury,
WITH LIABLE
MISWIRING
FORUNINTENDED
OR THE CONSEQUENCES
USE OF THESE ASSOCIATED
L. AUTOMATIC NEUTRAL FOR PTO (STANDARD)
USES: Provides for automatic selection of NEUTRAL when PTO is operated regardless of range selected.
Requires re-selecting range to shift out of NEUTRAL. Shown with range indicator output.
VARIABLES TO SPECIFY: Maximum output speed for activating this function. Range indicator = neutral.
into the vehicle wiring. If the function is available in the shift calibration but will
WARNING! not be used in the vehicle, it MUST be disabled in the calibration.
This function must not be used with Neutral Indicator For PTO (Output “S”).
OPTIONAL SWITCHED
VIW CONNECTOR(S)
V-30 WIRE 117
V AUTOMATIC DASH
V-31 NEUTRAL FOR LIGHT
PTO (STD) DASH
V-2 SWITCH
PTO
ECU WIRE 161 PRESSURE
SIGNAL RETURN SWITCH
NC
A2 A3 PTO
S COM NO
WIRE 114 OR WIRE 166
F3
RANGE INDICATOR = NEUTRAL
VIM
V04872
Figure P–19. Automatic Neutral for PTO (Standard)

TM 9-2320-312-24-3
Q. TWO SPEED AXLE INPUT AND OUTPUT
USES: Provides output speed interlock for axle engagement, input to ECU, and input to speedometer to adjust for
axle ratio change.
VARIABLES TO SPECIFY: Output speed to activate, output speed to deactivate
VOCATIONS: Dump truck, refuse packer, cement mixer, two-speed axle equipped vehicles
OPTIONAL
CUSTOMER-FURNISHED SWITCHED
VIW CONNECTOR(S) POWER NOTE: If the axle actuator is an inductive load,
V-12 WIRE 153 Low High it must be diode suppressed. AXLE
Axle Axle ACTUATOR
TWO-SPEED
V V-31 AXLE INPUT
TWO-SPEED HIGH
V-2 AXLE SWITCH
LOW
V-20
GND
ECU
WIRE 161 NC AUX +

SIGNAL RETURN
A2 A3
COM NO SIG GND
S WIRE 114 TWO-SPEED
F3
AXLE ENABLE
WIRE SPEEDOMETER
B2 H2
WIRE 157 SPEEDOMETER SIGNAL VIM 157
V04874
Figure P–20. Two Speed Axle Input and Output

TM 9-2320-312-24-3
R. MANUAL LOCKUP
USES: Provides for the manual application of the lockup clutch for non-roading applications. Uses two inputs:
one to select manual versus automatic lockup shift mode, and the second as the switching mechanism to
command the lockup clutch on and off.
VOCATIONS: Oil field pumping, mud pumps, hoists, drilling
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S)
NOTE: This function must NOT be used when the
V V-27 transmission is used for vehicle propulsion.
V-31
OPERATING PROCEDURE
V-11 SWITCH 1
AUTOMATIC/MANUAL SWITCH 1 SWITCH 2
ECU LOCKUP
WIRE 154 OPEN OPEN Normal Auto Lockup Operation
MANUAL LOCKUP ENABLE
OPEN CLOSED Normal Auto Lockup Operation
WIRE 161 SIGNAL RETURN
S WIRE 155 MANUAL LOCKUP CLOSED OPEN Converter Operation Only
SWITCH 2 CLOSED CLOSED Lockup Operation Only

LOCKUP ON/LOCKUP OFF
V04875.01
Figure P–21. Manual Lockup

TM 9-2320-312-24-3
differsfrom
fromthat
thatshown
showncould
couldcause
resultunintended
to equipment or
WARNING!
property, operation
IS NOT
personal
LIABLE injury,
FOR THEor loss of life. ALLISONASSOCIATED
WITH LIABLE
MISWIRING
V. REVERSE ENABLE
USES: Provides for a separate instrument panel-mounted switch which must be pressed simultaneously with the
REVERSE button to achieve Reverse.
VOCATIONS: European transit buses and tour buses
OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S)
V V-30
V-31 MOMENTARY
SWITCH
ECU
WIRE 117
REVERSE ENABLE
S
WIRE 161
SIGNAL RETURN
V04876
Figure P–22. Reverse Enable

TM 9-2320-312-24-3
X. SHIFT IN PROCESS/SHIFT ENABLE
USES: Used to reduce engine power during a shift for high horsepower applications.
VOCATIONS: Oil field pumping
OPERATING PROCEDURE
1. ECU sends signal (“Shift in Process”) to powertrain module that a shift is being requested.
2. Powertrain module reduces engine power and sends a signal to ECU (“Shift Enable”)
indicating that it is OK to shift.
3. ECU commands shift. When shift is completed, “Shift in Process” output turns off.
4. Powertrain module turns off the Shift Enable signal.
OPTIONAL NOTE: This function must NOT be used when the

CUSTOMER-FURNISHED transmission is used for vehicle propulsion.
VIW CONNECTOR(S)
WIRE 117
V V-30 SHIFT ENABLE
V-18
POWERTRAIN ENGINE
CONTROL FUEL
ECU MODULE CONTROL
NC TYPICAL SHIFT
D1
E1 ON
COM SHIFT
S NO ENABLE
WIRE 125 OFF
C2
SHIFT IN PROCESS
SHIFT IN ON
VIM PROCESS OFF SHIFT
V04877
Figure P–23. Shift in Process/Shift Enable

TM 9-2320-312-24-3
Y. ANTI-LOCK BRAKE RESPONSE
USES: Signals the ECU when ABS function is active, so that lockup clutch and retarder will be disabled.
VOCATIONS: Various
For schematics of this function, see the ANTI-LOCK BRAKES section located in Section
C: Vehicle Electrical System Interface of SA2978, WTEC III Controls And General
Information.

TM 9-2320-312-24-3
Y. ANTI-LOCK BRAKE RESPONSE (OPTIONAL)
USES: Provides for enhanced control of lockup and retarder during hard braking conditions. Can be used
separately or in conjunction with ABS.
VOCATIONS: Various
NO ABS ABS INPUT (–) ABS INPUT (+)

OPTIONAL
CUSTOMER-FURNISHED WIRE 161 BRAKE WIRE 161 BRAKE WIRE 161
VIW CONNECTOR(S) SIGNAL RETURN PRESSURE PRESSURE
SWITCH SWITCH
V V-31 BRAKE
PRESSURE – OR – NC – OR – NC
V-27 SWITCH WIRE 154 WIRE 154
WIRE 154 COM NO COM NO
ECU ABS RESPONSE SWITCHED
POWER
Customer-furnished Customer-furnished
relay shown relay shown
de-energized de-energized
S This configuration is to used This configuration is to used
if the ABS system provides a if the ABS system provides a
power (–) signal when active. power (+) signal when active.
NOTE: Brake Pressure Switch is closed when brakes are applied.
Switch pressure setting to be established by customer evaluation (typically 30–35 psi). Anti-Lock Brake Controls
V04878
Figure P–24. Anti-Lock Brake Response (Optional)

TM 9-2320-312-24-3
Z. RETARDER ENABLE
USES: Provides for operator ON/OFF control of the retarder, transmission temperature indication, and brake
lights during retarder operation.
USES: None
VOCATIONS: Various. This function is required for retarder-equipped transmissions.
OPTIONAL SWITCHED UNSWITCHED

CUSTOMER-FURNISHED POWER NOTE: Use of this light CUSTOMER- POWER
VIW CONNECTOR(S) WIRE 105 FURNISHED
is optional with a transit BRAKE
RETARDER OR SUMP TEMP bus or when using a RELAY LIGHTS
V-19 BRAKE TRANS transmission temp gauge. NC SWITCH
PEDAL SWITCH TEMP
V V-29 WIRE 137 (YELLOW) CRUISE
COM NO + CONTROL
SERVICE BRAKE STATUS
V-31 If current in lamp circuit “BRAKE
NOTE: If vehicle is equipped Closed =
with air brakes, this switch Brakes On exceeds 0.5 amp, ground STATUS”
V-18 lamp through a relay INPUT
should close at 2 – 5 psi. RETARDER
ECU SWITCHED POWER ON
NC
S-27
NC
COM NO D1
S-32 E1
S RETARDER COM
DASH SWITCH NO BRAKE
LIGHTS
WIRE 163 WIRE 105 C2
RETARDER ENABLE
Closed = On WIRE 125 VIM
WIRE 143H Relays shown
RETARDER INDICATOR
SIGNAL RETURN de-energized V04879
Figure P–25. Retarder Enable

TM 9-2320-312-24-3
AA. SERVICE BRAKE STATUS
USES: Indicates to the ECU whether vehicle braking is being provided by the retarder or vehicle brakes, so that
the transmission controls can be adapted accordingly.
VOCATIONS: Various. This function is required for retarder-equipped transmissions.
This function is used in conjunction with Input Function , Retarder Enable. Refer to
schematic for Input Function Retarder Enable, noting the use of wire 137.

TM 9-2320-312-24-3
AF. DIFFERENTIAL CLUTCH REQUEST
USES: Provides for operator ON/OFF control of the differential locking clutch in the MD 3070PT transmission
transfer case.
VOCATIONS: Various. This function is required for all MD 3070PT transmissions and used only with that
model.
SWITCHED
POWER
WIRE 125
V-18
DIFFERENTIAL CLUTCH ENABLE
ECU OPTIONAL
CUSTOMER-FURNISHED
VIW CONNECTOR(S) DASH
SWITCH NC
WIRE 163 D1
E1
S DIFFERENTIAL COM NO DIFF
S-27 CLUTCH REQUEST CLUTCH
E1
WIRE 143H
S-32 VIM
SIGNAL RETURN
V04880
Figure P–26. Differential Clutch Request

TM 9-2320-312-24-3
features which
whichdiffers
differsfrom
fromthat
thatshown
showncould
to equipment or
WARNING!
property, operation
IS NOT
personal
WITH LIABLE
MISWIRING
AG. AUTOMATIC NEUTRAL FOR REFUSE PACKER AND PTO ENABLE

(OPTION 1)
USES: Provides for automatic selection of NEUTRAL and activation of fast idle when park brake is applied.
Automatically re-engages transmission when park brake is released. PTO can be enabled independent
of transmission range.
VARIABLES TO SPECIFY: Max output rpm to enable Neutral, max engine rpm for PTO
engagement, max engine rpm for PTO operation, max output rpm for PTO engagement,
max output rpm for PTO operation.
VOCATIONS: Refuse packer, recycling truck
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER PTO
VIW CONNECTOR(S) PTO Relays shown de-energized PRESSURE
WIRE 118 SWITCH FAST IDLE SWITCH
V-13 NC CONTROL
PTO ENABLE INPUT
V-31 WIRE 161 PRESSURE F2
SIGNAL RETURN SWITCH #1 COM F3
(5 – 20 PSI) NO FAST IDLE
V-30 WIRE 117 NEUTRAL SOLENOID
V PACK ENABLE NO D2 INDICATOR
V-12 (GREEN DASH LIGHT) DASH
NC COM Indicates neutral & LIGHT
V-22 NC park brake on
“AUTO
V-2 NEUTRAL” PRESSURE A2 A3
CAB SWITCH SWITCH #2 COM PTO
ECU NO
(5 – 20 PSI) F3
NO NOTE: The fast idle solenoid
must be diode suppressed.
WIRE 153 VIM
AUTO NEUTRAL NC COM
S PACKER INPUT CUSTOMER NC
PARK BRAKE SUPPLIED RELAY
COM NO + –
WIRE 112 PTO ENABLE OUTPUT
WIRE 114 NEUTRAL INDICATOR FOR PTO SWITCHED
POWER V04881
Figure P–27. Automatic Neutral for Refuse Packer and PTO Enable (Option 1)

TM 9-2320-312-24-3
differsfrom
fromthat
thatshown
showncould
couldcause
resultunintended
to equipment or
WARNING!
property, operation
IS NOT
personal
LIABLE injury,
WITH LIABLE
MISWIRING
AG. AUTOMATIC NEUTRAL FOR REFUSE PACKER AND PTO ENABLE

(OPTION 2)
USES: Provides for automatic selection of NEUTRAL and activation of fast idle when work brake is applied.
Automatically re-engages transmission when park brake is released. PTO can be enabled independent
of transmission range.
VARIABLES TO SPECIFY: Max output rpm to enable Neutral, max engine rpm for PTO engagement,
max engine rpm for PTO operation, max output rpm for PTO engagement, max output rpm
for PTO operation.
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER PTO
VIW CONNECTOR(S) PTO Relays shown de-energized PRESSURE
WIRE 118 SWITCH FAST IDLE SWITCH
V-13 NC CONTROL
PTO ENABLE INPUT
V-31 WIRE 161 PRESSURE F2
SIGNAL RETURN SWITCH #1 COM F3
(5 – 20 PSI) NO FAST IDLE
V-30 WIRE 117 NEUTRAL SOLENOID
V PACK ENABLE NO D2 INDICATOR
V-12 (GREEN DASH LIGHT) DASH
NC COM Indicates neutral & LIGHT
V-22 NC work brake on
“AUTO
V-2 NEUTRAL” PRESSURE A2 A3
CAB SWITCH SWITCH #2 COM PTO
ECU NO
(5 – 20 PSI) F3
NO NOTE: The fast idle solenoid
must be diode suppressed.
WIRE 153 VIM
AUTO NEUTRAL NC COM
S PACKER INPUT CUSTOMER NC
WORK BRAKE SUPPLIED RELAY
COM NO + –
WIRE 112 PTO ENABLE OUTPUT
WIRE 114 NEUTRAL INDICATOR FOR PTO SWITCHED
POWER V04881.01
Figure P–28. Automatic Neutral for Refuse Packer and PTO Enable (Option 2)

TM 9-2320-312-24-3
AH. KICKDOWN
USES: Provides both economy and performance shift points at full throttle. Operator changes from economy to
performance by stepping through a detent at the throttle pedal.
VOCATIONS: Various
OPTIONAL CLOSED THROTTLE

CUSTOMER-FURNISHED ENGINE
VIW CONNECTOR(S) OPERATING
FULL THROTTLE
V-14 ECONOMY SHIFT POINTS RANGE
V V-31 THROTTLE FULL THROTTLE

PEDAL KICKDOWN SHIFT POINTS
Pedal movement beyond
this point must not change
MOMENTARY engine fuel setting or
ECU SWITCH transmission throttle position
WIRE 177
KICKDOWN NOTE: “Full throttle economy shift points” position on the pedal should
S coincide with full stroke of the Allison throttle position sensor (if used) and/or
“full fuel” setting of the engine controls. Thus, pedal movement beyond
WIRE 161 “full throttle economy shift points” must not change fuel setting of the engine
SIGNAL RETURN or the throttle position signal to the transmission controls system.
V04882
Figure P–29. Kickdown

TM 9-2320-312-24-3
AI. MILITARY AUXILIARY FUNCTION RANGE INHIBIT (STANDARD)
USES: Prevents inadvertent range selection when auxiliary equipment is operating.
VOCATIONS: Military wheeled vehicles
If this function is turned “ON” in the shift calibration, the function MUST be
integrated into the vehicle wiring. If the function is available in the shift
WARNING! calibration but will not be used in the vehicle, it MUST be turned “OFF” in the
calibration.
WIRE 155
OPTIONAL MILITARY AUX.
CUSTOMER-FURNISHED FUNCTION RANGE
VIW CONNECTOR(S) INHIBIT (STD)
Switch is closed when
V-11 auxiliary equipment
V
is operating
WIRE 161
V-31
SIGNAL RETURN
ECU
V04883
Figure P–30. Military Auxiliary Function Range Inhibit (Standard)

TM 9-2320-312-24-3
AJ. FOURTH LOCKUP PUMP MODE

USES: Facilitates engagement of split shaft PTO and shifts transmission to fourth range lockup for driving a
vehicle-mounted pump.
VOCATIONS: Street cleaners, sewer cleaners
If this function is turned “ON” in the shift calibration, the function MUST be
integrated into the vehicle wiring. If the function is available in the shift
WARNING! calibration but will not be used in the vehicle, it MUST be turned “OFF” in the
calibration.
SYSTEM OPERATION
TO ENGAGE:
3. SELECT PUMP — Turns on “Pump Mode Requested” light. Turns on both input signals to ECU (wires 117
and 118) which activates “pump” mode. When split-shaft shifts, “Pump Engaged” light is turned on.
TO DISENGAGE:
2. SELECT ROAD MODE — PTO disengages.
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER DASH SWITCH
VIW CONNECTOR(S) Open: Road
WIRE 117 Closed: Pump
V-30 PUMP ENABLE Switch closes when
pump is engaged
V V-31
WIRE 118 AIR
V-13
4th LOCKUP PUMP
V-2 MODE INPUT OK TO
PUMP
ECU PARKING BRAKE
PRESSURE SWITCH SPLIT- NC
Switch is closed SHAFT
when brakes are on PTO A2 A3
COM NO
F3
S PUMP MODE
REQUESTED PUMP
ENGAGED VIM
WIRE 114 RANGE INDICATOR (4th)
V04884
Figure P–31. Fourth Lockup Pump Mode

TM 9-2320-312-24-3
These schematics
These schematics show
show thethe intended
intended use
use of
of the
the specified
specified controls
controls features
features which
which
have been
have been validated
validated in
in the
the configuration
configuration shown.
shown. Any
Any miswiring
miswiring oror use
use of
of these
these
features which differs from that
features thatshown
showncould
couldcause
resultunintended
to equipment or
WARNING!
property, operation
personal injury, or loss resulting in damageTRANSMISSION
IS NOT
personal injury,
CONSEQUENCES TRANSMISSION WITHIS NOT LIABLE
MISWIRING
FOR
OR THE CONSEQUENCES
UNINTENDED USE OF THESE ASSOCIATED
AK. AUTOMATIC NEUTRAL FOR REFUSE PACKER AND PTO ENABLE WITH
SERVICE BRAKE STATUS (OPTION 1)
USES: Provides for automatic selection of NEUTRAL and activation of fast idle when loading arm is activated.
Automatically re-engages transmission when loading arm is retracted if service brake is depressed.
max engine rpm for PTO operation, max output rpm for PTO engagement, max output
rpm for PTO operation.
This feature is meant to be used in applications where the vehicle operator

remains in the cab. If the operator leaves the vehicle, the park brake must be
engaged and Neutral must be selected prior to the operator exiting the cab. In
WARNING! addition, vehicles using this feature must have the following Warning sticker
visible in the vehicle cab: “WARNING: Set Park Brake and select Neutral before
exiting cab!”
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER Relays shown de-energized
VIW CONNECTOR(S) PTO PTO
SWITCH PRESSURE
V-13 WIRE 118 NC SWITCH
PTO ENABLE INPUT BRAKE PEDAL
V-29 SWITCH F2
WIRE 137 COM F3
V-31 NO
V Closed = Brakes On D2
V-30 DASH
WIRE 161 LIGHT
SIGNAL RETURN
V-12 NC
WIRE 117
PACK ENABLE Switch opens A2
V-22 when rail is fully A3 PTO
ECU COM NO
retracted
V-2 AUTO NEUTRAL F3 FAST IDLE
DASH SWITCH CONTROL
WIRE 153 FAST IDLE
AUTO NEUTRAL
VIM SOLENOID
PACKER INPUT
S NOTE: The fast idle solenoid must be diode suppressed.
WIRE 112 Switch opens when NOTE: Transmission shifts to neutral when either rail switch or arm switch
PTO ENABLE OUTPUT arm is fully down is closed (if other conditions are satisfied). Transmission shifts back to drive
if both switches open, service brake switch is closed, and engine speed
WIRE 114 NEUTRAL INDICATOR FOR PTO drops below 900 rpm within 2.5 seconds of both switches closing.
V04885
Figure P–32. Automatic Neutral for Refuse Packer and PTO Enable With Service Brake Status (Option 1)

TM 9-2320-312-24-3
differsfrom
fromthat
thatshown
showncould
couldcause
resultunintended
to equipment or
WARNING!
property, operation
IS NOT
personal
LIABLE injury,
WITH LIABLE
MISWIRING
USES: Provides for selection of NEUTRAL and enabling fast idle through activation of a dash mounted
switch. Automatically re-engages transmission when switch is opened if service brake is depressed.
Only re-engagement of forward is allowed. Reverse is not re-engaged.
for PTO operation.
This feature is meant to be used in applications where the vehicle operator

remains in the cab. If the operator leaves the vehicle, the park brake must be
engaged and Neutral must be selected prior to the operator exiting the cab. In
WARNING! addition, vehicles using this feature must have the following Warning sticker
visible in the vehicle cab: “WARNING: Set Park Brake and select Neutral before
exiting cab!”
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER Relays shown de-energized
VIW CONNECTOR(S) PTO PTO
SWITCH PRESSURE
V-13 WIRE 118 NC SWITCH
PTO ENABLE INPUT BRAKE PEDAL
V-29 SWITCH F2
WIRE 137 COM F3
V-31 NO
V Closed = Brakes On D2
V-30 DASH
WIRE 161 LIGHT
SIGNAL RETURN
V-12 NC
WIRE 117
V-22 PACK ENABLE A2 A3
COM PTO
ECU AUTO NEUTRAL NO
V-2 DASH SWITCH F3 FAST IDLE
WIRE 153 CONTROL
AUTO NEUTRAL FAST IDLE
PACKER INPUT VIM SOLENOID
S + – NOTE: The fast idle solenoid must be diode suppressed.

WIRE 112 NOTE: Transmission shifts to neutral when dash switch is closed (if other
PTO ENABLE OUTPUT conditions are satisfied). Transmission shifts back to drive when switch is
opened, service brake switch is closed, and engine speed drops below
WIRE 114 NEUTRAL INDICATOR FOR PTO 900 rpm within 2.5 sec. Otherwise, transmission stays in neutral.
V04886

TM 9-2320-312-24-3
USES: Provides for automatic selection of NEUTRAL and activation of PTO when park brake is applied.
Automatically re-engages transmission when park brake is released (if service brake is depressed).
Only re-engagement of forward is permitted. Reverse is not re-engaged.
for PTO operation.
VOCATIONS: Refuse packer, recycling truck, emergency equipment.
NOTE: This function is also available with emergency equipment calibration features.
BRAKE PEDAL SWITCHED

SWITCH Relays shown de-energized POWER
WIRE 137
SERVICE BRAKE FAST IDLE
V-29 (Closed = Brakes On) PTO CONTROL
STATUS SWITCH NC PTO
V-13 WIRE 118 PTO ENABLE INPUT PRESSURE
F2 F3 SWITCH
WIRE 161 COM NO FAST IDLE
V-31 NEUTRAL SOLENOID
V SIGNAL RETURN D2
WIRE 117 PRESSURE INDICATOR
V-30 (GREEN DASH LIGHT)
PACK ENABLE SWITCH #1
(5 – 20 PSI) Indicates neutral & DASH
V-12 NC park brake on
NO LIGHT
V-22 A2 A3
ECU NC COM PRESSURE COM NO PTO
V-2 “AUTO SWITCH #2
NEUTRAL” F3
(5 – 20 PSI) NOTE: The fast idle solenoid
OPTIONAL CAB SWITCH NO must be diode suppressed.
CUSTOMER- WIRE 153 VIM
FURNISHED NC COM
VIW AUTO NEUTRAL CUSTOMER
S PACKER INPUT NOTE: Transmission shifts to neutral when both
CONNECTOR(S) switches close (if other conditions are satisfied). SUPPLIED RELAY + –
PARK BRAKE Transmission shifts back to drive when switches NC
open, service brake switch is closed, and engine
WIRE 112 PTO ENABLE OUTPUT speed drops to 900 rpm within 2.5 sec. Other- COM NO SWITCHED
WIRE 114 NEUTRAL INDICATOR FOR PTO wise transmission stays in neutral. POWER
V04887

TM 9-2320-312-24-3
USES: Provides for automatic selection of NEUTRAL and activation of PTO when work brake is applied.
Automatically re-engages transmission when work brake is released (if service brake is depressed).
Only re-engagement of forward is permitted. Reverse is not re-engaged.
for PTO operation.
BRAKE PEDAL SWITCHED

SWITCH Relays shown de-energized POWER
WIRE 137
SERVICE BRAKE FAST IDLE
V-29 (Closed = Brakes On) PTO CONTROL
STATUS SWITCH NC PTO
V-13 WIRE 118 PTO ENABLE INPUT PRESSURE
F2 F3 SWITCH
WIRE 161 COM NO FAST IDLE
V-31 NEUTRAL SOLENOID
V SIGNAL RETURN D2
WIRE 117 PRESSURE INDICATOR
V-30 (GREEN DASH LIGHT)
PACK ENABLE SWITCH #1
(5 – 20 PSI) Indicates neutral & DASH
V-12 NC work brake on
NO LIGHT
V-22 A2 A3
ECU NC COM PRESSURE COM NO PTO
V-2 “AUTO SWITCH #2
NEUTRAL” F3
(5 – 20 PSI) NOTE: The fast idle solenoid
OPTIONAL CAB SWITCH NO must be diode suppressed.
CUSTOMER- WIRE 153 VIM
FURNISHED NC COM
VIW AUTO NEUTRAL CUSTOMER
S PACKER INPUT NOTE: Transmission shifts to neutral when both
CONNECTOR(S) switches close (if other conditions are satisfied). SUPPLIED RELAY + –
WORK BRAKE Transmission shifts back to drive when switches NC
open, service brake switch is closed, and engine
WIRE 112 PTO ENABLE OUTPUT speed drops to 900 rpm within 2.5 sec. Other- COM NO SWITCHED
WIRE 114 NEUTRAL INDICATOR FOR PTO wise transmission stays in neutral. POWER
V04888

TM 9-2320-312-24-3
AL. SHIFT SELECTOR TRANSITION AND SECONDARY SHIFT SCHEDULE
USES: Provides for operator selection of dual shift selectors and shift schedules. Primary mode will always
be active when shift selector 1 is selected, and secondary mode will always be active when shift selector 2
is selected.
VOCATIONS: Dual-station refuse vehicles, crane carrier
OPTIONAL When ECU is turned on,

CUSTOMER-FURNISHED WIRE 155 active shift selector is
VIW CONNECTOR(S) SHIFT SELECTOR TRANSITION AND determined by current
SECONDARY SHIFT SCHEDULE switch position.
V-11 DASH SWITCH
Open: Selector 1 and primary
WIRE 161 mode shift schedule
V V-31 SIGNAL RETURN Closed: Selector 2 and secondary
mode shift schedule
SELECTOR SELECTOR
1 2
ECU Display of the inactive selector is disabled.
SELECT SELECT
To switch between selector 1

R MODE
R MODE
and selector 2, transmission
must be in neutral and output
N N
S speed below 60 rpm.
D D
For Shift Selector
see installation
drawing AS07-27
(see SA 2978 WTEC III Controls and General Information) V04889
Figure P–36. Shift Selector Transition and Secondary Shift Schedule

TM 9-2320-312-24-3
differsfrom
fromthat
thatshown
showncould
couldcause
resultunintended
to equipment or
WARNING!
property, operation
IS NOT
personal
LIABLE injury,
WITH LIABLE
MISWIRING
AM. REFUSE PACKER STEP SWITCH
USES: Limit operation of transmission to first range and inhibit reverse with presence of personnel on
rear of vehicle.
VOCATIONS: Refuse
SWITCHED
POWER
V Function is activated when
V-28
switch is depressed.
OPTIONAL MOMENTARY Function is de-activated when
CUSTOMER-FURNISHED SWITCH switch is released.
VIW CONNECTOR(S)
ECU Switch opens to indicate
presence of personnel on step.
S NOTE: Transmission will shift according to preselect

WIRE 178 downshift schedule when function is activated while
REFUSE PACKER STEP SWITCH above 1st range.
If function is activated while in reverse, transmission

will shift to neutral.
V04890
Figure P–37. Refuse Packer Step Switch

TM 9-2320-312-24-3
AQ. SELECTOR DISPLAY BLANKING
USES: Blanks the digital display and mode on indicator on the lever or pushbutton shift selectors.
VOCATIONS: Military wheeled vehicles
SWITCHED
POWER
WIRE 178
V-28
SELECTOR DISPLAY BLANKING
V DASH SWITCH
Open: NORMAL
OPTIONAL Closed: BLANK
CUSTOMER-FURNISHED
VIW CONNECTOR(S) Display and indicator
ECU
are blanked when switch
SELECT is closed
R MODE
S
N
For Shift Selector
D
see installation
drawing AS07-27
(see SA 2978 WTEC III Controls and General Information)
V04891.01
Figure P–38. Selector Display Blanking

TM 9-2320-312-24-3
B. SUMP/RETARDER TEMPERATURE INDICATOR
USES: Turn on dash indicator when transmission sump or retarder-out temperature has exceeded specified limits.
VOCATIONS: Various
SWITCHED
POWER
V WIRE 105 TRANSMISSION

V-19 TEMP
SUMP / RETARDER
OPTIONAL TEMPERATURE
CUSTOMER-FURNISHED
VIW CONNECTOR(S)
ECU
If current in lamp circuit exceeds NC

0.5 amp, ground lamp through TRANS
a relay TEMP
COM
S NO
SWITCHED
POWER
WIRE 105
NOTE: If transmission is not equipped with a retarder, the
output is activated by sump temperature alone.
V04892
Figure P–39. Sump/Retarder Temperature Indicator

TM 9-2320-312-24-3
C. RANGE INDICATOR
USES: Used with auxiliary vehicle systems to permit operation only in specified transmission range(s).
VARIABLES TO SPECIFY: Range or ranges to be indicated
VOCATIONS: Various
SWITCHED
POWER NOTE: If the auxiliary vehicle system is an inductive load,
it must be diode suppressed.
V WIRE 114 RANGE INDICATOR
V-2
Contacts close when transmission
OPTIONAL is in specified range or ranges.
CUSTOMER-FURNISHED NC
VIW CONNECTOR(S) A2
ECU COM A3
NO
F3
AUXILIARY
VIM VEHICLE
S SYSTEM
NOTE: This signal should not be used to automatically

apply park brake or service brakes when transmission
is shifted to neutral.
V04893
Figure P–40. Range Indicator

TM 9-2320-312-24-3
D. OUTPUT SPEED INDICATOR — A
USES: To signal that the transmission output shaft has exceeded a specified value.
VARIABLES TO SPECIFY: Rpm to turn output ON and to turn output OFF. The ON value must be higher than
the OFF value.
VOCATIONS: Various
SWITCHED
POWER CUSTOMER-
NC FURNISHED
RELAY
COM NO
V WIRE 167
V-5
OUTPUT SPEED INDICATOR – A TRANSMISSION
OPTIONAL Relay shown OR VEHICLE
OVERSPEED
CUSTOMER-FURNISHED de-energized INDICATOR
VIW CONNECTOR(S)
ECU
S
NOTE: If the overspeed indicator is an inductive load,
it must be diode suppressed.
V04894
Figure P–41. Output Speed Indicator — A

TM 9-2320-312-24-3
E. OUTPUT SPEED INDICATOR — B
USES: To signal that the transmission output shaft has exceeded a specified value.
VARIABLES TO SPECIFY: Rpm to turn output ON and to turn output OFF. The ON value must be higher than
the OFF value.
VOCATIONS: Various
SWITCHED
POWER CUSTOMER-
NC FURNISHED
RELAY
COM NO
V OUTPUT SPEED INDICATOR – B
TRANSMISSION
OPTIONAL Relay shown OR VEHICLE
OVERSPEED
CUSTOMER-FURNISHED de-energized INDICATOR
VIW CONNECTOR(S)
ECU
NOTE: The ON and OFF control values for this function may
S be specified within the same range of values which are
permitted for “Output Speed Indicator – A”. However, the
control values for this function may not be adjusted using the
Pro-Link® Diagnostic Tool. Therefore, if adjustment of these
values is a desirable feature, the “Output Speed Indicator – A”
function must be used.
V04895
Figure P–42. Output Speed Indicator — B

TM 9-2320-312-24-3
F. PTO OVERSPEED INDICATOR
USES: Turn on dash light when PTO reaches an overspeed condition.
VARIABLES TO SPECIFY: Rpm to turn ON; rpm to turn OFF.
VOCATIONS: Various
SWITCHED
POWER
OPTIONAL
CUSTOMER-FURNISHED
V VIW CONNECTOR(S)
PTO OVERSPEED INDICATOR PTO
OVERSPEED
ECU

0.5 amp, ground lamp through PTO
S Output switches to ground when PTO speed (engine speed) a relay. OVERSPEED
exceeds a calibration value. COM NO
SWITCHED
Output switches to open when engine speed falls below a POWER
lower calibration value. PTO OVERSPEED INDICATOR
V04896
Figure P–43. PTO Overspeed Indicator

TM 9-2320-312-24-3
I. ENGINE OVERSPEED INDICATOR
USES: To turn on dash light when engine reaches an overspeed condition.
VOCATIONS: Various
Contacts close when engine speed exceeds a

OPTIONAL SWITCHED calibration value.
V VIW CONNECTOR(S) Contacts open when engine speed falls below a
lower calibration value.
V-22
NC
ECU F2 F3
COM NO
WIRE 112
D2
ENGINE OVERSPEED
INDICATOR ENGINE
VIM OVERSPEED
S
V04897
Figure P–44. Engine Overspeed Indicator

TM 9-2320-312-24-3
I. ENGINE OVERSPEED INDICATOR (OPTIONAL)
USES: To turn on dash light when engine reaches an overspeed condition.
VOCATIONS: Various
SWITCHED
POWER
V
ECU
OPTIONAL
CUSTOMER-FURNISHED WIRE 166 ENGINE
ENGINE OVERSPEED INDICATOR OVERSPEED
VIW CONNECTOR(S)
S S-18
V04898
Figure P–45. Engine Overspeed Indicator (Optional)

TM 9-2320-312-24-3
K. LOCKUP INDICATOR
USES: Turn on dash indicator when transmission lockup clutch is engaged. Used to indicate when maximum
engine braking is available.
VOCATIONS: Various
OPTIONAL SWITCHED
CUSTOMER-FURNISHED POWER Contacts close when torque converter lockup
V VIW CONNECTOR(S) clutch is applied in the transmission.
V-3
NC
ECU E2 E3
COM NO
WIRE 132
B1
LOCKUP INDICATOR
TRANSMISSION
VIM LOCKUP
S
V04899
Figure P–46. Lockup Indicator

TM 9-2320-312-24-3
N. SECONDARY MODE INDICATOR
USES: To indicate that Secondary Mode is active.
VOCATIONS: Various

0.5 amp, ground lamp through
a relay. ECONOMY
COM NO SWITCHED
SWITCHED POWER
V POWER
WIRE 105
ECU
OPTIONAL
CUSTOMER-FURNISHED WIRE 166
ECONOMY
VIW CONNECTOR(S) SECONDARY MODE INDICATOR
S S-18
NOTE: “Economy” legend is shown for illustrative purposes only.

Actual legend in each vehicle should describe the special characteristics
of the secondary mode shift calibration.
V04900
Figure P–47. Secondary Mode Indicator

TM 9-2320-312-24-3
Q. RETARDER INDICATOR
USES: Signals that the retarder is active. Typically used to turn on the vehicle brake lights when the retarder
is in use.
VOCATIONS: Various
This function is used in conjunction with Input Function, Retarder Enable. Refer to
schematic for Retarder Enable Input Function, noting the use of wire 125.

TM 9-2320-312-24-3
These
These schematics
schematics show
show thethe intended
intended use
use of
of the
the specified
specified controls
controls features
features which
which
have
have been
been validated
validated inin the
the configuration
configuration shown.
shown. Any
Any miswiring
miswiring or
or use
use of
of these
these
features
features which
whichdiffers
differsfrom
fromthat
thatshown
showncould
couldcause
resultunscheduled
in damage tooperation
equipmentof the
or
WARNING!
WARNING! PTO or other
property, unpredictable
personal operation
injury, or loss of life.resulting
ALLISON in TRANSMISSION
damage to equipmentIS NOT or
property,
LIABLE personal
FOR THE injury, or loss of life. ALLISON
CONSEQUENCES ASSOCIATED TRANSMISSION
WITH MISWIRING IS NOT
LIABLE FOR THEUSE
OR UNINTENDED CONSEQUENCES
OF THESE FEATURES.ASSOCIATED WITH MISWIRING
S. NEUTRAL INDICATOR FOR PTO AND PTO ENABLE
USES: Provides for fast idle operation in neutral, “pack-on-the-fly”, and PTO engagement with overspeed
protection.
VARIABLES TO SPECIFY: Max engine rpm for PTO engagement, max engine rpm for PTO operation, max
output rpm for PTO engagement, max output rpm for PTO operation.
VOCATIONS: Refuse packer, recycling truck.
SYSTEM OPERATION:
Operator selects NEUTRAL to enable fast idle.
Transmission shifts to neutral if throttle and output speed are low.
When DRIVE is re-selected, fast idle is interrupted and transmission shifts to drive if engine speed drops below 900
rpm within approximately two seconds.
SWITCHED
POWER PTO DASH
SWITCH
WIRE 118 PTO
V-13 NC PRESSURE
PTO ENABLE INPUT
F2 F3 SWITCH
V V-22 WIRE 112 COM NO
PTO ENABLE OUTPUT D2
WIRE 114
V-2
NEUTRAL INDICATOR
FOR PTO NC FAST IDLE
ECU OPTIONAL
CUSTOMER-FURNISHED A2 CONTROL PTO
COM A3
VIW CONNECTOR(S) NO
F3 DASH
LIGHT
S VIM
Relays shown * FAST IDLE
de-energized SOLENOID
*NOTE: The fast idle solenoid must be diode suppressed.
V04901.01
Figure P–48. Neutral Indicator for PTO and PTO Enable

TM 9-2320-312-24-3
NOTES

TM 9-2320-312-24-3
APPENDIXQ
APPENDIX Q—
—TRANSID
TRANSID22THERMISTOR
THERMISTORTROUBLESHOOTING
TROUBLESHOOTINGINFORMATION
INFORMATION
Resistance Vs. Temperature Characteristics

Graph Q–1 is a graph of the temperature indicated by the resistance measured in the new and the old thermistors.
The new thermistors have a negative temperature coefficient which means the indicated temperature increases as
the measured resistance decreases within a range of about 200,000 Ohms (Ω) down to about 50 Ohms (Ω) for the
sump thermistor and about 400,000 Ohms (Ω) down to about 60 Ohms (Ω) for the retarder thermistor. The old
thermistors (sump and retarder) have a positive temperature coefficient which means that the indicated temperature
increases as the measured resistance increases within a range from about 500 Ohms (Ω) up to about 2500 Ohms
(Ω). The two thermistors require different ECU calibrations. Mismatches between the ECU and the transmission
can cause performance problems or diagnostic codes to be set. This is why the TID 2 transmission is not
compatible with the WTEC II ECU (V6E, V7, or V7A) or with the WTEC III ECU (V8). The proper shift and
temperature characteristics for both the TID 1 and the TID 2 transmission are calibrated in the V8A WTEC III ECU
and the proper calibration will be activated by the ECU according to the TransID wire (wire 195) connection point
in the internal harness.
RESISTANCE-TEMPERATURE
CHARACTERISTIC CHART
1,000,000
100,000
SENSOR RESISTANCE (Ω)
10,000
1,000
100
10
1
–40 –10 20 50 80 110 140 170 200 °C
–40 14 68 122 176 230 284 338 392 °F

TEMPERATURE
WTEC III (V8A) Negative Temperature Coefficient Sensor — Retarder

WTEC III (V8A) Negative Temperature Coefficient Sensor — Sump
WTEC II (V6E, V7, and V7A) and WTEC III (V8) Positive Temperature Coefficient
Sensor — Sump and Retarder (for comparison only)
V04711
Graph Q–1.
NOTE: Look carefully at the graph. The scale for the resistance {on the left side} is not constant {linear}. It is
logarithmic which means it can display a great range of values within a small space. Each section of
the graph is ten units, but the units vary from 1 to 100,000 Ohms. The range of resistance for the old
thermistor is very small when compared with that of the new thermistors.
The following table shows the range of resistance values that correspond to either retarder or sump fluid
temperature shown in one degree increments over the operating range of the thermistors.
Copyright © 1999 General Motors Corp. Q–1

TM 9-2320-312-24-3
APPENDIX Q — TRANSID 2 THERMISTOR TROUBLESHOOTING INFORMATION
TRANSID 2 THERMISTORS — RESISTANCE (OHMS) VS. TEMPERATURE

Retarder Thermistor Sump Thermistor
Degree Degree Lo Nom Hi Degree Degree Lo Nom Hi
C F Ohms Ohms Ohms C F Ohms Ohms Ohms
–50 –58 202642 182288 226183
–49 –56.2 188561 169859 210206
–48 –54.4 175549 158357 195459
–47 –52.6 163519 147708 181840
–46 –50.8 152390 137844 169255
–45 –49 142089 128702 157621
–44 –47.2 132550 120224 146860
–43 –45.4 123711 112359 136900
–42 –43.6 115517 105057 127678
–41 –41.8 107917 98276 119134
–40 –40 352399 402392 452385 –40 –40 100865 95956 107181
–39 –38.2 329878 376270 422662 –39 –38.2 94317 89769 100181
–38 –36.4 308936 352005 395074 –38 –36.4 88235 84019 93681
–37 –34.6 289453 329454 369456 –37 –34.6 82582 78674 87642
–36 –32.8 271318 308486 345655 –36 –32.8 77326 73701 82030
–35 –31 254431 288981 323531 –35 –31 72437 69073 76811
–34 –29.2 238698 270827 302956 –34 –29.2 67886 64764 71956
–33 –27.4 224033 253923 283814 –33 –27.4 63649 60749 67497
–32 –25.6 210358 238177 265995 –32 –25.6 59702 57008 63228
–31 –23.8 197600 223501 249402 –31 –23.8 56024 53520 59308
–30 –22 185693 209817 233941 –30 –22 52594 50266 55654
–29 –20.2 174574 197053 219531 –29 –20.2 49394 47229 52247
–28 –18.4 164188 185140 206093 –28 –18.4 46408 44394 49069
–27 –16.6 154480 174018 193556 –27 –16.6 43620 41746 46102
–26 –14.8 145404 163630 181856 –26 –14.8 41016 39271 43332
–25 –13 136915 153923 170930 –25 –13 38583 36958 40745
–24 –11.2 128971 144848 160724 –24 –11.2 36308 34794 38328
–23 –9.4 121534.6 136360.5 151188 –23 –9.4 34181 32770 36088
–22 –7.6 114569.9 128419.6 142269.4 –22 –7.6 32190 30875 33954
–21 –5.8 108044.7 120987 133929.3 –21 –5.8 30327 29101 31976
–20 –4 101928.7 114027.2 126125.7 –20 –4 28582 27439 30125
–19 –2.2 96194 107507.5 118821 –19 –2.2 26948 25881 28391
–18 –0.4 90814.8 101397.8 111980.7 –18 –0.4 25417 24420 26767
–17 1.4 85767 95669.8 105572.7 –17 1.4 23981 23051 25245
–16 3.2 81028.5 90297.8 99567.2 –16 3.2 22634 21766 23818
–15 5 76578.5 85257.7 93937 –15 5 21371 20660 22480
–14 6.8 72397.9 80527.1 88656.4 –14 6.8 20185 19427 21225
–13 8.6 68469 76085.4 83701.9 –13 8.6 19072 18363 20046
–12 10.4 64775.3 71913.4 79051.6 –12 10.4 18026 17363 18940
Q–2 Copyright © 1999 General Motors Corp.

TM 9-2320-312-24-3
TRANSID 2 THERMISTORS — RESISTANCE (OHMS) VS. TEMPERATURE (cont’d)

–11 12.2 61301.3 67993.3 74685.3 –11 12.2 17043 16424 17900
–10 14 58033 64308.5 70584 –10 14 16120 15540 16924
–9 15.8 54956.9 60843.6 66730.3 –9 15.8 15251 14709 16006
–8 17.6 52060.8 57584.4 63108 –8 17.6 14434 13927 15143
–7 19.4 49333.13 54517.51 59701.9 –7 19.4 13666 13190 14331
–6 21.2 46763.28 51630.64 56498 –6 21.2 12942 12497 13567
–5 23 44341.27 48912.25 53483.24 –5 23 12261 11844 12848
–4 24.8 42057.81 46351.65 50645.49 –4 24.8 11619 11228 12171
–3 26.6 39904.26 43938.84 47973.42 –3 26.6 11014 10648 11533
–2 28.4 37872.55 41664.54 45456.53 –2 28.4 10444 10101 10932
–1 30.2 35955 39520 43085 –1 30.2 9906 9585 10365
0 32 34145.1 37497.4 40850 0 32 9399 9098 9831
1 33.8 32430 35590 38750 1 33.8 8921 8638 9329
2 35.6 30810 33790 36770 2 35.6 8470 8203 8854
3 37.4 29282 32092 34903 3 37.4 8044 7793 8407
4 39.2 27838 30490 33142 4 39.2 7643 7406 7985
5 41 26474 28976 31479 5 41 7263 7041 7587
6 42.8 25184 27547 29910 6 42.8 6905 6696 7211
7 44.6 23965 26197 28428 7 44.6 6567 6369 6855
8 46.4 22813 24920 27028 8 46.4 6247 6061 6519
9 48.2 21722 23713 25704 9 48.2 5944 5769 6202
10 50 20690 22572 24454 10 50 5658 5493 5902
11 51.8 19712 21492 23271 11 51.8 5387 5231 5618
12 53.6 18787 20469 22152 12 53.6 5131 4984 5349
13 55.4 17910 19502 21093 13 55.4 4888 4750 5095
14 57.2 17079 18585 20091 14 57.2 4659 4528 4854
15 59 16292 17717 19141 15 59 4441 4318 4626
16 60.8 15545 16894 18242 16 60.8 4235 4118 4410
17 62.6 14836.8 16113.8 17391 17 62.6 4039 3929 4205
18 64.4 14164.8 15374.1 16583.5 18 64.4 3854 3750 4011
19 66.2 13527 14672.6 15818.2 19 66.2 3678 3580 3827
20 68 12921.4 14006.9 15092.4 20 68 3511 3418 3653
21 69.8 12346.4 13375.1 14403.8 21 69.8 3353 3265 3487
22 71.6 11800.1 12775.3 13750.5 22 71.6 3202 3120 3330
23 73.4 11281 12205.7 13130.3 23 73.4 3060 2981 3180
24 75.2 10787.6 11664.6 12541 24 75.2 2924 2850 3039
25 77 10318.5 11150.4 11982.3 25 77 2795 2725 2904
26 78.8 9872.4 10661.7 11451 26 78.8 2673 2606 2776
27 80.6 9448 10197.1 10946.1 27 80.6 2556 2493 2655

TM 9-2320-312-24-3

28 82.4 9755.2 9755.2 10466.2 28 82.4 2445 2385 2540
29 84.2 8659.8 9334.9 10009.9 29 84.2 2340 2282 2430
30 86 8293.8 8934.9 9575.9 30 86 2240 2185 2326
31 87.8 7945.3 8554.2 9163.1 31 87.8 2144 2092 2227
32 89.6 7613.3 8191.7 8770.2 32 89.6 2053 2003 2132
33 91.4 7296.91 7846.57 8396.2 33 91.4 1967 1919 2043
34 93.2 6995.38 7517.77 8040.17 34 93.2 1884 1839 1957
35 95 6707.92 7204.5 7701.07 35 95 1806 1763 1875
36 96.8 6433.8 6905.92 7378.04 36 96.8 1731 1690 1797
37 98.6 6172.32 6621.29 7070.25 37 98.6 1660 1620 1723
38 100.4 5922.86 6349.87 6776.89 38 100.4 1592 1554 1653
39 102.2 5685 6091 6497 39 102.2 1527 1491 1585
40 104 5457.5 5844 6231 40 104 1465 1430 1521
41 105.8 5241 5608 5976 41 105.8 1406 1373 1459
42 107.6 5033 5383 5733 42 107.6 1349 1318 1401
43 109.4 4835 5169 5502 43 109.4 1296 1265 1345
44 111.2 4646 4963 5281 44 111.2 1244 1215 1291
45 113 4465 4768 5070 45 113 1195 1167 1240
46 114.8 4293 4580 4868 46 114.8 1148 1122 1192
47 116.6 4127 4402 4676 47 116.6 1103 1078 1145
48 118.4 3969 4231 4492 48 118.4 1060 1036 1100
49 120.2 3818 4067 4316 49 120.2 1019 996.3 1058
50 122 3673 3911 4148 50 122 980.3 958.1 1017
51 123.8 3535 3761 3988 51 123.8 942.9 921.6 978.4
52 125.6 3403 3619 3835 52 125.6 907.1 886.7 941.4
53 127.4 3276 3482 3688 53 127.4 872.9 853.3 905.9
54 129.2 3155 3352 3548 54 129.2 840.1 821.4 871.9
55 131 3039 3227 3414 55 131 808.8 790.8 839.4
56 132.8 2928 3107 3286 56 132.8 778.8 761.5 808.3
57 134.6 2821 2992 3163 57 134.6 750 733.5 778.5
58 136.4 2718.9 2882.4 3046 58 136.4 722.5 706.6 750
59 138.2 2621.1 2777.3 2933.5 59 138.2 696.2 680.9 722.7
60 140 2527.2 2676.5 2825.7 60 140 670.9 656.2 696.5
61 141.8 2437.3 2579.9 2722.5 61 141.8 646.7 632.6 671.4
62 143.6 2351 2487.3 2623.6 62 143.6 623.5 609.9 647.3
63 145.4 2268.2 2398.5 2528.8 63 145.4 601.2 588.2 624.2
64 147.2 2188.8 2313.4 2438 64 147.2 579.9 567.4 602.1
65 149 2112.5 2231.7 2350.8 65 149 559.4 547.4 580.8
66 150.8 2039.3 2153.3 2267.3 66 150.8 539.8 528.2 560.5

TM 9-2320-312-24-3

67 152.6 1969.1 2078.1 2187.1 67 152.6 520.9 509.8 540.9
68 154.4 1901.6 2005.9 2110.2 68 154.4 502.8 492.1 522.2
69 156.2 1836.8 1936.6 2036.4 69 156.2 485.4 475.2 504.1
70 158 1774.5 1870 1965.5 70 158 468.7 458.9 486.8
71 159.8 1714.6 1806.1 1897.5 71 159.8 452.7 443.2 470.2
72 161.6 1657.1 1744.6 1832.2 72 161.6 437.3 428.2 454.2
73 163.4 1601.8 1685.6 1769.4 73 163.4 422.5 413.7 438.9
74 165.2 1548.65 1628.89 1709.1 74 165.2 408.3 399.8 424.1
75 167 1497.52 1574.36 1651.21 75 167 394.6 386.5 410
76 168.8 1448.33 1521.94 1595.54 76 168.8 381.5 373.6 396.3
77 170.6 1401.01 1471.52 1542.03 77 170.6 368.9 361.3 383.2
78 172.4 1355.47 1423.03 1490.58 78 172.4 356.7 349.4 370.6
79 174.2 1311.65 1376.38 1441.11 79 174.2 345 338 358.5
80 176 1269 1331 1394 80 176 333.8 327 346.8
81 177.8 1228.3 1288.3 1348 81 177.8 322.9 316.4 335.6
82 179.6 1190 1247 1304 82 179.6 312.5 306.2 324.7
83 181.4 1152 1207 1261 83 181.4 302.5 296.4 314.3
84 183.2 1116 1168 1220 84 183.2 292.8 288.9 304.3
85 185 1081 1131 1181 85 185 283.5 277.8 294.6
86 186.8 1047 1095 1143 86 186.8 274.5 269 285.4
87 188.6 1015 1061 1107 87 188.6 265.9 260.5 276.5
88 190.4 983 1028 1072 88 190.4 257.6 253.3 268
89 192.2 953 996 1038 89 192.2 249.5 244.3 259.7
90 194 924 965 1005 90 194 241.8 236.7 251.7
91 195.8 896 935 974 91 195.8 234.4 229.4 244
92 197.6 869 906 944 92 197.6 227.2 222.3 236.6
93 199.4 843 879 915 93 199.4 220.2 215.5 229.5
94 201.2 817 852 886 94 201.2 213.5 208.9 222.6
95 203 793 826 859 95 203 207.1 202.5 215.9
96 204.8 769 801 833 96 204.8 200.9 196.4 209.5
97 206.6 747 777 808 97 206.6 194.8 190.5 203.3
98 208.4 725 754 784 98 208.4 189 184.8 197.3
99 210.2 703.6 731.8 760 99 210.2 183.4 179.2 191.5
100 212 683.2 710.2 737.3 100 212 178 173.9 185.9
101 213.8 663.4 689.4 715.3 101 213.8 172.8 168.8 180.5
102 215.6 644.4 669.3 694.1 102 215.6 167.8 163.8 175.3
103 217.4 626 649.8 673.7 103 217.4 162.9 159 170.3
104 219.2 608.2 631.1 653.9 104 219.2 158.2 154.4 165.4
105 221 591 612.9 634.9 105 221 159.6 149.9 160.7

TM 9-2320-312-24-3

106 222.8 574.3 595.4 616.5 106 222.8 149.2 145.6 156.2
107 224.6 558.2 578.4 598.7 107 224.6 145 141.4 151.8
108 226.4 542.6 562.1 581.5 108 226.4 140.9 137.4 147.5
109 228.2 527.6 546.2 564.9 109 228.2 136.9 133.5 143.4
110 230 513 530.9 548.8 110 230 133.1 129.7 139.4
111 231.8 498.8 516.1 533.3 111 231.8 129.4 126.1 135.6
112 233.6 485.2 501.8 518.3 112 233.6 125.8 122.6 131.9
113 235.4 471.9 487.9 503.9 113 235.4 122.3 119.2 128.2
114 237.2 459.1 474.5 489.8 114 237.2 118.9 115.9 124.8
115 239 446.73 461.51 476.3 115 239 115.7 112.7 121.4
116 240.8 434.72 448.95 463.18 116 240.8 112.5 109.6 118.1
117 242.6 423.08 436.79 450.5 117 242.6 109.5 106.6 114.9
118 244.4 411.8 425.02 438.23 118 244.4 106.5 103.7 111.9
119 246.2 400.88 413.61 426.35 119 246.2 103.7 100.91 108.9
120 248 390.29 402.57 414.86 120 248 100.9 98.2 106
121 249.8 380 392 404 121 249.8 98.23 95.58 103.2
122 251.6 370.1 381.5 393 122 251.6 95.63 93.04 100.5
123 253.4 360 371 383 123 253.4 93.12 90.58 97.9
124 255.2 351 362 372 124 255.2 90.68 88.2 95.36
125 257 342 352 363 125 257 88.32 85.89 92.9
126 258.8 333 343 353 126 258.8 86.03 83.65 90.51
127 260.6 325 334 344 127 260.6 83.8 81.49 88.19
128 262.4 316 326 335 128 262.4 81.65 79.38 85.95
129 264.2 308 317 326 129 264.2 79.56 77.35 83.77
130 266 301 309 318 130 266 77.54 75.37 81.65
131 267.8 293 302 310 131 267.8 75.58 73.46 79.6
132 269.6 286 294 302 132 269.6 73.67 71.6 77.61
133 271.4 279 287 294 133 271.4 71.82 69.8 75.68
134 273.2 272 279 287 134 273.2 70.03 68.05 73.8
135 275 265 272 280 135 275 68.29 66.35 71.98
136 276.8 258 266 273 136 276.8 66.6 64.7 70.21
137 278.6 252 259 266 137 278.6 64.96 63.11 68.5
138 280.4 246 253 260 138 280.4 63.37 61.56 66.83
139 282.2 240 247 253 139 282.2 61.82 60.05 65.21
140 284 234.2 240.6 247 140 284 60.32 58.59 63.64
141 285.8 228.6 234.8 241.1 141 285.8 58.86 57.17 62.11
142 287.6 223.1 229.2 235.2 142 287.6 57.45 55.79 60.63
143 289.4 217.8 223.7 229.6 143 289.4 56.07 54.45 59.18
144 291.2 212.6 218.4 224.1 144 291.2 54.73 53.15 57.78

TM 9-2320-312-24-3

145 293 207.6 213.2 218.8 145 293 53.43 51.89 56.42
146 294.8 202.7 208.1 213.6 146 294.8 52.17 50.66 55.09
147 296.6 197.9 203.2 208.5 147 296.6 50.94 49.47 53.81
148 298.4 193.3 198.5 203.7 148 298.4 49.75 48.31 52.55
149 300.2 188.8 193.9 198.9 149 300.2 48.59 47.18 51.34
150 302 184.4 189.4 194.3 150 302 47.46 46.09 50.15
151 303.8 180.2 185 189.8 — — — — —
152 305.6 176 180.7 185.4 — — — — —
153 307.4 172 176.6 181.2 — — — — —
154 309.2 168.1 172.6 177.1 — — — — —
155 311 164.3 168.6 173 — — — — —
156 312.8 160.54 164.84 169.1 — — — — —
157 314.6 156.93 161.13 165.33 — — — — —
158 316.4 153.42 157.53 161.63 — — — — —
159 318.2 150.01 154.01 158.02 — — — — —
160 320 146.68 150.6 154.51 — — — — —
161 321.8 143.43 147.27 151.1 — — — — —
162 323.6 140 144 148 — — — — —
163 325.4 137.2 140.9 145 — — — — —
164 327.2 134 138 141 — — — — —
165 329 131 135 138 — — — — —
166 330.8 128 132 135 — — — — —
167 332.6 126 129 132 — — — — —
168 334.4 123 126 130 — — — — —
169 336.2 120 124 127 — — — — —
170 338 118 121 124 — — — — —
171 339.8 115 118 122 — — — — —
172 341.6 113 116 119 — — — — —
173 343.4 10 113 117 — — — — —
174 345.2 108 111 114 — — — — —
175 347 106 109 112 — — — — —
176 348.8 104 107 109 — — — — —
177 350.6 101 104 107 — — — — —
178 352.4 99 102 105 — — — — —
179 354.2 97 100 103 — — — — —
180 356 95 98 101 — — — — —
181 357.8 93.4 96.1 99 — — — — —
182 359.6 91.5 94.1 96.8 — — — — —
183 361.4 89.6 92.3 94.9 — — — — —

TM 9-2320-312-24-3

184 363.2 87.8 90.4 93 — — — — —
185 365 86.1 88.6 91.1 — — — — —
186 366.8 84.3 86.8 89.4 — — — — —
187 368.6 82.7 85.1 87.6 — — — — —
188 370.4 81 83.4 85.9 — — — — —
189 372.2 79.4 81.8 84.2 — — — — —
190 374 77.8 80.2 82.6 — — — — —
191 375.8 76.3 78.7 81 — — — — —
192 377.6 74.8 77.1 79.4 — — — — —
193 379.4 73.4 75.6 77.9 — — — — —
194 381.2 71.9 74.2 76.4 — — — — —
195 383 70.5 72.8 75 — — — — —
196 384.8 69.2 71.4 73.6 — — — — —
197 386.6 67.84 70.02 72.20 — — — — —
198 388.4 66.54 68.70 70.86 — — — — —
199 390.2 65.27 67.41 69.54 — — — — —
200 392 64.03 66.14 68.25 — — — — —
201 393.8 62.82 64.91 65.99 — — — — —
202 395.6 61.64 63.70 65.76 — — — — —
203 397.4 60.00 63.00 65.00 — — — — —
204 399.2 59.30 61.40 63.00 — — — — —

TM 9-2320-312-24-3
NOTE
The M878A2 Yard Tractor is equipped with an E1460I Steer Axle.
TM 9-2320-312-24-3
® ®
Dana Spicer
Service Manual
Steer Axles
E1000I, E1000W, E1200I, E1200W,
E1201W, E1203I, E1203W, E1320I,
E1320W, E1460I, E1460W, E1462I,
E1462W
EFA12F3, EFA12F4, EFA13F3, EFA13F5,

EFA18F3, EFA20F4, EFA22T2, EFA22T5,
EFA24T2, EFA24T5
I60, I80, I100S, I120S, I120SG,

I120SGL, I140S, I160S, I180S, I200S
AXSM-0038
September 2001
Visit our web site at www.roadranger.com

.com.
TM 9-2320-312-24-3
Table of Contents
Table of Contents
General Information......................................... 2 Alignment/Adjustment .................................... 11
Axle Identification ................................................. 3 Wheel Alignment .................................................11
Axle Assembly Tag................................................ 3 Camber.................................................................11
Julian Date Code ................................................... 3

Model Identification Numbering System ............... 4
Model Coverage .................................................... 5

Caster Adjustment..............................................12
Toe Setting ..........................................................13
Steering Stop Adjustment....................................14
Inspection..................................................... 6 Disassembly, Overhaul and Assembly ................. 15
Procedures and Intervals ...................................... 6 Preparation ..........................................................15
E Family Exploded View ........................................ 6 Steering Knuckle Disassembly .......................15
Cleaning .........................................................16
Kingpin Bushing and Seal Replacement ..............17
General Inspection ................................................ 7 Removal .........................................................17
Component Inspection .......................................... 7 Remove Kingpin Bushings .............................17
Knuckle Vertical Play Inspection ........................... 7 Bushing Installation........................................18
Bushing Depth Chart ......................................18
Steering Knuckle Assembly ............................19
Bushing Inspection (End Play) ............................ 8 Replacing Threaded Draw Keys with Staked ..22
Upper Bushing Lateral Inspection.................. 8 Installing Dual Draw Keys ..............................23
Lower Bushing Lateral Inspection.................. 8
Tie Rod Inspection .............................................. 9

Tie Rod End Replacement ................................... 10
25SE01TBC6083 1
TM 9-2320-312-24-3
General Information
General Information
The description and specifications contained in this service Any reference to brand name in this publication is made as an
publication are current at the time of printing. example of the types of tools and materials recommended for use
and should not be considered an endorsement. Equivalents may be
Dana Corporation reserves the right to discontinue or modify its
used.
models and/or procedures and to change specifications at any time
without notice.
Important Notice
This symbol is used throughout this manual to call WARNING: Failure to follow indicated
attention to procedures where carelessness or failure ! procedures creates a high risk of personal
to follow specific instructions may result in personal injury to the servicing technician.
injury and/or component damage.
CAUTION: Failure to follow indicated
Departure from the instructions, choice of tools, ! procedures may cause component damage
materials and recommended parts mentioned in this or malfunction.
publication may jeopardize the personal safety of the
service technician or vehicle operator. IMPORTANT: Highly recommended procedures
for proper service of this unit.
NOTE: Additional service information not covered

in the service procedures.
TIP: Helpful removal and installation procedures
to aid in the service of this unit.
M
Refer to the OEM vehicle specifications.
OE
Always use genuine Dana replacement parts.

Dana recommends following all manufacturers recommendations for the proper handling and disposal
of lubricants and solvents. For further information contact the supplier of lubricants and solvents.
CAUTION: Welding or machining on any axle component is prohibited unless noted otherwise in this document or other Dana service
! literature.
Every effort has been made to ensure the accuracy of all information in this guide. However, Dana makes no expressed or implied
warranty or representation based on the enclosed information.
2 25SE01TBC6083
TM 9-2320-312-24-3
General Information
Axle Identification
The Spicer front non-drive steering axles are identified with a tag
located between the spring pads, on the front side of the center
beam section.
The axle tag contains the serial number, the model number, and the
assembly number.
Axle Assembly Tag
1 – Tag
E Family
Julian Date Code
CUST PART NO. XXXX SPICER
XXXX 98170
SPEC. SERIAL NO.
XXXXXX XXXXXXXX
MODEL PART NO. RATIO Model Year Day of Year
XXXXX XXXXX
MADE IN:
1 – Dana part number
25SE01TBC6083 3
TM 9-2320-312-24-3
General Information
Model Identification Numbering System

E Family
E -120 0 I
Beam Type
I – I-Beam
T – Tubular
Design Level
GAWR x 100 lbs.

Example:
120 x 100=12,000 lbs.
Series
4 25SE01TBC6083
TM 9-2320-312-24-3
General Information
Model Coverage
E Family
Model Number Nominal Ratings
E1000W 10,000 lbs.

E1000I
E1200I
E1200W
E1203I 12,000 lbs.
E1203W
E1201W
E1320I 13,000 lbs.
E1320W
E1460I
E1460W 14,000 lbs.
E1462I
E1462W
25SE01TBC6083 5
TM 9-2320-312-24-3
Inspection
Inspection
Procedures and Intervals
The following inspection procedures are consistent with industry practice and are recommended as general guidelines for periodic service. Use
manufacturer’s instructions as a primary guide.
Intervals of inspection or service are recommended for general or average vehicle use. It may be appropriate to increase frequency of intervals
depending on the type of vehicle service.
E Family Exploded View

2
16
1
17
4
18
19 6
5
25 9 2
10
24
23 7
22 8
11
12
20 13
21
19 14
15
18
17
16
1 – Nut, Draw Key 11 – Bolt, Clamp 21 – Nut, Outer Spindle

2 – Seal, Grease 12 – Tube, Cross 22 – Washer, Retainer
3 – Shim 13 – Clamp 23 – Washer, Spindle
4 – Axle Beam 14 – Nut 24 – Nut, Inner Spindle
5 – Key, Draw 15 – Tie Rod End 25 – Steering Knuckle
6 – Bearing, Thrust 16 – Lube Fitting Nut, Pro-Torq
7 – Screw, Stop 17 – Cap, Knuckle optional alternative for items 21-24)
8 – Nut, Jam 18 – Gasket
9 – Nut, Slotted 19 – Bushing
10 – Pin, Cotter 20 – Kingpin
6 25SE01TBC6083
TM 9-2320-312-24-3
Inspection
General Inspection E Family

Inspect the axle to ensure proper assembly and to identify broken
parts and loose fasteners each time the vehicle is lubricated. Make
sure spring to axle beam mounting nuts and steering connection
fasteners are secure. 1
Wheel Alignment–Follow vehicle manufacturer’s instructions for
2
wheel alignment inspection intervals. If excessive steering effort,
vehicle wander, or uneven and/or excessive tire wear is evident,
check wheel alignment. Refer to Wheel Alignment.
Steering Axle Stops–Inspect for missing, loose or bent steer stops.
Damaged or missing steering axle stops may indicate other
problems with the steering system. This can result in damage to
steering system components. Replace missing or damaged stops
and reset steering system geometry. Refer to vehicle manufacturer’s
instructions for proper steering system settings.
Tie Rod Ends–Inspect each time axle is lubricated. Check for seal
damage, worn ball socket or loose fasteners.
Knuckle Thrust Bearings–When disassembled, visually inspect for
any damage and check for smooth operation. For maximum service 4 3
life, replace the thrust bearing whenever the knuckle assembly is
serviced.
1 – Reference on top of knuckle
Kingpins–For maximum service life replace kingpins when servicing 2 – Dial indicator
knuckle assembly. 3 – Pry bar
4 – Pry knuckle downward
Component Inspection
Preparation
Prepare for axle inspection as follows:
1. Set parking brake and block drive wheels to prevent vehicle
movement.
2. Raise the vehicle until steering axle wheels are off the
ground. Support raised vehicle with safety stands.
WARNING: Never work under a vehicle supported only by

! a jack. Always use safety stands.
Knuckle Vertical Play Inspection

1. Mount dial indicator on axle beam. Reference the dial
indicator probe on the knuckle cap
2. Using a lever, pry steering knuckle downward.
3. Zero the dial indicator.
4. Using a lever, pry the steering knuckle upward. Note
indicator reading. If reading exceeds 0.040" (1.02 mm),
refer to Removal and Disassembly for overhaul
procedures.
NOTE: Perform above inspection procedure with axle assembled
and installed on vehicle with tires and wheels attached. To check
knuckle vertical play during axle assembly. Refer to Steering
Knuckle Assembly.
25SE01TBC6083 7
TM 9-2320-312-24-3
Inspection
Bushing Inspection (End Play) 3. Replace the upper bushing if readings are in excess of
0.015" (0.38 mm).
Following regular and thorough greasing practices will maximize
bushing life.
Lower Bushing Lateral Inspection
Upper Bushing Lateral Inspection This procedure measures lower bushing wear due to side and
vertical loading.
This procedure measures upper bushing wear due to side and
vertical loading. 1. Mount dial indicator on the axle. Reference the base of the
lower arm on the steering knuckle.
1. Mount dial indicator on the axle. Reference the upper part
of the steering knuckle.
E Family
E Family
1
1 2
30
20
10
40
50
0
40
10
30
20
20
30
40
10
50
0
10
40
20
30
2
3
3 1 – Attach to axle beam
2 – Reference on lower steering knuckle
3 – Dial indicator
1 – Dial indicator
2 – Reference on top lip of steering knuckle
3 – Attach to axle beam
8 25SE01TBC6083
TM 9-2320-312-24-3
Inspection
3. Replace the lower bushing if dial indicator readings are in 3. The threaded portion of each tie rod end must be inserted
excess of 0.015" (0.38 mm). completely in the cross tube split. This is essential for
adequate clamping. Replace components if this fit cannot
TIP: To avoid bad measurements be careful not to let the knuckle
be obtained.
turn while moving assembly in and out. Applying brakes will help
lock wheel assembly.
CORRECT
The threaded portions of both
TIP: Locate indicator on a smooth, flat surface for best reading. tie rod ends must be completely
inserted in cross tube split
Tie Rod Inspection

1. Make sure the boot completely covers the ball joint of the
tie rod end with no cracks or tears. If there is damage to
Equal threads exposed on
the boot, the entire tie rod end must be replaced. left and right tie rod ends
INCORRECT
Threaded end is not completely
1
1 – Cracked or torn boot requires entire tie rod end 4. Where zerk fittings are necessary, make sure they are
replacement. installed correctly. (Non-greaseable tie rod ends do not
require zerk fittings.)
2. Make sure the tie rod nut is torqued to the proper
specifications and the cotter pin is correctly installed in the 5. To protect the cross tube, use only your hands or a pipe
nut. If the cotter pin is missing, the tie rod nut could wrench with jaw protectors to rotate the cross tube. Make
become loose and the steering will be affected. sure the cross tube will turn toward the front and the back
of the vehicle. Replace both of the tie rod ends if they will
not turn in both directions.
6. Check for vertical movement of the tie rod ends by
applying pressure with your hands in an up and down
motion from under the ball stud socket. If there is any
movement or looseness, both tie rod ends must be
replaced.
7. Ball and socket torque should be 5 in. lbs. (0.6 N•m) or
more on disconnected tie rod end assemblies. Replace
assemblies that test less than 5 in. lbs. (0.6 N•m). Loose
assemblies will adversely affect steering performance and
1 may prevent adjustment of the steering assembly to
vehicle manufacturer’s alignment specifications.
8. If the cross tubes or clamps are bent, cracked or damaged,
replacement is necessary. Do not attempt to repair a cross
2
tube as this could result in damage to the axle.
1 – Steering knuckle 9. Proper positioning of clamp relative to beam and correct
2 – Missing cotter pin orientation of nut and bolt are required to ensure clearance
at high wheel cuts.
25SE01TBC6083 9
TM 9-2320-312-24-3
Inspection
Tie Rod End Replacement NOTE: E14601 drop socket requires an 80-90 ft. lbs.
(108-122 N•m) assembly torque.
1. Disconnect the tie rod end.
7. Install tie rod end into knuckle tie rod arm. Secure with
2. If the cross tube is being replaced, count the number of slotted nut and tighten to 120-160 ft. lbs. (163-217 N•m).
exposed threads on the tie rod end.
3. Loosen the clamp nut and unscrew the tie rod end.
4. Install new tie rod ends or new cross tube.
NOTE: Cross tube has right-hand and left-hand threads for
corresponding sides of the vehicle.
5. Thread tie rod end into cross tube past the tube split. The
3
number of threads exposed from the tube should be equal
on both left and right tie rod ends.
CORRECT
The threaded portions of both 1
tie rod ends must be completely
5
2 4
1 – Tie rod arm

2 – Tie rod end
3 – Slotted nut
Equal threads exposed on 4 – Cotter pin
left and right tie rod ends 5 – Position clamp fastener away from beam
8. Install the cotter pin in the slotted nut and bend the ends to
INCORRECT
secure. If necessary, tighten the nut until the holes align.
Threaded end is not completely
inserted in cross tube split 9. Adjust toe-in.
NOTE: On tie rods with rotating clamp, position clamp with fastener
away from beam.
6. Tighten the clamp nut to 45-60 ft. lbs. (61-81N•m). Make

sure the tab on the clamp holds the end of the cross tube.
10 25SE01TBC6083
TM 9-2320-312-24-3
Wheel Alignment
Correct wheel alignment promotes longer tire wear and ease of “Negative” camber is an inward tilt of the wheel at the top.
handling while minimizing strain on the steering system and axle 2
1
components. Use vehicle manufacturer’s instructions to inspect
wheel alignment.
NOTE: Total vehicle alignment is recommended when aligning the
steer axle.
Camber
Camber is the vertical tilt of the wheel as viewed from the front of
the vehicle. This is machined in at time of manufacture and is not
adjustable.
“Positive” camber is an outward tilt of the wheel at the top.
1 2
1 – Vertical center line
2 – Negative camber
CAUTION: Dana expressly prohibits bending of axle beams

! (hot or cold) to change camber or for any other purpose.
Welding or machining on any axle component is prohibited
unless noted otherwise in this document or other Dana
service literature
1 – Positive camber
Camber for E1460I
On Bench Unloaded Loaded

(8000 lbs.)
Left 1/2° (+/-7/16°) 3/16° (+/-7/16°) 0° (+/-7/16°)
Right 1/4° (+/-7/16°) -1/16° (+/-7/16°) -1/4° (+/-7/16°)
25SE01TBC6083 11
TM 9-2320-312-24-3
Caster Adjustment A caster angle more positive than specified may result in excessive
Caster is the fore and aft tilt (toward front or rear of vehicle) of the steering effort and/or shimmy. An angle less positive may result in
steering kingpin as viewed from the side of the vehicle vehicle wander or poor steering return to center. Caster angle is
determined by the installed position of the steer axle.
“Positive” caster is the tilt of the top of the kingpin toward the rear
of the vehicle. Caster is adjusted by adding or removing taper wedges between the
springs and axle beam mounting pad.
The caster angle is generally more positive with power steering,
since the power-assist overcomes excessive steering effort. This
1 enables the vehicle to exhibit maximum straight ahead steering
2 stability (common range for power steering units is +2° to +4°).
M
Refer to OEM vehicle specifications.
OE
NOTE: Adjust caster to vehicle manufacturer specifications.
CAUTION: Dana expressly prohibits twisting of axle beam

! for caster adjustment or any straightening purposes
TIP: Changing the torquing sequence on U-bolts may result in

3 4 slight changes in caster.

2 – Knuckle pin center line
3 – Front of truck
4 – Rear of truck
“Negative” caster is the tilt of the top of the kingpin toward the front
of the vehicle.
2
1
3 4
1 – Knuckle pin center line

3 – Front of truck
4 – Rear of truck
12 25SE01TBC6083
TM 9-2320-312-24-3
Toe Setting 5. Put the trammel bar in front of the front tires with the
pointers on the painted lines. Measure the distance
1. Raise the front of the vehicle using jacks and safety stands. between the pointers. This is reading “B”.
Make sure the back tires are also blocked.
6. Subtract reading “B” from reading “A” for the toe
2. Mark a line around the center tread surface of both front measurement.
tires using paint or chalk. Use a trammel bar to check the
straightness of the line on the tires. NOTE: Toe-in Specification is 1/16" (1.587 mm) for unloaded
vehicles. This applies to a tractor (less trailer) or straight truck with
3. Put turn plates, slip plates or plastic wrap from packaging no load.
on the ground under the tires and lower the vehicle. This
will help to make sure the readings will be correct. 7. If the toe measurement is incorrect, loosen the tube clamp
and bolt on the end of each of the cross tubes. Turn the
4. Put the trammel bar behind the front tires with the pointers
cross tubes until the specified distance is reached.
on the painted lines. Measure the distance between the
pointers. This is reading “A”. 8. Make sure the threaded portion of the tie ends are inserted
completely and are visible in the complete cross tube slot.
Tighten the bolt and nut on the ends of the cross tube to
the specified torque.
9. Check the toe settings again.
Front of vehicle
A
Toe-In
Distance at front of tire is less
than distance at rear of tire
A
Toe-Out
Distance at front of tire is greater
than distanceat rear of tire
25SE01TBC6083 13
TM 9-2320-312-24-3
Steering Stop Adjustment NOTE: Options for E-1203I and E-1462I are as follows.
1. Check vehicle manufacturer’s manual to determine correct
steering stop angle.
1
2 3
5
4
1 – Front of vehicle
2 – Steering knuckle
3 – Axle beam
4 – Steering stop adjustment (both ends of axle) 1 2 3
5 – Degree of steering angle 1 – Extension
2 – Jam nut
2. Check steering angle with alignment turntable set. 3 – Stop screw
3. If adjustment is required, loosen jam nut and turn stop
4. After adjustment, tighten stop screw jam nut to
screw as necessary.
90-120 ft. lbs. (122-163 N•m).
M
Refer to OEM vehicle specifications.
OE
NOTE: Adjust power steering unit so that power assist stops

approximately 3° or 1/8" (3.175 mm) before touching the stop
screws. Follow vehicle manufacture recommendations when making
this adjustment.
CAUTION: Steering gear must be functioning properly or

! steering linkage damage may occur. Poppet relief must be
checked after adjusting stop screw setting.
1
2
1 – Jam nut
2 – Stop screw
14 25SE01TBC6083
TM 9-2320-312-24-3
Disassembly,
Overhaul and Assembly
Disassembly, Overhaul and Assembly

Preparation 7. Disconnect tie rod end from tie rod arm using suitable tool
such as a pickle fork.
1. Set parking brake and block drive wheels to prevent vehicle
movement.
2. Raise vehicle until steer axle tires are off the ground.
Support raised vehicle with safety stands.
WARNING: Never work under a vehicle supported by only a jack. 1
Always use safety stands.
Steering Knuckle Disassembly

1. Loosen the slack adjuster to return brake shoes to the 2
released position and clear drum.
2. Remove hub cap, cotter pin, nut, washer, and outer bearing 3
cone assembly.
3. Remove wheel and hub assembly.
4. Disconnect air or hydraulic line from the brake assembly. 1 – Tie rod arm
2 – Tie rod end
TIP: Plug or cap line to prevent brake system contamination. 3 – Pickle fork
5. Remove brake assembly. NOTE: If boot is torn during removal, tie rod end must be replaced.
6. Remove cotter pin and slotted nut.
CAUTION: Do not use heat on any axle parts or fasteners.
!
8. Disconnect drag link from steering arm by removing cotter
pin and slotted nut.
9. Remove top and bottom knuckle caps.
3 10. Single draw key. Remove nut from draw key, then drive
key out using a brass hammer and drift.
5
2 4
1 – Tie rod arm 2

2 – Tie rod end
3 – Slotted nut
4 – Cotter pin
5 – Position clamp fastener away from beam\
1 – Single draw key

2 – Brass drift
11. Dual draw keys. Remove both draw key nuts. Then drive
key out using a brass hammer and drift.
25SE01TBC6083 15
TM 9-2320-312-24-3
Disassembly,
Disassembly,
Overhaul
Overhaul
andand
Assembly
Assembly
12. Drive kingpin out with a brass hammer and drift. Cleaning
After disassembly and before attempting inspection, clean parts as
follows:
1. Steel parts with ground or polished surfaces
1
• Wash in suitable cleaning solvent.
2 • Rinse thoroughly to remove cleaning solution.

• Dry parts with clean rags.
2. Clean castings, forgings and other rough-surface parts
• Wire brush or steam-clean areas that are susceptible to
accumulation of mud, road dirt, salt.
WARNING: Gasoline is not an acceptable cleaning solvent

! because of its extreme combustibility. It is unsafe in the
workshop environment.
1 – Brass hammer
2 – Drift
13. Remove steering knuckle from axle beam.
WARNING: Never strike hardened metal parts with a steel

! hammer or tool.
16 25SE01TBC6083
TM 9-2320-312-24-3
Kingpin Bushing and Seal Replacement 4. Wire brush machined surfaces taking care not to damage
them. Clean kingpin bores.
Removal
1. Remove grease seals from knuckle arms using suitable
tool.
Remove Kingpin Bushings

2. Drive bushings out of knuckles using suitable piloted drift.
1
1 – Clean all machined surfaces
3
WARNING: During removal and installation procedures,
! never use steel hammer or tool to strike hardened metal
parts.
1 – Pilot
2 – Drift
3. Remove all foreign material from kingpin areas of steering

knuckle and axle beam.
25SE01TBC6083 17
TM 9-2320-312-24-3-3
Disassembly, Overhaul
Disassembly, Overhaul and
and Assembly
Assembly
Bushing Installation 3. Drive bushings in until they are located as shown.

1. Lightly lubricate outside diameter of bushings to ease • Use same method to install both upper and lower
installation. bushings.
2. Hand start bushing in bore. NOTE: Some Dana bushings require reaming after installation.
Follow directions provided with the bushings. Refer to Parts Books
(or Service Bulletin) for correct part numbers when ordering
reamable bushings.
1
4. Ream bushings to proper size using appropriate Kent-
2 Moore tool (or equivalent).
5. Install new seal, using suitable pilot drift or similar device
that will not damage seal as it is installed.
0.060" Install
Top Seal
Lip Down
0.060" Lip
1 – Hand start bushing in knuckle bore
2 – Lubricate outside of bushing Install
Bottom
Seal
NOTE: When installing kingpin bushings, position seam in areas Lip Up
marked “X”.
CAUTION: When installing grease seal, be sure lip is
X ! pointing toward center of knuckle. This is essential for
correct seal operation.
Bushing Seam
Locate in Either Bushing Depth Chart
Area Marked "X"
Bushing Depth
E Family .55"
90¡
X
See Bushing Depth Chart
Bushing
Recess
Grease Seals
0.060" From
Knuckle Surface
See Bushing Depth Chart
Bushing
18 25SE01TBC6083
TM 9-2320-312-24-3
Disassembly,
Disassembly,
Overhaul
Overhaul
andand
Assembly
Assembly
Steering Knuckle Assembly 5. Slide the thrust bearing between the lower face of axle
center and lower steering knuckle. yoke.
NOTE: Always replace kingpin, thrust bearing and bushings if any
component is faulty.
1
1. Before installing the king pins, lubricate inside of bushing
and outside of king pins with Fleetrite EP2 Moly Grease or
equivalent NLGI No. 2 multipurpose lithium grease to
provide initial lubrication.
2. Make certain that knuckle pin hole in axle center is clean
and dry.
3. There may be two styles of thrust bearings. One type is
installed on thrust bearing with seal on top, as show in the
following figure. Position and support the steering knuckle
assembly on the axle end.
2
1
3
2 – Thrust bearing
3 – Axle beam
2 6. Align the steering knuckle yoke holes with axle and thrust
bearing holes.
1 – Seal cap
7. Preadjust knuckle vertical play by wedging the steering
2 – Thrust bearing
! knuckle up and filling the gap at the top side of the knuckle
4. The second style thrust bearing is a one piece design with with shim(s).
seal LIP installed TOWARDS the bottom of the knuckles as
show in the following figure. 1 2
1 – Install shim(s) as needed

2 – Shim only top of knuckle
TIP: Floor jack can be used to wedge up steering knuckle
25SE01TBC6083 19
TM 9-2320-312-24-3
Disassembly,
Disassembly,Overhaul
Overhauland
andAssembly
Assembly
8. Install kingpin from the top with notch and draw key hole 11. Mount dial indicator to steer beam and reference top of the
aligned. Hand start pin in bushing. knuckle. Zero dial indicator.
1
2
1
1 – Knuckle pin
CAUTION: Never shim on the bottom side of the beam. 4 3

!
1 – Reference on top of knuckle
9. Install kingpin in knuckle and axle beam. Tap kingpin in 2 – Dial indicator
place using hammer and brass drift if necessary. 3 – Pry bar
4 – Pry knuckle downward
12. Simulate axle loading with a jack and note dial indicator
reading.
1
2
1 – Kingpin Simulate axle

2 – Protect with shim stock loading with
a jack
2
CAUTION: Protect kingpins with a suitable material such as
! shim stock. 1 – Steering knuckle
2 – Jack
NOTE: At this point in reassembly, check knuckle vertical play and
adjust if necessary. TIP: Floor jack can be used to wedge up steering knuckle.
10. Center steering components. 13. Knuckle vertical play should be 0.002" - 0.012"
(0.051 - 0.305 mm). Add or remove shims as necessary to
obtain correct end play. Center shims to prevent damage
during assembly.
20 25SE01TBC6083
TM 9-2320-312-24-3
Disassembly, Overhaul
Disassembly, andand
Overhaul Assembly
Assembly
14. When vertical play adjustment is correct, align draw key 17. Install draw key nut and tighten. Refer to torque charts in
opening and pin flat alignment. Appendix.
Align draw key hole with knuckle pin notch

4 Correct
5 1
Incorrect
1 – Draw key nut

3
2
18. Ensure draw key is fully seated by repeating step 16 and
1 – Kingpin notch 17. Recheck draw key nut torque.
2 – Knuckle pin
3 – Steer knuckle 19. Install kingpin caps. Tighten caps. Refer to torque charts in
4 – Single draw key Appendix.
5 – Dual draw keys (E1203I and E-1462I only)
TIP: Tighten nut to range minimum in steps 17 and 19, then tighten
15. Install new draw key. For information about installing dual just enough to align cotter pin hole.
draw keys, see Installing Dual Draw Keys. 20. Attach drag link to steering arm. Install and torque nut to
16. Seat draw key with a hammer and punch. vehicle manufacturer recommended torque.
21. Install cotter pin.
22. Attach tie rod end to tie rod arm on knuckle. Install nut and
tighten. Refer to torque charts in Appendix.
23. Install cotter pin.

24. Grease all kingpin and tie rod assemblies.
1 – Draw key
2 – Brass hammer
25SE01TBC6083 21
TM 9-2320-312-24-3
Replacing Threaded Draw Keys with Staked

Threaded draw keys on axle codes I-100SA and up will replace 4 Front
staked draw keys as follows:
1. Install top draw key with the threaded end of key to front of 3
axle as shown. 2
1
1
4
Front
3 1 – I-beam axle
1 – Belleville washers 2 – Threaded draw key
2 – Top draw key 3 – Staked draw key
3 – Bottom draw key 4 – King pin
2. To seat the draw key, strike the unthreaded end of key with NOTE: Draw keys must be installed, one from each side of the axle.
the drift and a hammer. Do not install both pins from the same side of the axle.
3. Install Belleville washers as shown in the previous
illustration.
4. Install nut and tighten as specified in the torque chart in
the Appendix.
5. Install bottom draw key with threaded end to rear of axle.
6. Repeat steps 2, 3, and 4 to finish installation of bottom
draw key.
Axles coded I-60SG and I-80SG have one threaded and one staked
draw key.
For the staked keys the large end should seat flush to .060 inch
(0 to 1.52 mm) recessed after being driven into place, as shown in
the following figure. Draw keys must be driven into axle from
opposite sides.
22 22 25SE01TBC6083
TM 9-2320-312-24-3
Installing Dual Draw Keys

1. Before staking the tapered draw keys, position king pins
vertically so that they will not contact either the upper or
lower caps.
2. Stake beam material adjacent to each key in three places to
lock key into place.
3
2
1 – Staked draw key
2 – Threaded draw key
3 – Front
3. Install king pin caps and O-ring. Tighten cap bolts to

specified value in the torque chart in the Appendix.
4. To make sure the king pins will accept lubricant, lubricate
upper and lower king pin bushings through the cap grease
fittings. If problems arise, you will not have to remove the
brakes again to make repairs.
5. Reinstall tie rod ends into the steering arms and tighten the
nuts to the specified value in the torque chart. then install
the cotter pin. Refer to the Tie Rod section for replacement
of tie rod ends.
25SE01TBC6083 23
TM 9-2320-312-24-3
Appendix
Appendix
Lubrication Oil Bath–Lubricate wheel end assembly with a drive axle lubricant
that meets MIL-L-2105D specifications. Either 80W-90 mineral
Proper lubrication practices are important in maximizing the service based or 75W-90 synthetic lube is acceptable. Check lubricant level
life of your steer axle assembly. at each greasing interval. Maintain lube level to centerline of axle or
fill line on hub cap. Always check lube level on flat ground.
Kingpins, Thrust Bearings and Tie Rod Ends
CAUTION: Do not mix lubricants of different grades. Do
On-Highway Applications–Pressure lubricate every 6 months or
25,000 miles (40,000 km).
! not mix mineral and synthetic lubes. Different brands of
same grade may be mixed. Do not pack bearings with
A more frequent lubrication cycle is required for axles used in on/off grease when using an oil bath system. This practice can
highway, refuse, or other severe service applications. restrict the flow of lubricant to the wheel seal.
Use heavy-duty, multipurpose lithium base (#2 grade) grease. Do Grease Packed–Thoroughly clean bearings, spindle, hub cap, and
not mix with sodium base grease. hub cavity. Parts may be washed in a suitable commercial solvent.
Be certain parts are free of moisture or other contaminants. Refer to
TIP: If it is difficult to grease either the upper or lower bushing, try
vehicle and/or wheel seal manufacturer’s recommendations when
greasing the bushings with the vehicle jacked up and supported on
using grease. Fill wheel hub with grease to inside diameter of
axle stands to improve grease flow and help flush out
bearing cups. Fill hub cap. Grease bearing cones by forcing grease
contamination.
between rollers, cones, and cage.
Wheel Bearings CAUTION: Never mix oil bath and grease packed wheel
Lubricate wheel bearings with an approved drive axle lubricant (oil
! ends.
bath) or heavy duty grease (grease packed) depending on the type
of axle lube system. Identify the type of lubrication system on your
vehicle before servicing wheel bearings. Improper lubrication can
result in reduced seal life and potential damage to bearings and
spindles.
25SE01TBC6083 A-1
TM 9-2320-312-24-3
Appendix
Wheel Bearing Adjustment NOTE: If the dowel pin and washer are not aligned, remove washer,
turn it over and re-install. If required, loosen the inner nut just
Proper wheel bearing adjustment maximizes wheel bearing and seal
enough for alignment.
life. Proper adjustment can also extend brake lining life by
preventing lining contamination caused by seal leaks.
CAUTION: Never tighten inner nut to align dowel pin hole.
1. Inspect the spindle threads and spindle nuts for corrosion
and clean thoroughly or replace as required.
! This can pre-load the bearing and cause premature bearing
failure.
NOTE: Proper assembly and adjustment is not possible if the 12. Install:
spindle threads or adjusting nuts are corroded.
• The retainer washer.
2. Pre-lubricate all bearings.
• The outer spindle nut.
3. Install the inner bearing into the hub and install the wheel
seal. 13. Tighten the outer nut to 100-150 ft. lbs. (135-203 N•m).
4. If grease lubricant is used, fill the hub cavity with the 14. Secure outer nut by bending the retainer washer over one
appropriate lubricant. flat hex on the outer spindle nut.
5. Install the hub on the spindle with care, to prevent damage 15. Verify that the wheel end play is between 0.001" and 0.005"
or distortion to the wheel seal. (0.025 and 0.125 mm) using a dial indicator. If reading
does not fall within this range, repeat this procedure.
CAUTION: Never mix grease and oil lubricants. 16. Attach hub cap.
! 17. If oil lubricant is used, fill the hub cavity with the
appropriate lubricant. Install oil fill plug and tighten to
6. Install:
specified torque.
• The outer bearing on the spindle.
• The inner spindle nut onto the spindle. CAUTION: Never mix grease and oil lubricants.
7. Seat the bearings by tightening the inner nut to
!
100 ft. lbs. (135 N•m). NOTE: For steer axles with Dana in-axle speed sensors, see
AXSM-0034 for service and adjustment.
3
6
1 – Retainer washer
2 – Locking spindle washer
3 – Inner spindle nut
4 – Steering knuckle spindle
5 – Dowel pin
6 – Outer spindle nut
8. Loosen the inner nut one full turn.

9. Re-tighten the inner nut to 50 ft. lbs. (68 N•m) while
rotating the hub.
10. Again loosen the inner nut one third turn (to one half turn
maximum–three to five hub studs for a ten stud pattern).
11. Install the locking spindle washer.
A-2 25SE01TBC6083
TM 9-2320-312-24-3
Appendix
Pro-Torq Spindle Nut Service To remove Pro-Torq spindle nut, first remove the keeper ring. Use a
screwdriver-like device to carefully pry the keeper ring from the
undercut groove on either side of the spindle nut until the keeper
Removing Pro-Torq Spindle Nut ring is released.
CAUTION: Do not attach, loosen, or tighten the Pro-Torq

! spindle nut with the keeper ring in place. The keeper ring is
a locking device and must be removed before any
adjustment of the nut.
WARNING: Care must be taken when removing the keeper
! ring from the spindle nut due to the spring like properties of
the ring. Use appropriate eye protection and shielding when
servicing this part.
25SE01TBC6083 A-3
TM 9-2320-312-24-3
Appendix
Installing Pro-Torq Spindle Nut 5. Back off 1/3 turn, or one raised face mark on surface of the
Pro-Torq nut. Wheel should turn freely.
Install spindle nut as follows:
6. Check end play using a dial indicator. End-play should be
1. Remove the keeper ring from the nut as described in the
within 0.001" – 0.003" (.025 –.076 mm).
Removing Pro-Torq Spindle Nut section.
CAUTION: After seating bearing at 150 ft. lbs. (204 N•m),

CAUTION: Do not attach, loosen, or tighten the Pro-Torq
! spindle nut with the keeper ring in place. The keeper ring is
! Pro-Torq spindle nut must be backed off. Failure to back off
the nut will cause the bearing to run hot and fail
a locking device and must be removed before any
prematurely or to be damaged. The final adjustment of
adjustment of the nut.
75 ft. lbs (102 N•m) of adjusting torque with a 1/3 turn
WARNING: Care must be taken when removing the keeper backoff will ensure the necessary 0.001" – 0.003"
! ring from the spindle nut due to the spring like properties of (.025 –.076 mm) end-play.
the ring. Use appropriate eye protection and shielding when
7. Insert the keeper ring into the undercut groove of the
servicing this part.
spindle nut as shown.
2. To seat the steer axle bearing, thread the Pro-Torq nut onto
8. Engage the mating teeth of the keeper and the nut.
the axle spindle. While rotating the wheel, torque the nut to
150 ft. lbs. (204 N•m). 9. Compress and insert the keeper arms one at a time into the
undercut groove of the nut.
3. After seating the bearing, back the nut off one full turn.
10. Position the keeper ring as required to align teeth.
4. To achieve the proper end play, re-thread the Pro-Torq nut
until hand tight. Torque to 75 ft. lbs. (102 N•m). 11. Do not turn the spindle nut to align teeth.
A-4 25SE01TBC6083
TM 9-2320-312-24-3
Appendix
E Family Fastener Specification
Torques
Description Fastener Socket Size
lb. ft. (N•m)
Nut, Draw Key 1/2-20-UNF-2B 30-45 (41-61) 3/4" 6 point
Stop Screw 5/8-18-UNF-2A — 5/8" open end wrench
Jam Nut, Stop Screw 5/8-18-UNF-3B 90-120 (122-163) 15/16" open end wrench
Nut, Slotted 7/8-14-UNF-2B 120-160 (163-217) 15/16" 6 point
Bolt, Tie Rod Clamp 5/8-11-UNC-2A* 45-60 (61-81)** 15/16" 6 point

Cap, Knuckle 2.375-16-UNF-2A 50-75 (68-102) 15/16" 6 point
Nut, Outer Spindle 1.5-18-UNEF-2B 100-150 (135-203) 2 1/4" 6 point
Nut, Inner Spindle 1.5-18-UNEF-2B see wheel 2 5/8" 6 point

bearing adjustment
Nut, Pro-Torq Spindle 1.5-18-UNEF-2B see wheel 2 1/2" 6 point

bearing adjustment
• Correct tightening torque values are extremely important to assure long axle life and dependable Bolt head markings for
performance. Under-tightening of attaching parts is just as harmful as over-tightening. grade indentification
• Exact compliance with recommended torque values will assure the best results.
* Some applications use 5/8-18-UNF for this fastener. The same torque values apply.
** E1460I drop socket requires an 80-90 ft. lbs. assembly (108-122 N•m) torque.
Grade 5 Grade 8
Wheel Bearing Adjustment Kingpin Clearance – New

End-play - 0.001" - 0.005" (0.025-0.125 mm) Vertical – 0.002" - 0.012" (.051 - .305 mm) (See Steering Knuckle
Assembly.)
See Wheel Bearing Adjustment for adjustment procedure.
Wheel Alignment Kingpin Clearance – In Service

Vertical – 0.040" max. (1.016 mm) (See Component Inspection.)
See vehicle manufactures for specifications.
Lateral – 0.015" max. (.381 mm) (See Bushing Inspection.)
Kingpin Bushing Specification
Axle Model Finished Dimension Kent Moore Tool Part-No
E-14601 (Bronze) 1.8746" J41208**

**Bronze Bushing Kits also Require PT4375A Basic Kit and Seal/bushing Installation/removal PT4370-99.
25SE01TBC6083 A-5
TM 9-2320-312-24-3
Dana Corporation
Commercial Vehicle Systems
P.O. Box 4097
Kalamazoo, Michigan 49003-4097
1-800-826-HELP (4357)
www.roadranger.com
The Roadranger ® System is an unbeatable combination of the

best products from Eaton and Dana, partnering to provide you
the most advanced, most trouble-free drivetrain in the
industry. And it's backed by the Roadrangers—the most
experienced, most expert, most accessible drivetrain
consultants in the business.
For spec'ing or service assistance,call 1-800-826-HELP

(4357), 24 hours a day, 7 days a week, (Mexico: 8-332-1515)
for more time on the road. Or visit our web site at
http://roadranger.com.
National Institute for

AXSM-0038
Copyright Roadranger Marketing, 2001
Printed in U.S.A. All rights reserved.
R
TM 9-2320-312-24-3
NOTE
The M878A2 Yard Tractor is equipped with Model No. ES165-5D brakes on front axle.
® ®
Dana Spicer
Brakes EB & ES Models
Service Manual BRSM-0033 July 2000

TM 9-2320-312-24-3
Visit our web site at http://roadranger.com.

TM 9-2320-312-24-3
General Information
Section 1: General Information

Foreword .................................................................................................................................................................................................. 4
Lining Material Warning ........................................................................................................................................................................... 5
Model Coverage ........................................................................................................................................................................................ 6
Parts Nomenclature .................................................................................................................................................................................. 8
Model ES-165-7 and EB-165-7 Interchangeability ....................................................................................................................... 12
EB Roller and ES Cam Interchangeability ..................................................................................................................................... 12
Section 2: Periodic Service

Brake Maintenance Preliminary Steps .................................................................................................................................................... 15
Brake Adjustment ................................................................................................................................................................................... 15
Brake Operation Check ........................................................................................................................................................................... 17
Lubrication ............................................................................................................................................................................................. 17
Periodic Inspections ............................................................................................................................................................................... 18
Service Intervals ..................................................................................................................................................................................... 18
Section 3: Removal/Disassembly
Drum Removal ....................................................................................................................................................................................... 19
Shoe Removal ........................................................................................................................................................................................ 20
EB models (except EB-150-4L)/ES-165-5, 6, 7D, F, L/ES-150-8D, F/ES-150-6D ......................................................................... 21
ES-150-4L and EB-150-4L ........................................................................................................................................................... 23
ES-165-7M .................................................................................................................................................................................. 24
ES-165-7H ................................................................................................................................................................................... 26
Brake Adjuster Removal ......................................................................................................................................................................... 28
Camshaft Removal ................................................................................................................................................................................. 28
Air Chamber Bracket Removal ................................................................................................................................................................ 28
Spider Removal ...................................................................................................................................................................................... 29
Dustshield Removal ................................................................................................................................................................................ 29
Cleaning Brake Parts .............................................................................................................................................................................. 30
Section 4: Inspection
Drum Inspection ..................................................................................................................................................................................... 31
Shoe and Lining Inspection .................................................................................................................................................................... 32
Camshaft Radial Play Inspection ............................................................................................................................................................ 34
Camshaft Inspection ............................................................................................................................................................................... 34
Camshaft Bushing and Seal Inspection .................................................................................................................................................. 34
Spider Inspection ................................................................................................................................................................................... 35
Air Chamber Bracket Inspection ............................................................................................................................................................. 35
Air Chamber Inspection .......................................................................................................................................................................... 36
Brake Adjuster Inspection ....................................................................................................................................................................... 36
Section 5: Repair/Replacement
Camshaft Bushing/Grease Seal Replacement ......................................................................................................................................... 37
Lining Replacement ................................................................................................................................................................................ 38
Section 6: Installation/Assembly
Spider Installation ................................................................................................................................................................................... 39
Dustshield Installation (Two Piece) ......................................................................................................................................................... 39
Dustshield Installation (One Piece) ......................................................................................................................................................... 40
Air Chamber Bracket Installation ............................................................................................................................................................ 41
Camshaft Installation .............................................................................................................................................................................. 42
Cam Head Washer Installation ................................................................................................................................................................ 42
Brake Adjuster Installation ...................................................................................................................................................................... 43
Shoe and Lining Installation ................................................................................................................................................................... 44
Shoe Installation ..................................................................................................................................................................................... 46
ES-150-8D, F & 6D ...................................................................................................................................................................... 46
All EB (except EB-150-4L) and ES-165-5, 6, 7D, F, L ................................................................................................................... 47
ES-165-7M .................................................................................................................................................................................. 49
ES-165-7H ................................................................................................................................................................................... 51
Specification Chart .............................................................................................................................................................................. 53
1
TM 9-2320-312-24-3
General Information
List of Illustrations and Tables
List of Illustrations
Figure 1. How to Use this Manual ............................................................................................................................................................ 4

Figure 2. Dana Brake Model Identification ............................................................................................................................................... 5
Figure 3. Brake Part Nomenclature, General ............................................................................................................................................ 6
Figure 4. Brake Model Part Nomenclature ............................................................................................................................................... 7
Figure 4. Brake Model Part Nomenclature, Continued ............................................................................................................................. 8
Figure 5. EB Roller and ES Cam Contact Pattern ................................................................................................................................... 12
Figure 6. Parts Identification .................................................................................................................................................................. 13
Figure 6. Parts Identification, Continued ................................................................................................................................................ 14
Figure 7. Vehicle Maintenance Support ................................................................................................................................................. 15
Figure 8. Measurement, At Rest ............................................................................................................................................................ 15
Figure 9. Measurement, 80 psi Applied ................................................................................................................................................. 16
Figure 10. Measurement, Brake Applied ................................................................................................................................................ 16
Figure 11. Brake Adjuster Adjustment ................................................................................................................................................... 16
Figure 12. Roller Retainer Removal ....................................................................................................................................................... 21
Figure 13. Upper Cam Roller and Pin Removal ...................................................................................................................................... 21
Figure 14. ES-165-7D, L, F Shoe Removal ............................................................................................................................................ 22
Figure 15. Shoe Removal ....................................................................................................................................................................... 22
Figure 16. Shoe Return Spring Removal ............................................................................................................................................... 23
Figure 17. Lower Shoe Removal ............................................................................................................................................................ 23
Figure 18. Retainer Loop Removal ........................................................................................................................................................ 24
Figure 19. Roller and Retainer Removal ................................................................................................................................................ 24
Figure 20. Return Spring Removal ........................................................................................................................................................ 24
Figure 21. Retaining Ring and Washer Removal .................................................................................................................................... 25
Figure 22. Cap Screw Removal .............................................................................................................................................................. 25
Figure 23. Anchor Pin Removal ............................................................................................................................................................. 25
Figure 24. Anchor Pin Bushing Removal ............................................................................................................................................... 25
Figure 25. Retaining Ring and Washer Removal .................................................................................................................................... 26
Figure 26. Cap Screw Removal .............................................................................................................................................................. 26
Figure 27. Anchor Pin Removal ............................................................................................................................................................. 26
Figure 28. Shoe Removal ....................................................................................................................................................................... 26
Figure 29. Anchor Pin Bushing Removal ............................................................................................................................................... 27
Figure 30. Groove Pin Removal ............................................................................................................................................................. 27
Figure 31. Brake Adjuster Removal ........................................................................................................................................................ 28
Figure 32. Spider Mounting Hardware Removal .................................................................................................................................... 29
Figure 33. Dustshield Mounting Hardware Removal .............................................................................................................................. 29
Figure 34. Drum Inspection ................................................................................................................................................................... 31
Figure 35. Cam Roller Identification ...................................................................................................................................................... 31
Figure 36. Shoe and Lining Inspection .................................................................................................................................................. 32
Figure 37. Brake and Lining Blocks ....................................................................................................................................................... 33
Figure 38. Camshaft Radial Play Inspection ........................................................................................................................................... 34
Figure 39. Camshaft Inspection ............................................................................................................................................................. 34
Figure 40. Spider Inspection .................................................................................................................................................................. 35
Figure 41. Air Chamber Bracket Inspection ........................................................................................................................................... 35
Figure 42. Air Chamber Inspection ........................................................................................................................................................ 36
Figure 43. Brake Adjuster Inspection ..................................................................................................................................................... 36
Figure 44. Air Chamber Bracket Bushing Installation ............................................................................................................................. 37
Figure 45. Camshaft Bushing Installation .............................................................................................................................................. 37
Figure 46. Lining Rivet (or Bolt) Tightening Sequence .......................................................................................................................... 38
Figure 47. Installing Spider Mounting Hardware ................................................................................................................................... 39
Figure 48. Dustshield Spacing ............................................................................................................................................................... 39
Figure 49. Designed Interference Fit ...................................................................................................................................................... 39
Figure 50. Attaching Screw Location ..................................................................................................................................................... 40
Figure 51. Air Chamber Bracket Mounting Hardware ............................................................................................................................. 41
Figure 52. Camshaft Installation ............................................................................................................................................................ 42
Figure 53. Cam Head Washer Installation .............................................................................................................................................. 42
Figure 54. Shim Washer and Snap Ring Installation .............................................................................................................................. 43
Figure 55. Brake Adjuster End Play Check ............................................................................................................................................. 43
Figure 56. Brake Adjuster Lubrication and Adjustment .......................................................................................................................... 43
Figure 57. Shoe Web Lubrication .......................................................................................................................................................... 45
Figure 58. Shoe Retaining Spring Installation ........................................................................................................................................ 45
2
TM 9-2320-312-24-3
General Information
and Tables
Figure 59. Shoe Return Spring and Roller Installation ........................................................................................................................... 45

Figure 60. Upper and Lower Shoe Positioning ...................................................................................................................................... 46
Figure 61. Shoe Return Spring Installation ............................................................................................................................................ 46
Figure 62. Upper and Lower Shoe Positioning ...................................................................................................................................... 47
Figure 64. Roller Retainer Installation .................................................................................................................................................... 48
Figure 66. Retainer Installation .............................................................................................................................................................. 48
Figure 67. Anchor Pin Bushing Installation ............................................................................................................................................ 49
Figure 68. Lower Shoe and Anchor Pin Installation ............................................................................................................................... 49
Figure 69. Upper Shoe and Anchor Pin Installation ............................................................................................................................... 49
Figure 70. Cap Screw Installation .......................................................................................................................................................... 49
Figure 72. Roller Retainer Installation .................................................................................................................................................... 50
Figure 73. Roller and Retainer Installation ............................................................................................................................................. 50
Figure 74. Retainer Installation .............................................................................................................................................................. 50
Figure 75. Groove Pin Installation .......................................................................................................................................................... 51
Figure 76. Spider Anchor Pin Bushing Installation ................................................................................................................................ 51
Figure 77. Shoe Anchor Pin Bushing Installation ................................................................................................................................... 51
Figure 78. Lower Shoe Positioning ........................................................................................................................................................ 52
Figure 79. Upper Shoe Positioning ........................................................................................................................................................ 52
Figure 80. Upper Shoe Installation ........................................................................................................................................................ 52
Figure 81. Lower Shoe and Anchor Pin Installation ............................................................................................................................... 52
List of Tables
Table 1. Dana Brake Models and Specifications ........................................................................................................................................ 4

Table 2. Distance Range ......................................................................................................................................................................... 15
Table 3. Stroke Values ............................................................................................................................................................................ 16
Table 4. Lubrication Intervals .................................................................................................................................................................. 17
Table 5. Shoe Removal Procedure Index ................................................................................................................................................ 20
Table 6. Distance: Clevis Pin Hole Centerline to Air Chamber Face ......................................................................................................... 36
Table 7. Camshaft Bushing Installation Specifications ............................................................................................................................ 37
Table 8. Shoe Installation Procedure Index ............................................................................................................................................. 44
3
TM 9-2320-312-24-3
General Information
Foreword/Lining Material Warning
Purpose of this Manual How to Use this Manual
This Dana publication is intended to act as a source of 1. Arrangement. This manual is arranged in seven sections:
maintenance information to those involved in servicing General Information, Periodic Service, Removal/Disassembly,
Dana brakes. Inspection, Repair/Replacement, Installation/Assembly and
Specifications. General page layout, including section and
paragraph headings, indention levels, and Figure and Table
designator information, is shown in Figure 1.
2. Table of Contents. The Table of Contents lists all section
headings and primary paragraph headings in this publication.
3. Illustrations and Tables. Illustrations and tables are included
to help make the text of this publication clear. See the List of
Illustrations and List of Tables following the Table of
Contents.
4. Specification Chart. A tabulation of all measurement
specifications is provided at the back of this publication.
4
TM 9-2320-312-24-3
General Information
Material Warning
Foreword/Lining
! DANGER
AVOID CREATING DUST

POSSIBLE CANCER AND LUNG DISEASE HAZARD
While Dana does not offer asbestos brake linings, the long-term after working, and should not wear work clothes home. Work
effects of some non-asbestos fibers have not been determined. clothes should be vacuumed and laundered separately without
Current OSHA Regulations cover exposure levels to some compo- shaking.
nents of non-asbestos linings but not all. The following precautions
must be used when handling these materials. 4. OSHA Regulations regarding testing, disposal of waste and
methods of reducing exposure for asbestos are set forth in 29
1. AVOID CREATING DUST. Compressed air or dry brushing must Code of Federal Regulations §1910.001. These Regulations
never be used for cleaning brake assemblies or the work area. provide valuable information which can be utilized to reduce
exposure to airborne particles.
2. DANA RECOMMENDS THAT WORKERS DOING BRAKE WORK
MUST TAKE STEPS TO MINIMIZE EXPOSURE TO AIRBORNE BRAKE 5. Material safety data sheets on this product, as required by
LINING PARTICLES. Proper procedures to reduce exposure include OSHA, are available from Dana.
working in a well ventilated area, segregation of areas where brake
work is done, use of local filtered ventilation systems or use of
enclosed cells with filtered vacuums. Respirators approved by the
Mine Safety and Health Administration (MSHA) or National Institute
for Occupational Safety and Health (NIOSH) should be worn at all
times during brake servicing.
3. Workers must wash before eating, drinking or smoking; shower
5
TM 9-2320-312-24-3
General Information
Model Coverage
The service procedures and specifications in this publication

cover the Dana brake models listed in Table 1. The basic
instructions cover all 15", 16.5", and 18" brake types and sizes,
unless specified otherwise. A breakdown of Dana brake model
identification is provided in Figure 2.
Size Configuration
Model Applications
in. mm Shoe Spider Anchor
EB-150-4L 15.0 x 4 381 x 102 Fabricated Fabricated SAP Steer Axles

EB-165-5D 16.5 x 5 419 x 127 Fabricated Cast SAP Steer or Drive Axles
EB-165-5L 16.5 x 5 419 x 127 Fabricated Fabricated SAP Steer or Drive Axles
EB-165-7F 16.5 x 7 419 x 178 Fabricated Forged SAP Trailer Axles
EB-165-8D 16.5 x 8.63 419 x 219 Fabricated Cast SAP Drive Axles
EB-165-8L 16.5 x 8.63 419 x 219 Fabricated Fabricated SAP Drive Axles
EB-180-7R 18.0 x 7 457 x 178 Cast Heavy Cast SAP On/Off Hwy. Drive Axles
ES-150-4L 15.0 x 4 381 x 102 Fabricated Fabricated SAP Steer Axles
ES-150-4D 15.0 x 4 381 x 102 Fabricated Cast SAP Steer Axles
ES-150-6D 15.0 x 6 381 x 152 Fabricated Cast SAP Steer or Drive Axles
ES-150-8D 15.0 x 8.63 381 x 219 Fabricated Cast SAP Drive Axles
ES-150-8F 15.0 x 8.63 381 x 219 Fabricated Forged SAP Trailer Axles
ES-165-5L 16.5 x 5 419 x 127 Fabricated Fabricated SAP Steer or Drive Axles
165 XL Cast 16.5 x 6 419 x 152 Cast Cast DAP Steer Axle Transit
ES-165-7F 16.5 x 7 419 x 178 Fabricated Forged SAP Trailer Axles
ES-165-7H 16.5 x 7 419 x 178 Cast Heavy Cast DAP On/Off Hwy. Drive Axles
ES-165-7M 16.5 x 7 419 x 178 Fabricated Heavy Cast DAP On/Off Hwy. Drive Axles
ES-165-8L 16.5 x 8.63 419 x 219 Fabricated Fabricated SAP Drive Axles
ES-165-8D 16.5 x 8.63 419 x 219 Fabricated Cast SAP Drive Axles
ES-165-8F 16.5 x 8.63 419 x 219 Fabricated Forged SAP Trailer Axles
ES-165-8L 16.5 x 8.63 419 x 219 Fabricated Forged SAP Trailer Axles
165 XL Cast 16.5 x 10 419 x 254 Cast Cast DAP Drive Transit
Table 1. Dana Brake Models and Specifications
6
TM 9-2320-312-24-3
General Information
Model Coverage
E S - 1 5 0 - 8 D
Configuration
Example: L = Fabricated Shoe
Service Fabricated Spider
B - Standard Brake Single Anchor Pin (SAP)
S - Extended Service Brake
Drum Diameter Shoe Size
Example: 150 = 15" (381mm) Example: 8 = 8.63" (219mm)
Brake Options
Drum Diamater Configuration
150 = 15" or 381 mm L = Fabricated Shoe / Fabricated Spider / SAP
165 = 16.5" or 419 mm D = Fabricated Shoe / Cast Spider / SAP
180 = 18" or 457 mm F = Fabricated Shoe / Forged Spider / SAP
M = Fabricated Shoe / Heavy Cast Spider / DAP
Shoe Size H = Cast Shoe / Heavy Cast Spider / DAP
4 = 4" or 102 mm R = CastShoe / Heavy Cast Spider / SAP
5 = 5" or 127 mm
6 = 6" or 152 mm SAP = Single Anchor Pin
7 = 7" or 178 mm DAP = Double Anchor Pin
8 = 8.63" or 219 mm
10 = 10" or 254 mm
Figure 2. Dana Brake Model Identification
7
TM 9-2320-312-24-3
General Information
Parts Nomenclature
General parts nomenclature for Dana brake models are identified in identified. Specific parts nomenclature for specific Dana brake
Figure 3. Variations in shoe hold-down springs and guides are also models are provided in Figure 4.
Shoe Hold-Down Spring and Guide Variation

ES-150-4L Old Style New Style
Barrel Nut Shoe Hold-Down Spring Standard Nut Shoe Guide and Shoe
Hold-Down Spring
Camshaft
Retainer
Snap Ring
Brake Adjuster Shoe
Inner Washer Spacer
Camshaft Stabilizer Nut

Camshaft
Bushing
Shim Bracket
Washer Assmebly Shoe Spacer Not Required
(Must be Removed for New Style Hold-Down)
Grease Camshaft
Brake Bushing
Seal
Adjuster Grease
Seal Dustshield
Bolt Cam Roller
Shoe Return
Dustshield Screw Spring
Color - Blue
Cam Roller
Shoe Assembly
Shoe Assembly Nut
Washer
Bolt* Camshaft
Shoe Retainer Shoe*
Spring Spider Hold-Down
Color - Blue Assembly* Spring
*Shoe Hold-Down Spring and Guide Variation
ES-150-4D Camshaft Camshaft

Retainer
Shim
Shoe Assembly Washer Snap Ring
Bracket
Assmebly Grease
Inspection
Seal Brake Adjuster
Hole Plug
Lock Washer Nut
Shoe Roller Brake Adjuster

Camshaft Inner Washer
Return Spring
Bushing
Color - Red
Retainer Grease
Cast Fitting
Camshaft
Spider
Bushing
Grease
Cam Head Seal
Washer Bracket
Dustshield
Stud
Camshaft Retainer
Shoe Return Roller
Spring
Color - Grey
Shoe Assembly
Figure 3. Brake Part Nomenclature, General
8
TM 9-2320-312-24-3
General Information
Parts Nomenclature
Camshaft
ES-150-6D Camshaft
Shim
Retainer
Snap Ring
Shoe Assembly
Steer Brake Washer
Brake
Adjuster
Camshaft
Bushing
Bracket
Roller Assmebly Brake Adjuster
Retainer Inner Washer
Grease
Shoe Seal
Retainer Springs Shoe Return
Spring Camshaft
Color - Orange Bushing
Color - Red Grease Fitting
Spider Grease
(Stamped Steel) Seal
Cam Head Washer
Camshaft Shoe Return

Spring
Retainer
Roller
Shoe Assembly
Camshaft
ES-150-8D and Camshaft
Shim
Retainer
Snap Ring
ES-150-8F Drive Shoe Assembly
Washer
Camshaft
& Trailer Brake Bushing
Bracket
Assmebly Brake Adjuster
Shoe Brake Adjuster

Retainer Springs Inner Washer
Color - Orange Grease
Seal
Retainer
Roller
Grease Fitting
Spider
(Stamped Steel) Camshaft
Bushing
Grease
Shoe Return Seal
Cam Head Washer Spring
Color - White Forged Spider
Retainer
Camshaft
Roller
Shoe Assembly
Figure 4. Brake Model Part Nomenclature

9
TM 9-2320-312-24-3
General Information
Parts Nomenclature
Cam Roller and Pin for

EB-165-5D EB-165 and EB-180 Brakes
Two-Piece Roller and Pin
EB-165-5L
Brake Adjuster
EB-165-6D
Shoe Assembly Inspection
EB-165-6F Hole Plug Camshaft
Shim Washers
EB-165-7D Shoe Retainer
Springs
Dustshield
Screw
EB-165-7F Color - Orange
Grease Camshaft
Fitting
EB-165-7L Retainer
Snap Ring
Brake Adjuster
Inner Washer
Dustshield Grease Seal
Spider
(Stamped Steel) Camshaft Bushing
Bracket Assembly
Nut
Lockwasher
Grease Seal
Camshaft
Bracket Stud Bushing
Cam Roller
and pin Cast Spider
Note: Cast spiders are tapped
Camshaft and require 4 bolts and lock-
Shoe Return Spring washers to attach air
Shoe Assembly chamber bracket assembly.
ES-165-5D
Cast Spider
ES-165-5L With Horse
Camshaft Camshaft
Collar
Retainer
ES-165-6D Shoe Assembly
Shim
Washer Snap Ring
ES-165-6F Shoe Bracket

Grease
Retainer Springs Inspection Assmebly
ES-165-7D Color - Orange Hole Plug
Seal Brake Adjuster
Lock Washer
ES-165-7F Cam Head Washer Nut
Shoe Roller Brake Adjuster

ES-165-7L Return Spring
Camshaft
Bushing
Inner Washer
Color - Red
Retainer Grease
Spider Fitting
Camshaft Cast
(Stamped Steel)
Bushing Spider
Grease
Cam Head Seal
Washer Bracket
Dustshield
Stud
Camshaft Retainer
Shoe Return Forged
Roller
Spring Spider
Color - Grey
Shoe Assembly
Figure 4. Brake Model Part Nomenclature, Continued
10
TM 9-2320-312-24-3
General Information
ES-165-7M Camshaft
Retainer
HEAVY-DUTY Snap Ring
Snap Ring
BRAKE Washer
Brake Adjuster
ES-165-7H Fabricated Shoe Assembly
Camshaft
Shim Washer
SEVERE DUTY Bracket
Inspection Assmebly
BRAKE Anchor Pin
Washer
Hole Plug
Brake Adjuster Inner Washer
Grease Seal
Snap Ring Camshaft Bushing
Retainer
Grease Fitting
Roller Bolt
Cast Bracket Lock Washer
Cast Shoe Return Spring Spider Camshaft Bushing
Color - Orange Grease Seal
Nut
Dustshield
Anchor Pin
Bushings Cast Spider H version
Shoe Return
Spring Roller Dowel Pin Bushing
Washer Color - Yellow
Camshaft
Camshaft Roller
Snap Ring
and Pin
Washer
Retainer Bushing
Anchor Pin
Anchor Pin
Washer Roller Washer
Snap Ring Snap Ring
NOTE: Cast spiders are tapped

Fabricated Shoe Assembly
and require four bolts and lockwashers
to attach air chamber bracket assembly.
Camshaft
ES-180-7R Camshaft
Shim Retainer
Washer Snap Ring
Camshaft
Shoe Assembly Bracket Bushing
Assmebly Grease
Inspection Seal Brake Adjuster
Hole Plug Lock Washer
Bolt
Brake Adjuster
Inner Washer
Bracket Bolt
Camshaft Roller
and pin Lock Washer
Grease
Shoe
Retainer Springs Camshaft Fitting
Color - Orange Bushing
Grease
Spider Seal
(Stamped Steel)
Dustshield
Camshaft
Camshaft Roller
Shoe Return
and Pin
Spring
Color - Green
Shoe Assembly
11
TM 9-2320-312-24-3
General Information
Parts Nomenclature
Model ES-165 and EB-165 Interchangeability

Brake parts for the Extended Service Brake (Model ES-165) are
EB Roller
unique and must not be intermixed with Standard Brake parts (Model ES Cam
EB-165) unless otherwise instructed. These parts consist of the
camshaft, camshaft washer, return spring, cam roller and shoe/lining
assembly. Any attempt to operate the brake with other than its
intended parts may result in unsatisfactory performance. Normal
Contact
“On-Road” Repair: If a vehicle should need “On-Road” repair and Pattern
ES Brake hardware is not available, it is possible to retrofit the brake
with Standard Brake parts in order to return the vehicle to service.
These parts consist of the Standard shoe/lining assembly, cam roller, Figure 5. EB Roller and ES Cam Contact Pattern
pin and return spring. The retaining springs and camshaft with cam
washer will work in this situation and do not need to be replaced.
EB Roller and ES Cam Interchangeability

The EB Roller and the ES Cam are compatible and can be used
together. Figure 5 illustrates the proper fit of an EB Roller to an ES
Cam. As shown, the contact pattern is at two points and the two
parts will function satisfactorily with this fit.
NOTE: The ES Roller and EB Cam are not compatible and should
not be used together.
12
TM 9-2320-312-24-3
General Information
Parts Nomenclature
Dana brake model parts identification for shoes, return springs,
spiders and camshafts are identified in Figure 6.
All EB-165 Models ES-150-D,F ES/EB 150-4L ES-165-D,L,F
Old
ES-165-7D,L,F New
Shoe Shoe
with Tab without Tab
es-150-d,f eseb 150-4l es-150-d,f eseb 150-4l
Note: Shoe with tab cannot be Shoe with Spring Shoe without
es165-d,l,f new
used on lightweight brakes
es165-d,l,fAttaching
new Lugs Spring Attaching
Lugs
ES-165-7M ES-165-7H EB-180-7R
Double Anchor Pin

Double Anchor Pin with Cam Roller Single Anchor Pin
and Anchor Pin
Bushings
High and Low mount shoes Shoe Return Spring
Color-Coded by Application
All EB-165 Models

Blue . . . . . ES-150-4L/EB-150-4L
" ) ) White . . . . . ES-150-8D, 8F
1 /2 m m
3 .9 m 4" m Red . . . . . Use with "High-Mount"
.6
(8
8 01 Shoes (All EB-165)
(1
Black . . . . . Use with "Low-Mount"
Shoes (All EB-165)
Grey . . . . . ES-165-5D, 5L, 6D, 6L,
7D, 7L, 7F, 8D, 8L, 8F
“High-Mount” “Low-Mount” Yellow . . . . . ES-165-7M
Shoe Shoe Orange . . . . . ES-165-7H
Green . . . . . EB-180-7R
Red . . . . . ES150-6D
ES165-5D, 5L, 6D, 6L, 7D, 7L
Figure 6. Parts Identification
13
TM 9-2320-312-24-3
General Information
Brake Spiders
Lightweight Stamped Spider Cast Spider

Single Anchor Pin Single Anchor Pin
Spider Part No.
Location
Air Chamber
Bracket Flange
Shape for XX
XX
X
Cast Spider
Air Chamber
Bracket Flange
Shape for Spider Part No.
Stamped Spider Location
Cast Spider Reduced Envelope Steer Brake

Double Anchor Pin Cast Spider
Single Anchor Pin
Spider Part No.
Location Spider Part No.
Location
Air Chamber Air Chamber

Bracket Flange Bracket Flange
Shape for Shape for
Cast Spider Cast Spider
Reduced Envelope Drive Brake

Stamped Spider ES/EB-150-4L Cast Spider
Single Anchor Pin
Spider Part No.

Location
X
XX
XX
XX
Air Chamber
XX
Air Chamber
XX
Brake Flange Bracket Flange

shape for Shape for
ES/EB-150-4L Cast Spider
Spider Part No.

Location
Camshafts
1-3/8"
Cam Head for EB-165 and

EB-180 Brakes
1-1/8" Camshaft Part No.

Location
Cam Head for ES-165 and
ES-150 Reduced Envelope Brakes
Figure 6. Parts Identification, Continued
14
TM 9-2320-312-24-3
Periodic Service
Parts Identification
Maintenance and Adjustment Brake Adjustment - Manual Brake Adjuster
NOTE: An assistant is required to make a brake adjustment.
Due to the importance of a well-maintained brake system, the
inspections and maintenance listed below must be accomplished
WARNING: Block all wheels before beginning this adjustment
by commercial vehicle operators at the intervals suggested. !
procedure.
Since driver technique and vehicle use affect the rate of brake
component wear, it may be appropriate to increase the frequency
To determine whether Dana Brakes require adjustment, applied
of the following inspections to fit individual needs based upon past
stroke is measured and compared to the maximum value for the air
experience.
chamber size in use on the vehicle.
Brake Maintenance Preliminary Steps

1. Perform “Brake Maintenance Preliminary Steps” described earlier.
Prior to performing any maintenance requiring removal of the tire 2. With air chamber pushrod fully retracted, measure distance from
and wheel, the following preliminary steps must be taken to ensure face of air chamber to centerline of clevis pin hole. Refer to Figure 8.
your safety. Refer to Figure 7. If the measurement is not within ranges shown in Table 2, reposition
clevis. Remeasure the distance and repeat until within range. Record
exact measured distance as dimension “A”.
Distance: Clevis Pin Hole

Centerline to Air Chamber Face
All brakes (except 2-5/8" ± 1/16"
Mack and Trailer Axle) (66.7 ± 1.59 mm)
Mack brakes 4-3/8" ± 1/16"

(111.1 ± 1.59 mm)
Trailer Axle 6-1/2" ± 1/8"
brakes (165.1 ± 3.175 mm)
Support On Table 2. Distance Range
Jack Stands
of Adequate
Capacity
Block Wheels
A
Figure 7. Vehicle Maintenance Support
1. Set parking brake and block wheels to prevent vehicle move-

ment.
2. Raise drive axle with a jack and support on suitable stands.
! WARNING: Never work under a vehicle supported by a jack. Measure This

Distance with
Chamber “At Rest”,
3. Cage spring-type brake chamber following vehicle Dimension “A”
manufacturer’s instructions.
Figure 8. Measurement, At Rest
15
TM 9-2320-312-24-3
Periodic Service
Maintenance and Adjustment
3. Apply and hold an 80 psi brake application, and again measure 5. Take “A” dimension exactly as before. Take “B” measurement
from face of air chamber to clevis pin centerline. Refer to Figure 9. using a lever to move brake adjuster as shown until the shoes
Record distance as dimension “B”. contact drum. Refer to Figure 10. The result of “B” - “A” is brake
free stroke. Adjust free stroke to within range specified in Table 3.
Measure This
Distance
at 80 psi,
Dimension “B”
Measure with
Brake “Applied”
Figure 9. Measurement, 80 psi Applied Using Lever,
Dimension “B”
Lever
4. Subtract dimension “A” from “B”. The difference is applied stroke. Figure 10. Measurement, Brake Applied
Compare applied stroke to maximum value in Table 3. If applied
stroke equals or exceeds maximum applied stroke shown, adjust
brakes. If less than the maximum, no adjustment is required and you 6. To adjust free stroke, depress locking sleeve on brake adjuster
may perform Brake Operation Check. adjustment nut and turn in direction required. Recheck free stroke
to verify it is within range. Make sure sleeve is “locked” when
80 - 90 PSI
adjustment is completed.
Air Chamber Maximum Desired
Size Applied Free 7. Verify that brakes are not dragging by spinning wheels by hand
Stroke Stroke or tapping drum lightly with a hammer and listening for a sharp
ringing sound.
Type 30” Long Stroke 2.5” 3/8” to 5/8”
Type 30" 2" (Without Drag) 8. Perform Brake Operation Check, to verify proper operation of
Type 24" 1-3/4" brakes before releasing vehicle for service.
Type 24" (w/ 2-1/2” 2"
extended stroke)
Type 24 (w/3” extended stroke) 2.5” Brake Adjustment - Self Adjusting Brake
Type 20" and 16" 1-3/4" 3/8" to 1/2"
Adjuster
Type 12" 1-3/8" 3/8" to 1/2"
Table 3. Stroke Values 1. Brake adjustment for self adjusting brake adjusters is the same
NOTE: If adjustment is necessary, Dana Brakes are adjusted to as for manual brake adjusters.
achieve proper free stroke. The difference between free stroke and 2. Refer to the Self Adjusting Brake Adjuster Manufacturer’s
applied stroke is merely the method used to move the brake adjuster Instructions for proper installation.
from rest. Applied stroke uses an 80 psi brake application; free
stroke is measured using a lever to move the brake adjuster until the
brake shoes contact the drum. If applied stroke exceeded the
maximum and adjustment is necessary, adjust the brakes as
described in steps 5 through 8 below.
16
TM 9-2320-312-24-3
Periodic Service
Brake Operation Check

NOTE: An assistant is required to make a thorough brake operation 4. Drive vehicle at low speeds in a safe area and make several
check. brake applications to verify safe operation and absence of pulling,
1. Apply brakes to 80 psi and hold. Check all air line fittings and air grabbing, or noise. If any of these are noted, investigate and
chambers for leakage.
Maintenance and Adjustment

repair prior to releasing vehicle for service.
2. Apply and release brakes while observing operation of brake
adjusters on each axle. As brakes are applied and released, brake ! CAUTION: Never release a vehicle for service if any brake
adjusters should move in unison visually. discrepancy - no matter how minor - is evident.
3. Investigate source and make corrections for any discrepancies
found in Steps 1 and 2.
Lubrication
When servicing brakes or replacing components, lubricate per guidelines listed in Lubrication Table below.
Lubricate the following components with grease specified in table:
• One-piece Roller —lubricate shoe roller recess.

• Two-piece Roller—lubricate shoe roller I.D.
• Roller and anchor pin recesses of each shoe on ES & ED 150-4L models
Do Not Lubricate The Following:

• Cam head surface or related parts that contact cam head surface. For efficient operation, the cam head surface must remain free of oil,
grease or other contaminants.
Note: When lubricating the camshaft bracket, lubricate until grease comes out at the brake adjuster end.
The seal is installed at this end with the air side in so that grease purges out.
! CAUTION: Do not use moly-disulfide loaded grease or oil because this may shorten service life.
Important: In no case should the lubrication interval exceed the published intervals in table below.
Component Lubrication Interval Type of Lubricant
Standard Every 50,000 miles or every 3 months Standard Chassis Grease
LMS-Low Lube Every 250,000 miles or once a year* Mobilith SHC-460 Synthetic
LMS-Lube Free None* Mobilith SHC-PM Synthetic

Table 4. Lubrication Intervals
Note: The Dana LMS-Low Lube brake uses a special “button head” grease fitting. This helps identify the system as an LMS Brake Package
and also indicates that system should be lubricated with a Dana approved synthetic lubricant.
The Dana LMS-Lube Free brake is lubricated at the factory with Mobilith SCH-PM synthetic grease and does not require lubrication at
service intervals. There is no grease fitting on the LMS lube free components.
Brake Adjuster Lubrication: Pressure Iubricate according to manufacturer’s instructions
17
TM 9-2320-312-24-3
Periodic Service
Periodic Inspections
Service Intervals
The component inspections discussed below are general in nature. Brake Reline
More detailed component inspections are normally done at overhaul.
A brake reline should be done any time the lining thickness or
For more specific guidelines, refer to the appropriate inspection
condition indicates the need.
instructions in Brake Overhaul.
Camshaft Radial Play

Visual Inspection
Camshaft radial play should be checked with a dial indicator any
A thorough visual inspection for brake wear, loose fasteners, broken
time the brake shoes have been removed from the vehicle to
parts and/or obvious damage should be made each time the brake is
assess the condition of the camshaft bushings. Refer to
being serviced or the wheel and drum have been removed. In no
Camshaft Inspection.
case should the visual inspection interval exceed 3 months of
service.
Camshaft Axial Play
Lining Inspection Camshaft axial play should be checked any time the camshaft or
brake adjuster has been removed from the vehicle. Refer to the
A visual check of lining thickness and condition should be made each
axial play instructions in Brake Adjuster Installation, starting with
time the vehicle is being serviced in the maintenance shop. In no
Step 6.
case should the lining thickness/condition inspection interval
exceed 3 months of service.
Brake Overhaul
Brake Adjustment A complete brake overhaul following the instructions in the

service manual should be accomplished at every third brake
Brake Adjustment should be checked (and adjusted if necessary)
reline.
WEEKLY or any time applied stroke exceeds the maximums shown
in Periodic Maintenance: Brake Adjustment - Manual Brake
Lubrication
Adjuster.
See Periodic Service / Lubrication for detailed lube instructions
Brake Operation Check and intervals.
A complete operation check of the braking system should be made

following the instructions in Brake Operation Check, after any brake
service. In no case should the operation check interval exceed 3
months of service.
18
TM 9-2320-312-24-3
Removal / Disassembly
A complete brake overhaul consists of: Drum Removal

• complete disassembly 1. Perform “Brake Maintenance Preliminary Steps”.
• cleaning 2. While depressing locking sleeve, back off brake adjuster adjust-
• inspection ment nut on manual brake adjusters. Refer to Figure 11. Continue
• repair and replacement of components turning until shoes are fully returned to released position and clear of
• assembly drum. On self adjusting brake adjusters, follow manufacturer’s
Check, Lubrication,
Inspection, Service
• brake operation check instructions.
Detailed instructions for each of these steps are listed on the NOTE: With outboard mounted drums go to step 6.
following pages in the order in which they would normally be
encountered during a typical brake overhaul.
WARNING: The long-term effects of non-asbestos fibers

!
have not been determined. Therefore, precautions should
be used when handling these materials.
See General Information / Lining Material Warning
Turn Adjuster Nut to

“Back-Off” Adjustment
Figure 11. Brake Adjuster Adjustment
3. On drive axles, remove stud nuts and axle shafts. If used, remove
Iockwashers and taper dowels. If necessary, loosen dowels by
holding a brass drift in the center of the shaft head and striking it a
sharp blow with a hammer. On trailer and steer axles, remove hub
cap.
WARNING: Do not strike the axle shaft flange with a hammer.

!
Do not use chisels or wedges to loosen shaft or dowels.
4. Remove axle spindle nut(s) and washer.

5. While rocking drum, pull outboard enough to allow removal of
outer wheel bearing.
6. Remove drum by pulling outboard while rocking from side to side.
If shoes are not clear of drum, return to Step 2 above.
! CAUTION: If difficulty is found on removal, do not force drum.

Excessive pulling force may damage brake components.
19
TM 9-2320-312-24-3
Shoe Removal
Shoe Removal
Table 4 provides an index to the location of shoe removal
procedures. Locate the brake model under service and identify the
page where the appropriate shoe removal procedures are located.
Model Page Number Model Page Number
EB-150-4L 22 EB-180-7R 20
EB-165-5D 20 ES-150-4L 22
EB-165-5L 20 ES-150-4D 20
EB-165-6D 20 ES-150-6D 20
EB-165-6L 20 ES-150-8D 20
EB-165-7D 20 ES-150-8F 20
EB-165-7L 20 ES-165-5D 20
EB-165-7F 20 ES-165-5D 20
EB-165-8D 20 ES-165-5L 20
EB-165-8F 20 ES-165-6D 20
EB-165-8L 20 ES-165-6L 20
ES-165-7F 20
ES-165-7H 25
ES-165-7L 20
ES-165-7M 23
Table 5. Shoe Removal Procedure Index
20
TM 9-2320-312-24-3
NOTE: The following procedures are divided into sections, WARNING: The long term effects of non-asbestos fibers have
!
identified by brake model numbers. not been determined. Therefore, precautions should be used
when handling these materials.
Shoe Removal See General Information / Lining Material Warning
EB models (except EB-150-4L)/ES-165-5D,L /

ES-165-6D,L / ES-165-7D, F, L / ES-150-8D, F / 3. Using a large screwdriver or lever, lift upper shoe to stretch return
ES-150-4D/ES-150-6D/ES-165-8D,F,L spring as shown in Figure 13.
1. Perform steps in Removal/Disassembly: Drum Removal.

Lift Upper Shoe
2. ES-165-5,6,7,8,D,L,F, ES-150-4D, ES-150-8D, F & 6D ONLY: to Stretch Spring
Pry roller retainer coiled loops out of both shoe web holes as
shown in Figure 12. Pivot roller retainer to swing loops clear of
shoe webs.
NOTE: EB models do not have roller retainers.
Drum/Shoe Removal
Remove Roller and Pin, Then
Shoe Repeat for Lower Shoe.
Web For ES Brakes, See Note Below
Roller
Retainer
Figure 13. Upper Cam Roller and Pin Removal
Disengage
Retainer Coiled
Loops From
Shoe Webs 4. Remove upper cam roller and pin.
NOTE: ES-165-5,6,7,8D, L, F, ES-150-4D, ES-150-8D, F & 6D
ONLY: Remove roller and roller retainer as a unit.
Pivot Retainer to 5. Repeat Steps 2 through 4 to remove lower shoe roller and pin.
Swing Loops Clear
of Shoe Web NOTE: Dana recommends the use of a suitable brake tool when
removing rollers and return springs.
Figure 12. Roller Retainer Removal
21
TM 9-2320-312-24-3
Shoe Removal
6. Push cam end of both shoes toward cam and unhook shoe return 7. Rotate both shoes around anchor pin and remove from vehicle.
spring. Remove and discard spring. Refer to Figure 15.
NOTE: To remove return spring, position a lever or suitable tool with
notch to engage spring rod. Refer to Figure 14. Apply downward 8. Clean and inspect remaining parts as outlined in removal/
force to stretch spring, allowing removal of upper spring hook. disassembly section of this manual.
Remove and discard spring.
Stretch Using Suitable

Tool Positioned
As Shown
Rotate Both Shoes

Around Anchor
Pin and Lift Off
Brake Shoes
Figure 14. ES-165-7D, L, F Shoe Removal Figure 15. Shoe Removal
NOTE: ES-165-5,6,7L,D/ES-150-6D steer axle brakes may use two

return springs with a horse collar or dual spring post. To remove
return springs, position a lever or suitable tool with notch to engage
spring. Return to figure 14. Apply downward force to stretch upper
spring, allowing removal of upper spring hook. Remove and
discard. Repeat procedure for lower spring.
Cast Spider With

Horse Collar
Figure 15.B Cast Spider With Horse Collar
22
TM 9-2320-312-24-3
ES-150-4L and EB-150-4L

1. Perform steps in removal/disassembly : drum removal WARNING: The long term effects of non-asbestos fibers, have
!
2. Using a large screwdriver or lever, lift upper shoe to stretch not been determined. Therefore, precautions should be used
return spring. when handling these materials.
3. Remove upper roller. See General Information / Lining Material Warning
4. Report steps 2 through 3 to remove lower roller.
5. Stretch shoe return spring and unhook it from upper shoe web.
Refer to Figure 16.
Stretch Spring to
Unhook from Unhook
Shoe Web Retaining
Spring
Shoe Removal
Shoe Return
Spring Rotate Down
Figure 16. Shoe Return Spring Removal

Figure 17. Lower Shoe Removal
6. Rotate shoe downward and turn to allow disengagement of shoe
retaining spring from lower shoe web. Refer to Figure 17.
7. Rotate upper shoe upward and remove shoe and shoe retaining
spring.
8. Clean and inspect remaining brake parts as outlined in Removal/
Disassembly section of this manual.
23
TM 9-2320-312-24-3
Shoe Removal
ES-165-7M 4. Using a lever or large screwdriver, lift upper shoe to remove

roller and retainer as a unit. Refer to Figure 19.
! WARNING: The long term effects of non-asbestos fibers,

have not been determined. Therefore, precautions should be
Lift Upper Shoe
used when handling these materials. to Stretch Spring
1. Perform steps necessary for drum removal. See Removal /

Disassembly - Drum Removal.
2. Remove cap screws and dustshield, if applicable.
3. Pry roller retainer coiled loops out of both shoe web holes as
shown in Figure 18. Pivot roller retainer to swing loops clear of shoe
webs.
Remove Roller and Retainer, Then

Repeat for Lower Shoe
Figure 19. Roller and Retainer Removal
Shoe
Web
Roller
Retainer 5. Repeat Steps 3 and 4 to remove lower roller and retainer
assembly.
6. To remove return spring, position a lever or suitable tool with a
notch to engage spring rod. Refer to Figure 20. Apply downward
Disengage force to stretch spring, allowing removal of upper spring hook.
Retainer Coiled
Loops From Remove and discard spring.
Shoe Webs
Pivot Retainer to
Swing Loops Clear
of Shoe Web
Stretch Spring
Using Suitable
Tool Positioned
As Shown
Figure 18. Retainer Loop Removal
Figure 20. Return Spring Removal
24
TM 9-2320-312-24-3
ES-165-7M, Continued 9. To remove upper and lower shoes, remove anchor pins with a
7. Remove retaining ring and washer from drum side of both brass drift or a mallet. Refer to Figure 23.
anchor pins. Refer to Figure 21.
Remove
Retaining
Rings and
Washers
Drive Out
Anchor Pins
Figure 23. Anchor Pin Removal
Figure 21. Retaining Ring and Washer Removal
Shoe Removal
NOTE: Inspect anchor pin and bushings. If pin was seized or
bushing is grooved or worn beyond 0.031" (0.79mm), replace pin
and bushing. Always replace pins and bushings with brake reline.
8. To allow removal of anchor pins, cut lock wire and remove cap 10. If any noted conditions are found, drive out old anchor pin
screws from spider. Refer to Figure 22. bushings from spider. Refer to Figure 24.
Cut Lock Wire

and Remove
Cap Screws
Drive Out Bushings

with a Suitable Driver
Figure 22. Cap Screw Removal

Figure 24. Anchor Pin Bushing Removal

25
TM 9-2320-312-24-3
Shoe Removal
ES-165-7H 5. Remove upper anchor pin with a brass drift or a mallet. Refer
to Figure 27.
WARNING: The long term effects of non-asbestos fibers have
! not been determined. Therefore, precautions should be used
1. Perform steps necessary for drum removal, see Removal

Disassembly - Drum Removal.
Drive Out
2. Remove cap screws and dustshield, if applicable. Anchor Pin
3. Remove retaining ring and washer from drum side of each anchor
pin. Refer to Figure 25.
Figure 27. Anchor Pin Removal
6. Rotate upper shoe around cam end, disengage roller end from
Remove cam, then unhook return spring from shoe and remove upper
Retaining shoe. Refer to Figure 28. Discard return spring.
Rings and
Washers
Figure 25. Retaining Ring and Washer Removal
4. To allow removal of anchor pin, cut lock wire and remove cap Rotate Upper
Shoe Around
screws from spider. Refer to Figure 26. Cam End
Disengage Shoe
End From Cam . . .
Cut Lock Wire Then Unhook
and Remove Return Spring
Cap Screws and Remove Shoe
Figure 26. Cap Screw Removal
Figure 28. Shoe Removal
26
TM 9-2320-312-24-3
7. Remove lower anchor pin to remove lower shoe. 9. Do not remove roller from the brake shoe, unless: the roller does
NOTE: Inspect anchor pin and bushings. If pin was seized or not roll freely, there are flat spots on the roller, or there is more than
bushing is grooved or worn beyond 0.031" (0.79mm), replace pin 0.025" play between the roller and pin.
and bushing. Always replace pins and bushings with brake reline. If removal of roller is necessary, use a steel punch to drive out the
8. Drive out the old anchor pin bushings from brake shoe and groove pin, then push the pin out of the shoe. Discard roller and pin.
spider with a suitable driver. Refer to Figure 29. Refer to Figure 30.
Drive Out
Groove Pin
Drive Out
Bushings with
Suitable Driver
Shoe Removal
Figure 30. Groove Pin Removal

Drive Out Bushings

with a Suitable Driver
Figure 29. Anchor Pin Bushing Removal
27
TM 9-2320-312-24-3
Brake Adjuster Removal

1. Remove cotter pin and clevis pin from air chamber pushrod clevis. 4. Note orientation of brake adjuster with reference to push rod
2. While depressing locking sleeve, turn adjuster nut until brake before removal to assure assembly is in proper orientation.
adjuster is clear of air chamber pushrod clevis. Refer to Figure 31. Remove brake adjuster with a suitable puller.
NOTE: Follow manufacturer’s instructions for self adjusting brake
adjusters. ! CAUTION: Do not hammer on brake adjuster to remove!
Damage to brake adjuster and/or camshaft splines may
result.
Remove
Snap Ring
Camshaft Removal
1. Perform all steps for drum, shoe, and brake adjuster removal
as outlined in Removal / Disassembly section.
2. Grasp camshaft head and pull camshaft outboard to remove.
Air Chamber Bracket Removal

Use Puller
to Remove 1. Perform all steps for drum, shoe, brake adjuster and camshaft
Rotate Adjuster
Brake removal as outlined in Removal / Disassembly section.
Until Slack
Adjuster is 2. Disconnect chamber air line.
Clear of Clevis
3. Remove the attaching nuts (bolts on brakes with cast spider)
and pull the air chamber bracket away from the spider.
NOTE: On 16.5” diameter brakes with stamped spiders, the air
Figure 31. Brake Adjuster Removal chamber bracket-to-spider studs are press fit into the spider.
Their removal is not required to remove the air chamber bracket.
3. Remove snap ring and outer shim washer(s) from camshaft.
NOTE: On ES & EB 150-4L a stabilizing nut has to be removed.

The bracket-to-spider studs are pressed to fit into the air chamber
bracket flange. Their removal is not required to remove the air
chamber bracket.
! WARNING: To prevent personal injury, be sure to “cage”

spring before removing spring brake type air-chambers.
100
68 LD
EX .A.
HA U.S
BY . IN
MFD 25
8081
4W
F
1A
107
Self Adjusting Brake Adjuster
28
TM 9-2320-312-24-3
Spider Removal Dustshield Removal

1. Perform all steps for drum and shoe removal as outlined in NOTE: On ES-165-7H, M Brakes, the dustshield is removed before
Removal / Disassembly section. shoes and anchor pins are removed.
2. Remove spider-to-axle attachment nuts and bolts. Refer to Figure 1. If applicable, remove screws and retaining clip. Remove all
32. screws attaching dustshield to spider (4-6 screws depending on
3. Remove spider. model). Refer to Figure 33.
2. Remove dustshield.
Remove all
mounting bolts
Camshaft/Bracket Removal
and nuts Remove All
Shoe/Brake Adjuster/
Four Screws
Dustshield
Figure 32. Spider Mounting Hardware Removal Figure 33. Dustshield Mounting Hardware Removal
For All 165-5,6,7,8L Models
29
TM 9-2320-312-24-3
Cleaning Brake Parts

After removing the brake parts to be serviced, the following ! WARNING: The long term effects of non-asbestos fibers,
cleaning procedures should be followed: have not been determined. Therefore, precautions should
• Wire brush all parts exposed to mud, road dirt, and salt, be used when handling these materials. Do not use
including spider, air chamber bracket, dustshields and exterior compressed air to blow from interior of drums. Brake lining
of drum. dust, when inhaled, can be injurious to health.
! CAUTION: A layer of oxidation and dirt on the outside of a
brake drum acts as an insulator and may hinder normal
heat dissipation. Remove excessive deposits by wire
brushing.
• Use a vacuum cleaner to remove brake dust from drums. Wipe

interior of drums with a greaseless solvent to remove any
spilled oil.
30
TM 9-2320-312-24-3
Inspection
Drum Inspection Drum Inspection

• Clean all remaining brake parts thoroughly with a suitable Dana does not recommend the turning or reboring of
shop solvent. Wipe dry with a clean, lint-free cloth. brake drums. The reduction of wall thickness reduces the
amount of thermal energy that can be absorbed by the
NOTE: This information is general in nature. For specific brake
drum during braking. Also, the decrease in wall thickness
drum inspection guidelines, refer to the drum manufacturer’s
increases the amount of deflection for the same input load.
instructions. Both of these are undesirable. If drums are refaced or
1. Check for cracks, heat-checks, glazing, grooving, run-out and oversized, the new diameter MUST NOT exceed the
out-of-round. Refer to Figure 34. Cracked drums must be maximum diameter marked on the drum during its service
replaced. Drums which are glazed, grooved, out-of-round, etc., life.
may be returned to service if they can be repaired without
exceeding manufacturer’s maximum diameter or run-out
specifications.
Check for Cracks,

Heat Checks, Glazing
Spider / Dustshield
and Grooving
and Cleaning
Check Diameter
and
Out-of-Round
Figure 34. Drum Inspection
2. Check drum diameter. Replace drum if it exceeds maximum

diameter stamped in drum.
! CAUTION: Under no circumstances should drum be used if

it exceeds manufacturer’s recommended maximum
diameter or run-out specification.
31
TM 9-2320-312-24-3
Inspection
Inspection
Shoe and Lining Inspection

1. Check shoes for bent or cracked webs, or table, broken welds, 4. Check the linings and replace with Dana OEM grade shoe and
loose rivets or elongated rivet holes. Refer to Figure 36. If any are lining assembly if contaminated, cracked, or worn to less than 1/4"
found, replace with Dana OEM grade lining and shoe assemblies. (6.4mm) thickness at any point (see instructions below) or 3/16”
(4.5mm) for EB/ES 150-4L.
NOTE: To eliminate premature Lining Replacement Dana Recom-
mends the use of the Dana Brake Lining Wear Gauge to accurately
Check Table and Web for Cracks and Bends
measure lining thickness. This tool is available through Dana as
BRIG-0001.
Important: For use with air actuated cam brakes where minimum
allowable lining
thickness is 1/4 in.
(Note: Do not use for
Check Both Ends strip linings on 15 x 4
for Wear and brakes or similar
Elongation
brakes.)
See Chart for 1. With the brake not
Anchor Specifications Roller End
Pin End applied, place the tip of
the gauge between the
two lining blocks,
Figure 36. Shoe and Lining Inspection
between the top of the shoe table and drum. Use the gauge to scrape
away any mud, rust, or other contaminants that could interfere with
2. Check anchor pin and cam roller contact areas in shoe webs for proper lining measurement.
elongation or wear. Replace shoe if diameter exceeds the following 2. Remove the gauge from the brake.
specifications. 3. With the vehicle’s brakes applied, try to put the gauge between the
two lining blocks and the top of the shoe table. Note “hook” of gauge
Brake Roller Anchor allows insertion around worn drum lip. If the tip of the gauge will not
Model End Pin End fit between the brake drum and the top of the shoe table, the lining is
worn below 5/16 inch
All EB, All ES-165 0.836” 1.400”
and will need to be
ES-150-4D,
replaced.
ES-150-8D, F & 6D
4. If the tip of the gauge
ES-165-7M 0.774” 1.280” fits between the brake
drum and the shoe
3. ES-165-7H only: Anchor pin bushings are mounted in these brake table, the lining is not
shoes. Refer to Inspection-Spider Inspection (Double Anchor Pin) worn below 1/4 inch at
for instructions. this time.
5. Because brake shoes can wear at different rates, check both shoes
NOTE: Two-piece roller and pin are mounted in brake shoes for 7H on each brake and all brakes on the vehicle.
model brake. Do not remove roller and roller pin unless: the roller
does not roll freely, there are flat spots on the rollers or there is more
than 0.025” play between roller and pin. Replace roller and pin if
these conditions are found
32
TM 9-2320-312-24-3
Inspection
Shoe and Lining Inspection (cont’d) ! WARNING: The long term effects of non-asbestos fibers, have
not been determined. Therefore, precautions should be used
Standard Production EB brakes use different shoe and lining
assemblies than those used for the ES models. Because of these
part differences, normal wear of either creates a unique lining wear
pattern.
New - All EB New- ES-150-8D, F & 6D

(Standard Production) 165-7D,L & F
(Extended Service)
• When the EB Standard Production linings require replacement • When the ES Extended Service linings require replacement due to
due to normal wear, they will have a tapered shape as shown normal wear, the lining thickness will be uniform all along its
below. The lining will be thinner at the center of shoe than at length.
the cam or anchor pin end.
Wearable
Lining
Lining Inspection
Drum / Shoe and
Remaining
Lining
Minimum Minimum
Thickness Thickness
At Any Point At Any Point
1/4" (6.4mm) (1/4" (6.4mm)
Worn All EB-165 Worn 150-4D,

Worn 150-8D,
150-8D, F & F6D& 6D
(Standard Production) ES-165-7D,
ES-165-7D,LL&F
(Extended
(Extended Service)
Service)
Wearable
Lining
Remaining
Lining
Minimum Minimum
Thickness Thickness
At Any Point At Any Point
3/16" (4.5 mm) 3/16" (4.5 mm)
Worn EB-150-4L Worn ES-150-4L

(Standard Production) (Extended Service)
Figure 37. Brake and Lining Blocks
33
TM 9-2320-312-24-3
Inspection
Inspection
Camshaft Radial Play Inspection Camshaft Inspection

Camshaft redial play should be checked any time the brake shoes 1. Refer to Figure 39. Check spline end for cracks, worn or
have been removed from the vehicle. Refer to Figure 38. deformed splines. Replace as necessary.
1. Mount a suitable dial indicator with plunger referencing cam head 2. Check camshaft bushing journals for wear and corrosion.
at roller contact area. Replace camshaft if it shows visible wear or if roughness is felt in
2. Zero dial indicator. journal areas.
3. Move cam head up and down and note maximum reading. 3. Inspect camshaft head for brinelling, cracking or flat spots.
Replace camshaft if a ridge can be felt between worn areas and
cam head surface.
If More Than .035"

(.91mm), Replace Check for Cracks, Wear
Bushings and or Deformed Splines
Recheck
Check for Wear,

Roughness and
Corrosion
Check for Wear,

Move Camshaft, Cracks and
Note Maximum Flat Spots
Deflection
Figure 38. Camshaft Radial Play Inspection Figure 39. Camshaft Inspection
Camshaft Bushing and Seal Inspection

4. If play exceeds 0.035” (0.91 mm), rebush air chamber bracket. See NOTE: Steer and drive axle camshaft bushings and seals are
Repair/Replacement - Camshaft Bushing and Grease Seal mounted in the air chamber bracket assembly.
Replacement. 1. Check bushing for deterioration or wear. Inner surface must
be smooth. If surface is rough or abrasive, replace bushing, see
NOTE: For Trailer Axle Brakes, rebush spider and/or replace support Repair/Replacement - Camshaft Bushing and Grease Seal
bushing assembly at brake adjuster. See Repair/Replacement - Replacement.
Camshaft Bushing and Grease Seal Replacement. 2. Inspect grease seals. Replace if seal lip is nicked, cut or
5. After rebushing, recheck radial play. If still excessive, replace distorted. See Repair/Replacement - Camshaft Bushing and
camshaft. Grease Seal Replacement.
34
TM 9-2320-312-24-3
Inspection
Spider inspection Air Chamber Bracket inspection

Single Anchor Pin 1. Check for a bent, broken, or cracked arm and cracked welds.
Refer to Figure 41. Replace bracket if any are evident.
1. Check visually for cracks around mounting bolt holes, in cam
area and around anchor pin. Refer to Figure 40. Replace spider if 2. Check mounting studs (or bolts) for looseness, damaged threads,
or a bent condition. Replace mounting stud if any of these condi-
any are found.
tions are evident.
2. Check anchor pin. If loose or grooved more than 0.031"
(0.79mm) below original surface, replace spider assembly.
NOTE: Anchor pins are not replaceable on single anchor pin brake
spiders.
3. On EB/ES 150-4L check anchor pin retaining not torque refer to
the last page of this manual for current torque values.
Check for Cracks
Lightweight
Flange Check Bushings
and Seals
& Camshaft Inspection

Shoe and Lining
Check for Grooved or Check Welds Check for Bending
Loose Anchor Pin or Cracks
Figure 40. Spider Inspection Figure 41. Air Chamber Bracket Inspection
SPECIAL NOTE: ES and ES-150-4L R.H. brakes use a R.H.
thread anchor pin retaining nut - L.H. brakes use a L.H. thread
nut. Ensure that nut is being turned in proper direction when
checking nut torque.
CAUTION: If anchor pin turns while checking retaining nut

!
torque, the spider assembly must be replaced.
Spider Inspection (Double Anchor Pin)

1. Check visually for cracks around mounting bolt holes and cam
and anchor pin areas. Replace spider if any are found.
2. Check anchor pin and bushings for wear, grooves and free
movement of pin. If pin is seized, or worn or grooved beyond
0.031" (0,79mm), replace pin and bushing. Refer to Shoe Removal
and Installation Sections for procedure.
NOTE: Replace pins and bushings at each brake reline.
35
TM 9-2320-312-24-3
Inspection
Inspection
Air Chamber Inspection Brake Adjuster Inspection

WARNING: To prevent personal injury, be sure to “cage” NOTE: This information is general in nature. For specific manual
!
spring before removing spring-brake type air chamber. or self adjusting brake adjuster inspection guidelines, refer to the
manufacturer’s instructions.
NOTE: This information is general in nature. For specific air chamber
1. Check clevis pin bushing for cracks and wear. Refer to Figure
inspection guidelines, refer to the manufacturer’s instructions.
43. Replace as necessary.
1. Check for air leaks, cracked housing, bent pushrod, loose clamp
ring, clogged vent holes or loose air fitting. Repair or replace as
recommended by the manufacturer.
2. If air chamber is repaired or replaced, check distance from clevis
pin hole centerline-to-air chamber face . Refer to figure 42 and Check Overall
Check for Cracks
for Cracks
Table 5 for manual brake adjusters. For self adjusting brake adjusters or Worn Splines
refer to manufacturers guidelines.
Check for
Worn Clevis
Tighten Jam Nut Pin Bushing
After Adjusting
See
Table 5 Figure 43. Brake Adjuster Inspection
2. Check splines for chipped teeth and deformation. Replace brake

adjuster if necessary.
3. Depress locking sleeve and turn brake adjuster adjustment nut
with a wrench at least one turn in each direction. If binding is
present or if excessive force is required to rotate, replace the
brake adjuster.
Figure 42. Air Chamber Inspection
Distance: Clevis Pin Hole

! CAUTION: If any of those conditions are found, the brake
adjuster should be replaced. Do not attempt to repair a faulty
Centerline to Air Chamber Face
brake adjuster!
All brakes (except 2-5/8" ± 1/16"
Mack and Trailer Axle) (66.7 ± 1.59 mm)
Mack brakes 4-3/8" ± 1/16"

(111.1 ± 1.59 mm)
Trailer Axle 6-1/2" ± 1/8"
brakes (165.1 ± 3.175 mm)
Table 6. Distance: Clevis Pin Hole Centerline to Air Chamber Face
3. If a new air chamber is installed, insure that cut-off pushrod does

not project too far into clevis. Minimum clearance: clevis centerline
to pushrod end should be 7/8" (22.2 mm).
4. Check clevis pin for cracks and wear.
36
TM 9-2320-312-24-3
Repair / Replacement
Camshaft Bushing/Lining Replacement Brake Model At Cam Head At Brake Adjuster

EB-150L
Routinely replace lower-cost items such as springs, seals,
EB-165D, L, F and
bushings, and heavily-worn but unbroken parts since the
ES-165D, L, F Non-metallic Non-metallic
damage caused, should these components fail, is far in excess ES-150L, D, F
of their cost.
ES-165M, H and
EB-180 Bronze Non-metallic
Camshaft Bushing/Grease Seal Replacement
Installation Specs: Recessed 9/32" Recessed 22/32"
1. Remove air chamber bracket, see Removal / Disassembly - Air
(All except Trailer (7.1mm) from (17.5mm) from
Chamber Bracket Removal. Axle) tube end. rube end.
2. Drive out old bushings and grease seals with a suitable driver.
Trailer Axle Flush with inner recess shoulder
3. Clean and inspect air chamber bracket, see Inspection - Air Spider at each end of spider
Bushings (to allow space for the seals).
Chamber Bracket Inspection.
4. Install new bushings in air chamber bracket (Drive and Steer NOTE: Non-metallic bushings are labeled. Install these
bushings with labeled ends facing each other.
Axles) with a suitable piloted driver. For identification and
installation specifications, refer to Figure 44 and Table 6. Table 7. Camshaft Bushing Installation Specifications
Note: The LMS Low Maintenance Systems uses a bronze bushing at
the cam head (with the exception of the LMS 15 x 4 brakes.)
At Cam Head End, 5. Install new grease seals with a suitable piloted driver so seals
Recess Bushing
9/32" (7.1 mm) are flush with end of air chamber bracket tube. Refer to Figure
45.
CAUTION: Seals must be installed as indicated so that
Brake Adjuster Inspection

Spider / Air Chamber &
! lip side (with spring) of both seals faces toward brake
adjuster end of bracket. Improperly oriented seals may
allow grease to exit camshaft head end of air chamber
bracket and contaminate lining material.
Install Seals Flush

All Brakes, Except Trailer Axles With End of Tube
At Brake
Slack Adjuster
End, Recess
Recess Bushing
Bushing
22/32”
22/32" (17.5
(17.5 mm)
mm)
Lip Side of Both Seals

Must Face
MustToward Brake
Face Toward
Adjuster End of Bracket
Slack Adjuster End of
Bracket
Figure 44. Air Chamber Bracket Bushing Installation Figure 45. Camshaft Bushing Installation
37
TM 9-2320-312-24-3
Repair / Replacement
Lining Replacement
3. Clean shoe with solvent if necessary and wire brush shoe
WARNING: The long-term effects of non-asbestos fibers table. Paint with rust inhibitive paint.
!
have not been determined. Therefore, precautions should be 4. Install lining blocks.
used when handling these materials. NOTE: When installing linings or blocks, make sure they are
See General Information / Lining Material Warning positioned properly to match rivet or bolt patterns. Refer to Figure
46.
NOTE: Reline brakes when inspection indicates replacement is For Riveted Linings: Assemble linings to shoes with rivets
necessary, see Inspection - Shoe, and Lining Inspection. When shown below, installing them in sequence shown in Figure
replacing lining only, make sure shoes are in good condition. For ES-150-6 & 8, ES-165: Dana Part No. 813250.
replacement, use only Dana OEM grade linings or shoe and lining EB/ES-150-4L, EB-165: Dana Part No. 813250.
assemblies. For Bolted Linings: Using machine screws provided in lining

kit (807933), assemble blocks to shoes in sequence shown in
1. Remove shoe and lining assemblies.
the illustration for EB-180 brakes. Torque nuts as specified on
2. Remove lining blocks.
installation note provided within the lining kit. T
• If blocks are riveted, use a suitable riveting mandrel to push out
rivets.
5. Check lining installation by trying to insert a ,006" (.15 mm)
! CAUTION: Drilling out rivets or cutting off upset head with a feeler gage between lining and shoe table along edges. It should
chisel may cause rivet or bolt hole elongation. not be possible to insert feeler gage in this manner anywhere
•If blocks are bolted, remove using suitable tools. Discard along edge with exception of outside ends beyond last row of
bolts. rivets. A larger clearance may exist in these areas.
•Inspect shoe to be sure it can be reused.
Positioning Lining Blocks Lining RIvet (or Bolt) Tightening Sequence

on ES Brake Shoe
ES-165-7 & 8D,L,F Brakes

ES-150-8D,F ES & EB-165-5D, 5L,
6D, 6L Brakes
ES-150-6D
Place Thick
Ends of Blocks
at Shoe Center
ES-165-7H, 7M Only:
Mounting hole patterns at cam and anchor
pin shoe ends are not the same. Match
lining block holes with shoe hole pattern.
EB-165-8D, F, L Brakes
EB-165-7D, F, L Brakes EB-180 Brakes
(Lining Bolted To Shoe)
Figure 46. Lining Rivet (or Bolt) Tightening Sequence

38
TM 9-2320-312-24-3
Installation / Assembly
Spider Installation 3. Reposition dustshield as required to allow a uniform space of

1/8" (3.2 mm) all along parallel mating edges. Refer to Figure 48.
SPECIAL NOTE: For ES/EB-150-4L distinct right-hand and left-
4. Torque attaching screws to proper torque;
hand spider assemblies are used on this brake. Although
see Specifications chart. T
similar in appearance, differences exist in anchor pin and
retaining nut threads - L.H. brake uses L.H. threads and R.H.
brake uses R.H. threads.
Ensure Uniform
1. Verify the available spider is serviceable, see Inspection - 1/8" (3mm) Gap
Spider Inspection.
2. Verify that available spider is correct part number for axle
being serviced.
3. Position spider on axle flange and install attaching bolts and
nuts.
NOTE: Use hardened washer under bolt heads.
4. Sequentially torque nuts according to manufacturer’s
specifications, Refer to Figure 47. T
T
Figure 48. Dustshield Spacing
SPECIAL NOTE: For EB/ES-150-4L, a designed interference fit at

upper dustshield to air chamber bracket area may cause the need
to deform upper dustshield by hand slightly to allow upper
dustshield half to align properly with the lower half. Refer to
Figure 49.
Tighten All
According to
Manufacturer's
Instructions
Lining Replacement
Camshaft Bushing /
Figure 47. Installing Spider Mounting Hardware
Dustshield Installation (Two Piece)
NOTE: On ES-165-7H, M Brakes, the dustshield is installed after

shoes and anchor pins are installed, see Installation / Assembly -
Shoe Installation.
1. Place both dustshield into position against spider. Install all
attaching screws finger tight.
2. Install retaining clip and screws, if applicable.
Figure 49. Designed Interference Fit
39
TM 9-2320-312-24-3
Dustshield Installation (One Piece)
1. Position dustshield against spider and install screws finger tight.

2. Torque attaching screws to proper torque;
see Specifications Chart and Figure 50. T
Figure 50. Attaching Screw Location
40
TM 9-2320-312-24-3
Air Chamber Bracket installation Air Chamber Bracket Installation

EB/ES-150-4L
1. Verify that available air chamber bracket is serviceable, see
Inspection - Air Chamber Bracket Inspection.
1. Verify that available air chamber bracket is serviceable. Refer to
2. On stamped steel spider, orient bracket to align mounting studs
Removal/Disassembly - Air Chamber Bracket Removal.
with holes in bracket.
2. Orient bracket to align stabilizing screw with slot in spider and
3. Position bracket against spider and install lockwashers and
mounting studs with holes in spider.
nuts.
3. Position bracket against spider and install lockwashers and
4. Torque stud nuts to proper torque; see Specifications chart. T barrel (or standard) nuts on mounting bolts. Refer to Figure 51.
5. On cast spider orient bracket to align bracket holes with tapped
NOTE: Two brake shoe hold-down spring designs are used on the
holes in spider.
Model 150 Brakes, see General Information - Parts Nomenclature.
6. Position bracket against spider and install bolts and
! CAUTION: Barrel nuts used in EB-150 brakes must be
lockwashers.
T retained. Failure to reinstall may cause shoe twist, excessive
7. Torque bolts to proper torque; see Specifications chart.
noise or improper brake performance.
8. If air chamber was removed, install chamber and tighten nuts to
correct torque; see Specifications chart. T 4. Torque barrel (or standard) nuts to proper torque, see Specifi-
cations chart. T
5. Install plain washer, lockwasher, and nut on stabilizing screw.
6. Torque nut to proper torque, see Specifications chart. T
T
T
Figure 51. Air Chamber Bracket Mounting Hardware

Spider / Dustshield
Installation
41
TM 9-2320-312-24-3
Camshaft Installation
1. Verify that available camshaft is serviceable and is the correct part

for the application, see Inspection - Camshaft Inspection
Cast Spider. Position
NOTE: Camshaft mounting and related parts vary with Brake Models. CAST
Cam Head Washer
SPIDER Under Cam Head With
Be sure to follow instructions for special parts when installing “CAST SPIDER” Arrow
camshafts. Pointing Toward Center
of Spider.
Note For ES-150-8D & 6D:

CAUTION: Ensure the camshaft being installed is correct for
SPIDER
!
STAMPED position cam head washer
the application. under cam head with
"CAST SPIDER" arrow
pointing away from center
2. To ensure that camshaft being installed is correct for the of spider.
application, rotate camshaft in the direction of air chamber push rod
extension and check that the roller starts to ride up on the convex Stamped Spider. Position
side of the cam head. Refer to Figure 52. STAMPED
Cam Head Washer
SPIDER Under Cam Head With
“STAMPED SPIDER” Arrow
3. Apply a thin film of chassis grease on inside of camshaft bush Pointing Toward Center
of Spider.
and seals, and on spline area of camshaft.
SPIDER
CAST
CAUTION: Do not grease cam head surface. For efficient
!
operation, this surface must remain free of oil, grease or other
contaminants.
Figure 53. Cam Head Washer Installation
4. Carefully slip camshaft into mounting position.
SPECIAL NOTE: For ES-165-5,6,7 DL steer axle brakes using the

SPECIAL NOTE: For ES-165-7M, H,F install flat washer adjacent
horse collar spring retention system, position the cam headwash
to cam head before installing camshaft.
with the “stamped spider” arrow pointing towards the center of the
On ES-165-5/6/7,8D, L Brakes, camshafts use a special washer
spider. The horse collar should be placed over the cam tube first
between the cam head and spider. It is important that this washer
then the ES washer and finally the cam.
be installed correctly. Refer to Figure 53.
ES-165-5,6,7D,L
Rotate Camshaft . . . Roller Should

Toward Pushrod Ride Up on Convex
Extension . . . Side of Cam Head
Figure 52. Camshaft Installation

42
TM 9-2320-312-24-3
SPECIAL NOTE: For ES-1 655,6,7D,L Steer axle brakes using the 5. Install camshaft shim washers and snap ring. Refer to Figure 54.
horse collar spring retention system, position the cam head Check and adjust camshaft axial play (see step 6).
washer with the “stamped spider” arrow pointing towards the NOTE: Camshaft axial play must be checked before camshaft
center of the spider. The horse collar should be placed over the installation is complete. Follow instructions below.
cam tube first, then the ES washer & finally the cam. 6. Mount a suitable dial indicator with plunger referencing end of
cam head. Refer to Figure 55.
Cam Head Washer Installation 7. Pull inboard on brake adjuster end of cam to take up end play.
Brake Adjuster Installation 8. Zero dial indicator
1. Verify that brake adjuster is serviceable, see Inspection - Brake 9. Push outboard on brake adjuster end of cam and note maximum
Adjuster Inspection. reading. If necessary, add or delete camshaft shim washers to obtain
2. Install brake adjuster inner washer on camshaft. Washer is end play between 0.005" - 0.025" (0.13 - .65 mm) with brake adjuster
identified by its 0.060" thickness and larger hole (see figure 54). centered between air chamber bracket and snap ring groove.
1O. Pressure lubricate brake adjuster according to manufacturer’s
Install
Snap Ring instructions. Pressure lubricate air chamber bracket until grease
flows out of brake adjuster end of tube. Refer to Figure 56.
! CAUTION : Grease should not flow out end of tube toward cam
head. If it does, seal is defective and must be replaced.
Thick Washer ! CAUTION: Do not replace existing grease fitting with a

with Large Hole
Here Camshaft pressure relief type. Only standard non-vented fittings are to
Shim Washers
be used with spring loaded lip seals.
Figure 54. Shim Washer and Snap Ring Installation

Lubricate Slack
3. Apply a thin film of chassis grease to brake adjuster splines. Adjuster With
Chassis Grease
4. Install brake adjuster on camshaft in the same position as noted
before removal.
Rotate
Rotate Adjuster
AdjusterNut
Nut
Until
Until Brake
Slack Adjuster
Adjuster isis
Aligned With Clevis
Aligned Clevis Hole
Hole.
Figure 56. Brake Adjuster Lubrication and Adjustment

Move Camshaft. Note
Bracket/Camshaft/Washer
Maximum Deflection
No Less Than 0.005" (0.13 mm)

Installation
No More Than 0.025" (.65 mm)
Figure 55. Brake Adjuster End Play Check
43
TM 9-2320-312-24-3-3
Shoe and Lining Installation
11. Verify that air chamber face-to-clevis centerline dimension is

Model Page Number
correct, see Inspection - Air Chamber Inspection. Ensure that clevis
EB-150-4L 44 lock nut is securely tightened.
EB-165-5D 46 12. While depressing locking sleeve, rotate adjusting nut as require
EB-165-5L 46 until appropriate hole in brake adjuster is aligned with hole in air
Refer to Figure 56.
EB-165-6D 46
13. Install clevis pin and cotter pin.
EB-165-6L 46
EB-165-7D 46
EB-165-7L 46
EB-165-7F 46
EB-165-8D 46
EB-165-8F 46
EB-165-8L 46
EB-180-7R 46
ES-150-4L 44
ES-150-4D 46
ES-150-6D 45
ES-150-8D 45
ES-150-8F 45
ES-165-5D 46
ES-165-5L 46
ES-165-6D 46
ES-165-6L 46
ES-165-7D 46
ES-165-7F 46
ES-165-7H 50
ES-165-7L 46
ES-165-7M 48
Table 8. Shoe Installation Procedure Index
44
TM 9-2320-312-24-3
Shoe and Lining Installation

Hook Spring
An index to the location of shoe installation procedures is provided into Shoe
in Table 7. Locate the brake model under service to identify the Web Hole
location of the appropriate shoe installation procedures.
EB/ES-150-4L
1. Verify that spider, camshaft, air chamber bracket, and brake

adjuster are serviceable and properly installed.
Anchor Pin
Recess
Figure 58. Shoe Retaining Spring Installation
6. Stretch spring to allow positioning of lower shoe web against

anchor pin.
Use Only a
Light Film of 7. Rotate lower shoe into position on spider.
Specified
Grease 8. Hook end of a new shoe return spring in lower shoe web hole.
Using a screwdriver for assistance, stretch shoe return spring to
Roller Recess hook it in upper shoe web hole. Refer to Figure 59.
9. Using a large screwdriver or lever with tip, stretch shoe return
Figure 57. Shoe Web Lubrication spring to allow insertion of a new cam roller on upper shoe web.
10. Install a new cam roller on lower shoe web in same manner.
NOTE: See General Information - Parts Nomenclature for shoe
hold-down spring variations.
Install New
2. Apply a thin film of grease to cam roller and anchor pin recesses Return Spring
of each shoe web. Refer to Figure 57.
! CAUTION: Use only grease conforming to NLGI grade #1,

high-temperature, waterproof.
3. Position upper shoe and lining web on anchor pin and rotate
down. Continue rotation until shoe is held in place by shoe hold-
down spring.
4. Hook one end of a new shoe retaining spring into hole in upper Install
Brake Adjuster/Shoe and
Rollers
Lining Installation
shoe web so coil lays across anchor pin. Refer to Figure 58.
5. Hook opposite end of spring into hole on lower shoe web.
Figure 59. Shoe Return Spring and Roller Installation
45
TM 9-2320-312-24-3
Shoe And Lining Installation

NOTE: The following procedures are divided into sections, identified
With Retainer Springs
by brake model numbers. Installed, Position
Upper and Lower Shoes
Around Anchor Pin
ES-150-8D, F&6D
1. See Inspection & Repair / Replacement to verify that spider
camshaft, bracket, and brake adjuster are serviceable and properly
installed.
2. During shoe installation, lubricate:
• Shoe roller recess - one-piece roller.
CAUTION: Use only grease conforming to NLGI grade #1,
! high-temperature, waterproof.
Do not Lubricate:
• Cam head surface. For efficient operation, this surface must
remain free of oil, grease or other contaminants.
3. Position upper shoe on anchor pin and cam.

Figure 60. Upper and Lower Shoe Positioning
4. Install retaining springs by butting bottom shoe against anchor pin
and top shoe. Install spring hooks in holes on webs. (Be sure hooks
are fully engaged before rotating lower shoe around anchor pin.)
5. Position upper and lower shoes around anchor pin. Refer to Stretch Spring Using
Suitable Tool As Shown
Figure 60.
CAUTION: When the retaining spring passes the anchor pin,

!
the shoes may close very rapidly.
WARNING: The long term effects of non-asbestos fibers, have

! not been determined. Therefore, precautions should be used
6. The shoes may close rapidly when the return spring hook passes
the center of the anchor pin (watch fingers.) Install a new shoe return
spring. On ES-15O-6D install new return springs between spring post
and shoe with spring hooks towards the cam. Refer to Figure 61.
Figure 61. Shoe Return Spring Installation
NOTE: A lever or spring tool may be required to assist in hooking

shoe return spring.
46
TM 9-2320-312-24-3
All EB (except EB-150-4L) and ES-165 5/6/7/8D,F,L

NOTE: The following procedures are divided into sections, With Retainer Springs
Installed, Position
identified by brake model numbers. Upper and Lower Shoes
Around Anchor Pin

installed.
• Shoe roller recess - one-piece roller.
• Roller I.D. - two-piece roller.

!
Do Not Lubricate:
remain free of oil, grease or other contaminants. Figure 62. Upper and Lower Shoe Positioning
3. Hook ends of new retainer springs into holes in both shoe

tables, hooks pointing out.
4. Position upper and lower shoes around anchor pin. Refer to ES-165-D,L,F Only:
Stetch Spring Using Suitable
Figure 62. Tool Positioned as Shown
WARNING: The long term effects of non-asbestos fibers,
! have not been determined. Therefore, precautions should be
used when handling these materials.
5. Install a new shoe return spring. Refer to Figure 63.

NOTE: On ES-165-D, 1, F, a lever may be required to assist in
hooking shoe return spring.
Figure 63. Shoe Return Spring Installation Shoe and Lining

Installation
47
TM 9-2320-312-24-3
Shoe And Lining Installation
6. For ES-165 5/6/7/8D, L, F , ES-150-4D, ES-150-8D, F & 6D only: 8. For ES-165 5/6/7/8D, L, F, ES-150-4D, ES-150-8D, F & 6D only:
Assemble roller retainer on ends of roller as shown in Figure 64. Position assembly in roller recess as shown. Squeeze loops and
swing retainer into position to snap loops into web holes. Refer to
Figure 66. Verify that both retainer loops are engaged in web
holes before proceeding.
Install Retainer
on Roller
Web
Hole
Install Retainer
Loops in Shoe
Web Holes
Figure 64. Roller Retainer Installation

7. Using a lever or large screwdriver, stretch shoe return spring to Figure 66. Retainer Installation
allow insertion of new pin and roller, (or roller and retainer
9. Repeat process on upper shoe.
assembly) on the lower shoe web. Refer to Figure 65.
NOTE: For all EB Models a roller retainer is not used.
NOTE: If drums are oversized, use oversize rollers, see Inspection-
Drum Inspection.
Stretch
Return Spring,
Install Roller
And Retainer
48
TM 9-2320-312-24-3
ES-165-7M
!
have not been determined. Therefore, precautions should be

installed.
• Shoe roller recess.
Position Lower Shoe on Spider and Install
• Anchor pin - light film of grease. Anchor Pin, Washers and Retaining Rings

! Figure 68. Lower Shoe and Anchor Pin Installation
6. Place upper shoe in mounting position on spider, and install upper

Do Not Lubricate:
anchor pin, washers and retaining rings. Refer to Figure 69.
Cam head surface. For efficient operation, this surface must remain
free of oil, grease or other contaminants.
3. After driving out old anchor pin bushings from spider, see
Removal/Disassembly - Shoe Removal, press new anchor pin
bushings in spider, aligning slot in bushing with tapped holes in
spider. Refer to Figure 67.
4. Lubricate anchor pins during installation (see step 2)
Screw Holes
in Spider
Place Upper Shoe on Spider and Install
Anchor Pin, Washers and Retaining Rings
Figure 69. Upper Shoe and Anchor Pin Installation
7. Install cap screws in spider to secure anchor pins. Tighten to

proper torque (see Specifications chart), then lock wire. T
Slot in
Bushing Refer to Figure 70.
Position Bushing
to Align Spider
Screw Hole With
Bushing Slot
Install Cap
Screws and
Figure 67. Anchor Pin Bushing Installation Lockwire
5. Place the lower shoe in mounting position on spider, and

install lower anchor pin, washers and retaining rings. Refer to
Shoe Installation
Figure 68.
Figure 70. Cap Screw Installation
49
TM 9-2320-312-24-3
Shoe Installation
8. Install shoe return spring. Refer to Figure 71.
NOTE: A lever may be required to assist in hooking return spring.
Stretch
Return Spring,
Install Roller
And Retainer
Figure 73. Roller and Retainer Installation

Stretch Spring
Using Suitable
Tool Positioned 11. Position roller and retainer in shoe recess as shown in Figure
As Shown 73. Squeeze loops and swing retainer into position to snap loops
in shoe web holes. Refer to Figure 74. Verify that both retainer
loops are engaged in web holes before proceeding.
12. Repeat process on upper shoe.
NOTE: If drums are oversized, see Inspection - Drum Inspection.
9. Assemble roller retainer on ends of roller as shown below. Refer
to Figure 72.
Install Retainer
on Roller
Web
Hole
Install Retainer
Loops in Shoe
Web Holes
Figure 74. Retainer Installation
13. Install dustshield. Secure with cap screws, Tighten screws to

Figure 72. Roller Retainer Installation
correct torque, see Specifications chart. T
1O. Using a lever or large screwdriver, stretch shoe return spring to

allow installation of new roller and retainer assembly on lower shoe
web. Refer to Figure 73.
50
TM 9-2320-312-24-3
ES-165-7-H
Secure Roller Pin
! have not been determined. Therefore, precautions should be with Groove Pin

See General Information/lining Material Warning
1. See Inspection & Repair / Replacement to verify that spider,

installed.
Figure 75. Groove Pin Installation
• Roller inside diameter.
• Anchor pin-light film of grease.

!
high-temperature, waterproof,
Do Not Lubricate: Screw Holes

in Spider
remain free of oil, grease or other contaminants
NOTE: If rollers were removed, replace with new Dana OEM rollers
and pins
3. Lubricate roller inside diameter (see Step 2), prior to installa-
Slot in
tion. Assemble roller and pin to shoe and secure with groove pin. Bushing
Position Bushing
Stake casting area around groove pin. Refer to Figure 75. to Align Spider
Screw Hole with
4. After driving out old anchor pin bushings from spider, see Bushing Slot
Removal/Disassembly - Shoe Removal, press new anchor pin

bushings in spider, aligning slots in bushing with tappered holes in
Figure 76. Spider Anchor Pin Bushing Installation
spider. Refer to Figure 76.
5. Press anchor pin bushings in brake shoes. Refer to Figure 77.
6. Lubricate anchor pin prior to installation (see Step 2).
7. Place the lower shoe in position on the spider, and install lower
anchor pin, washers and retaining rings. Refer to Figure 78.
Press Bushings
in Shoe
Shoe Installation
Figure 77. Shoe Anchor Pin Bushing Installation
51
TM 9-2320-312-24-3
Shoe Installation
Complete Installation of Upper Shoe
Figure 78. Lower Shoe Positioning Figure 80. Upper Shoe Installation
8. Connect a new return spring to lower shoe. 10. Complete the installation of upper shoe and install anchor pin,
9. Position upper shoe for installation on spider (partially installed washers and retaining rings. Refer to Figure 80.
with shoe end disengaged from cam), then connect return spring to 11. Install cap screws in spider to secure anchor pins. Tighten
upper shoe. Refer to Figure 79. screws to proper torque, see Specifications chart, then
lock wire. Refer to Figure 81. T
Install Cap
Screws in
Spider and
Affix Lockwire
Return
Spring
Position Upper Shoe on Spider,

Connect Return Spring (With Shoe
End Disengaged from Cam) Figure 81. Lower Shoe and Anchor Pin Installation
Figure 79. Upper Shoe Positioning

12. Install dustshield. Secure with cap screws. Tighten screws to
correct torque, see Specifications chart. T
52
TM 9-2320-312-24-3
Specifications
Specification Chart
Fastener Torque Specifications
All EB/ES 165, 150-4D, 150-8D, F & 6D
Fastener Torque
lbs./ft. – lbs./in N.m
Dustshield Retaining Clip Screws 48-60 lbs./ in 5-7 N.m
Dustshield to Spider Screws 150-180 lbs./ in 16.9-20.3 N.m
Air Chamber Bracket to Steel Stamped Spider Nuts 65-85 lbs.-ft. 88-115 N.m
Air Chamber Bracket to Cast Spider Bolts 65-85 lbs.-ft. 88-115 N.m
Air Chamber Mounting Nuts (7/16"-20 Nuts) 35-40 lbs.-ft. 48-54 N.m
Air Chamber Mounting Nuts (5/8"-18 Nuts) 110-115 lbs.-ft. 149-156 N.m
Lining Bolts/Nuts For torque specs., refer to Installation Note in Lining Kit
Anchor Pin Cap Screw (ES-165-7H, 7M) 120-150 lbs./ in 13.6-16.9 N.m
EB/ES-150-4L
Fastener Torque
lbs./ft. – lbs./in N.m
Dustshield Attaching Screws 11-16 lbs./ft. 15-22 N.m
Air Chamber Bracket Nuts 55-65 lbs./ft. 75-88 N.m
Stabilizing Screw Nut 23-27 lbs./ft. 31-37 N.m
Anchor Pin Reinforcement Nuts 35-40 lbs./ft. 47-54 N.m
Anchor Pin Retaining Nut 475-525 lbs./ft. 644-712 N.m
Shoe Hold-Down Spring Screws 6-9 lbs./ft. 8-12 N.m
Key Dimensional Specifications
Minimum Lining Thickness (see Shoe and Lining Inspection)

EB/ES-150-4L 3/16" (4.76mm) or 1/16" (1.59 mm) from rivet heads
EB/ES-165 1/4" (6.4 mm) or 1/16" (4.76 mm) from rivet heads
Camshaft End Play (Axial) .005" - .025" (.13 - .65 mm)
Camshaft Radial Play .035" (.91 mm) maximum
Air Chamber Face to Clevis Pin Centerline (Trailer Axle Brakes) 6-1/2" +⁄– 1/8" (165.10 +⁄– 3.175 mm)
Air Chamber Face to Clevis Pin Centerline (Drive Axle Brakes) 2-5/8" +⁄– 1/16" (66.7 +⁄– 1.59 mm)
Wheel Bearing End Play .001" - .005" (.025-.125 mm)
Air Chamber/Applied & Free Stroke
Maximum
Maximum Desired
Adjustment/Lubrication
Air Chamber Size Applied Stroke Free Stroke

Wheel Bearing
30" (762.0 mm) 2” (50.8 mm) 3/8” to 5/8”

30" (762.0 mm) Long Stroke 2.5" (63.5 mm)
53
TM 9-2320-312-24-3
The Roadranger® System is an unbeatable combination of the

best products from Eaton and Dana, partnering to provide you
the most advanced, most trouble-free drivetrain in the industry.
And it's backed by the Roadrangers -- the most experienced,
most expert, most accessible drivetrain consultants in the
business.
For spec'ing or service assistance,call 1-800-826-HELP (4357),

24 hours a day, 7 days a week, (Mexico: 8-332-1515) for more
time on the road. Or visit our web site at http://roadranger.com.
National Institute for
BRSM-0033
07/00 POD
Printed in U.S.A.
Copyright Dana Corporation, 2001. DANA CORPORATION hereby

grants its customers, vendors, or distributors permission to freely
copy, reproduce and/or distribute this document in printed format.
THIS INFORMATION IS NOT INTENDED FOR SALE OR RE-SALE,
AND THIS NOTICE MUST REMAIN ON ALL COPIES.
TM 9-2320-312-24-3
Spicer Speciality Axle Division - Technical Publications
PARTS AND SERVICE MANUAL FOR DRIVE AXLE TYPE D90 - 14 - 2S
WITH SPICER ® S CAM BRAKES
CUSTOMER CRANE CARRIER
REAR AXLE TYPE D90 - 14 - 2S

AXLE ASSEMBLY NO. 34257/1903
REF. DRAWING Nos.
HUB R9481C
BRAKE R8270
DIFF. R3305A, R3305B
INSTL. R2237E
Compiled by Philip Sykes

Manual No.1927 Issue A April 2001
TM 9-2320-312-24
9-2320-312-24-3
The description, testing procedures, and specifications contained in this

parts / service publication were current at time of printing. This manual will not be
updated. If in doubt about any aspect of maintenance or servicing of the axle
please contact the vehicle builder or our service department direct.
Spicer Speciality Axle Division reserves the right to discontinue or modify its
procedures and to change specifications at any time without notice and without
incurring obligation.
The recommendations of the vehicle manufacturer should be considered as the

primary source of service information regarding this SPICER ® product.
This manual is intended to be used as a supplement to such information.
Any references to brand names in this publication is made simply as an example of

the types of tools and materials recommended for use and, as such, should not be
considered as an endorsement. Equivalents, if available, may be used.
Page No.2 Manual No. 1927 Issue A

TM 9-2320-312-24-3
MANUAL ISSUE SHEET
Page No. Issue Description / Alteration Reason Date
All A New Manual April 2001
Note :- Alteration positions are marked on individual pages with lines either side of margins
Manual No. 1927 Issue A Page No.3

TM 9-2320-312-24-3
MANUAL CONTENTS
SECTION A LUBRICATION
Page No.
Front page A1
Lubrication and routine maintenance of drive axle type D90 - 14 - 2S A2 & A3
Care of wheels and mounting faces A4
SECTION B SERVICE INSTRUCTIONS FOR REAR TYPE 2S HUB REDUCTION UNIT

WITH SPICER ® S CAM BRAKE
Front page B1
Description B2
Routine maintenance B2
Special tools B2
Section 1 Draining the oil B2
Section 2 Dismantling planet carrier unit B3
Section 3 Removal and dismantling hub & annulus units B4
Section 4 Removal of complete brake unit B5
Section 5 Brake shoe removal B5
Section 6 Pivot pin removal B6
Section 7 Dismantling brake shoe lined assembly B6
Section 8 Dismantling brake bracket and camshaft assembly B7
Section 9 Brake bracket and cam re-assembly B8
Section 10 Re-building brake shoe lined assembly B9 & B10
Section 11 Assembly of brake shoes to brake bracket B10
Section 12 Final assembly of brake B11
Section 13 Hub and annulus re-assembly B12 & B13
Section 14 Setting hub bearings B14
Section 15 Initial preparation to assemble planet carrier unit B14
Section 16 Re-assembly of planet carrier unit B15
Section 17 Final assembly B16
Tightening torque table B17
Stud fitting / setting procedures B18
Parts identification / spares lists B19 & B20
Illustration of type 2S hub reduction unit (H22)
SECTION C SERVICE INSTRUCTIONS FOR TYPE D90 DRIVE HEAD UNIT
Front page C1
Description C2
Introduction C2
Routine maintenance C2
Section 1 Preparation for overhaul C3
Section 2 Removal of complete drive head unit C3
Section 3 Dismantling differential unit C3
Section 4 Dismantling spiral bevel pinion unit C4
Inspection C4
Tooling list C4
Section 5 Spiral bevel pinion sub-assembly C5 & C6
Section 6 Setting pinion depth C7
Section 7 Main differential assembly C8
Section 8 Setting crownwheel and pinion backlash C8
Section 9 Gear identification C9
Section 10 Checking crownwheel and pinion mesh C9 to C12
Section 11 Assembling drive head into casing C13
Section 12 Final assembly C13
Tightening torque table for type D90 drive head unit C14
Stud fitting / setting procedures C15
Parts identification/ spares list for type D90 drive head unit C16 & C17
Notes C18
Illustration for type D90 drive head unit (DH43)
Page No.4 Manual No. 1927 Issue A

TM 9-2320-312-24-3
LUBRICATION INSTRUCTIONS FOR DRIVE AXLES TYPE D90 - 14 - 2S
WITH SPICER ® S CAM BRAKES
MANUAL SECTION A
Manual No. 1927 Issue A Page No.A1

TM 9-2320-312-24-3
LUBRICATION AND MAINTENANCE OF TYPE D90 - 14 - 2S DRIVE AXLE
Note :- New and reconditioned axles leaving SPICER ® are charged with grease, where
applicable, but ARE NOT filled with oil
SECTION 1 LUBRICATION
1.1.1 Oil Change Period
With new units drain and refill after 100 hrs or first month whilst the axle is still warm after a short run,
then at intervals of 1000 hrs or 6 months whichever is shortest.
Oil flows freely through hubs and drive head. When filling, top up each hub followed by drive head.
Note :- Always check final oil level at drive head.
1.1.2 Oil Level
Check oil levels monthly or every 250 hrs whichever is shorter and top up when level falls 1" below
maximum oil level.
Approximate capacities
Each hub....3.5 pints (2 litres).
Drive head 34 pints (19.4 litres).
Recommended oil is high quality EP mineral oil to GL5 class Mil - L - 2105D.
1.1.3 Lubricant Requirements
Spiral Bevel - Hypoid

Ambient Temperature Range
and Spur Reduction
Above 30°C SAE 140 85W / 140
From 30°C to minus 10°C SAE 90 80W / 90
From minus 10°C to minus 25°C SAE 80W 80W / 90
From minus 25°C to minus 40°C SAE 75 75W
1.1.4 Grease Requirements
Brake cam bushes Grease every month or 250 hours

Slack adjuster
Recommended grease Lithium base roller bearing grease

NLGI - No.2
1.1.5 Recommended Greases
To chart "F" in Lubrication Manual.
Page No.A2 Manual No. 1927 Issue A

TM 9-2320-312-24-3
SECTION 2 ROUTINE MAINTENANCE
At first vehicle service, then every 1000 hrs or 6 months, whichever is soonest, check the following :-
2.2.1 Hub end float, see section no. 14, page B14.
2.2.2 Check planet pin bearing surfaces for signs of wear or pitting, renewing pins if damage is evident.
2.2.3 Check planet and sun gears for signs of wear or pitting, renewing if damage is evident.
2.2.4 Brake adjustment see section no. 17, page B16.
2.2.5 General condition of nuts and bolts and casing
2.2.6 Joints / oil seals for signs of leakage.
2.2.7 Re-line brake shoes when brake linings wear down to 5/16" (8mm) thickness, measured at centre of
brake shoe, see section 10, page B9 for shoe removal.
2.2.8 Replace brake pivot pin lockscrews (70 - H22) at each brake overhaul.
Note :- Spicer Speciality Axles recommend that brake springs are replaced whenever brakes
are re-lined.
Manufacturers of crimped metal or nylon ring locknuts recommend that they are
replaced after being re-used one time.
2.2.9 Drive head coupling flange for wear / damage.

2.2.10 Drive head pinion oil seals for leaks.
2.2.11 Breathers for signs of leakage or dirt ingress.
2.2.12 Tighness of all nuts, bolts and studs.
Adjust and replace as necessary.
Manual No. 1927 Issue A Page No.A3

TM 9-2320-312-24-3
SECTION 3 CARE OF WHEELS AND FIXING FACES (ALL AXLES WITH SPIGOT FIXING)
At approximately 100 miles after fitting wheels, wheel nut torque should be checked with wheel ends in
" cold " condition ( ie not after prolonged braking.).
If any relaxation of original torque of 475 / 525 lbs.ft (644 / 712Nm.) has occured, re-tighten.
Relaxation of initial torque may occur because of " Bedding Down" of hub / brake drum and wheel
surfaces.
Note :- Tightening should NOT be done immediately after prolonged braking i.e when
wheel ends are hot. A relaxation of wheel nut torque does occur when wheel end is
hot but as it cools down torque should revert back to original setting. Re-tightening
when hot will produce a higher torque reading when cold.
Although this single re-tightening after first 100 miles should be sufficient to ensure wheels stay tight,
extra checks are recommended within at least the first 1000 miles to check that wheel assembly is
stable and that no further relaxation is occuring.
3.1 Care of wheels :-
Check for CRACKS in wheels, especially around the fixing holes, and in studs, nuts and washers.
If in doubt RENEW .
DO NOT simply re-tighten very loose wheel fixings or wheels which are continualy becoming loose.
Find out why they are loose and whether any damage has been caused.
Use TRAINED personnel and keep RECORDS of all attention to wheels and fixings, including which
parts were renewed and when.
Note :- Further details are given in the British Standard Code of Practice for the selection and
care of tyres and wheels for commercial vehicles :-
BS AU50 : Part 2 : Section 7A : 1995.
3.2 PROTECTION OF SPIGOT WHEEL FIXING DIAMETERS AND PRESSURE SURFACES.
Although Kirkstall Speciality Axles Division apply an initial surface coating to wheel rim mating faces
on brake drum and spigot to stop rusting and facilitate easy removal of wheels and brake drums. The
application of P.B.C. grease such as 'Rocol Tufgear' or equivalent to brake drum and wheel register is
recommended.
Note :- The above P.B.C. grease is available from Rocol Ltd., Rocol House, Wakefield Road,
Swillington, Leeds, UK. Phone (0113) 2322600. Fax (0113) 2322740.
Page No.A4 Manual No. 1927 Issue A

TM 9-2320-312-24-3
MAINTENANCE AND SERVICE INSTRUCTIONS FOR REAR TYPE 2S HUB
REDUCTION UNIT WITH SPICER ® S CAM BRAKE
ILLUSTRATION No.H22
MANUAL SECTION B
Manual No. 1927 Issue A Page No.B1

TM 9-2320-312-24-3
TYPE 2S HUB REDUCTION UNIT
DESCRIPTION
The hub gears are driven by a floating sun pinion splined to the drive shaft. The pinion mates with three
planet wheels mounted on a robust carrier which is bolted onto the wheel hub (24).
The annulus is a two piece variety and is splined onto axle arm (65). It also serves to support the outer
hub bearing (23 & 23A). The hubs are fully floating, running on generous sized taper roller bearings
which are secured and adjusted by means of a special split nut (85) with pinch bolt arrangement.
Brakes can be of Kirkstall or proprietary manufacture which can be serviced without disturbing the hub.
Brake drums are of special alloy cast Iron, carried on the outside of hub flanges.
TOOLING LIST
Magnetic dial indicator

3 off 1/2 " x 1 1/2 " extractor bolts
E316 brake cam bush-bumper
E317 outer bearing cup bumper
E320 brake shoe bush bumper
E421 oil seal wear sleeve bumper
E399 hub nut spanner
Viton 'O' rings and seals (flouro-elastomers) - safety hazards.
It has been brought to our attention that 'Viton' material used in manufacture of oil seals and 'O' rings,
produces a highly corrosive acid (hydroflouric) when subjected to temperatures above 315° C.
Resulting contamination can have extreme consequenses on human tissue since it is almost impossible
to remove after contact.
We therefore recommend the following procedure when it is necessary to inspect any equipment that
has been subjected to a high temperature i.e. fire.
a) Visually inspect for any gaskets or seals which have suffered from heat; they will appear
black and sticky.
b) If this is affirmed :- Do Not Touch.
c) Make enquiries to ascertain material composition.
Any flouro-elastomer (Viton, Flourel or Tecmoflon) should be considered dangerous but
natural rubber and nitrile are non-hazardous.
d) If flouroelastomer seals have been used, then affected area MUST be decontaminated
before undertaking further work.
e) Disposable heavy duty gloves (neoprene) MUST be worn and affected area
decontaminated by washing thoroughly with limewater (calcium hydroxide solution).
f) Any cloths, residue and gloves used MUST be safely discarded after use.
Note:- Burning of discarded items is NOT RECOMMENDED, except in an approved

incineration process where gaseous products are treated by alkaline scrubbing.
Page No.B2 Manual No. 1927 Issue A

TM 9-2320-312-24-3
MAJOR OVERHAUL INSTRUCTIONS FOR TYPE 2S HUB REDUCTION UNIT
SEQUENCE OF OPERATIONS TO DISMANTLE HUB REDUCTION UNIT
AND BRAKE ASSEMBLY ON VEHICLE
Note :- On dismantling, clean all parts in paraffin or other suitable agent and place on a clean
work surface
SECTION 1 DRAINING THE OIL
1.1 Before attempting to remove road wheels, drive vehicle onto a level solid concrete floor preferably after
a short run to warm oil.
1.2 Chock the appropriate wheels.
1.3 Whilst road wheels are still on ground, back off wheel nuts (2) of each wheel slightly.
1.4 Raise axle and support with suitable axle stands.
1.5 Back off the brakes.
1.6 Remove wheel nuts (2)and cones (25A) pull off road wheels. (care must be taken during this
operation).
1.7 Place a suitable drip tray under hubs (approx 3.5 pints - 2 litres) and drive head (34 pints - 19.4 litres).
1.8 Remove planet carrier level plug (91) and drain plug with washer (93 & 5) to drain hub.
1.9 Remove filler and drain plugs (31 & 33 - DH43) from axle casing to drain oil from drive head.
Inspection
Inspect all dismantled parts for wear and / or damage, replacing where required, paying particular
attention to check for scoring on the planet pin (12), pitting on needle roller bearings (7 &10) excessive
scoring and wear on planet wheels (9).
SECTION 2 DISMANTLING PLANET CARRIER UNIT
2.1 Remove planet carrier nuts and washers (4 & 5).

2.2 Screw two 1/2" UNF extractor bolts into tapped holes provided in planet carrier flange (90) and tighten
evenly to extract planet carrier assembly from hub.
2.3 Remove and discard planet carrier 'O' ring (80).
2.4 Inspect planet carrier dowels (89) for signs of wear and/or damage and if replacement is necessary,
drive out towards the inboard side, using a suitable drift.
2.5 Unscrew one of planet pin setscrews (3) and remove along with planet pin collar and 'O' ring (94 & 92)
then discard 'O' ring (92).
2.6 Using a soft metal drift, drive out planet pin (12) inwards to remove.
Care must be taken not to damage setscrew hole threads.
2.7 Carefully lift planet wheel (9) out through opening in planet carrier (90) taking care not to lose any of
needle rollers (7 & 10) in planet bore.
2.8 Remove needle rollers and spacers (7, 8 &10) from planet wheel bore.
2.9 Remove planet wheel thrust washers (6 & 11) from planet carrier (90).
2.10 Repeat above operations for other planet wheel assemblies.

TM 9-2320-312-24-3
SECTION 3 REMOVAL AND DISMANTLING HUB / ANNULUS UNITS.
3.1 Back off brake adjustment, then remove brake drum retaining setscrew (95).
3.2 Insert two 1/2" UNF extractor bolts into tapped holes provided in brake drum (1) and tighten evenly to
draw the drum from its register on hub extension (17).
3.3 Pull brake drum (1) from hub extension with the aid of a sling
(approx. weight of brake drum - 105lbs. - 48kg.).
3.4 Remove hub extension retaining bolt nut and bolt (79 & 82) then pull hub extension (17) off hub (24)
and wheel studs (25). Remove and discard 'O' ring (80).
3.5 Pull the driving shaft assembly from its position in axle arm (65) then remove circlip (86) , sun gear (13)
and thrust button (67) from end of shaft.
3.6 Lift off sun gear thrust washer (14) from end of axle arm (65).
3.7 Loosen hub nut pinch bolt (15) then, with service tool no. E399, remove hub bearing nut (85) complete
with pinch bolt and nut (15 & 84). Remove pinch bolt and nut from bearing nut.
3.8 Using a suitable pulling tool which utilises the three tapped holes provided in annulus carrier (20), draw
annulus assembly, complete with outer hub bearing cone (23A) from axle stub (65).
3.9 To separate annulus gear (18) from annulus carrier (20), remove annulus carrier nuts and
washers (22 & 21) then split gear from carrier taking care not to lose location dowels (81).
Inspect annulus carrier studs for misalignment / damage and remove for replacement if required.
3.10 The hub outer bearing cone (23A) can be drifted from annulus carrier (20) using holes provided in
carrier.
3.11 Pull hub (24), complete with outer bearing cup (23), oil seal (76), inner bearing (78 & 78A) and wheel
studs (25). Remove and discard oil seal (76) , lift out inner bearing cone (78A) then drift bearing
cups (23 & 78) from hub bore (24).
3.12 Remove any loose, damaged or misaligned wheel studs for replacement if required.
3.13 Inspect hub oil seal wear sleeve (77) for damage and carefully remove from axle arm (65) for
replacement if required.
3.14 Likewise inspect hub oil collector assembly (75)and remove if necessary.
INSPECTION
After carefully cleaning the various parts, they should be inspected for wear and renewed where
necessary.
Oil seals, thrust washers and joints should be renewed whenever they have been removed.
A light coating of clean gear oil should be given to all parts (except brake shoe assemblies and brake
drums) before reassembly.

TM 9-2320-312-24-3
SECTION 4 REMOVAL OF COMPLETE BRAKE ASSEMBLY
The removal of brake assembly can be done without the need to completely dismantle brake.
4.1 Disconnect brake cylinder push rod from slack adjuster (52) by removing split pin from clevis then
remove clevis.
4.2 Using circlip pliers, remove brake cam circlip (55).
4.3 Remove end washer and spring (54 & 53)
4.4 Using a hide faced mallet tap slack adjuster (52) off brake cam shaft (28).
4.5 Using hide faced mallet, knock splined end of brake cam shaft (28) towards the outboard side of axle to
release brake cam from between brake shoe rollers (45) thus enabling it to be pulled out of the
assembly along with brake cam washer (31).
4.6 Remove brake cam washer (31) from brake cam shaft (28).
4.7 Remove brake backplate nuts (58) and bolts (69). Suitable lifting gear may be required to remove the
assembly and place on bench.
MAINTENANCE AND OVERHAUL INSTRUCTIONS FOR 15 1/2 " 'S' CAM REAR BRAKE
SECTION 5 BRAKE SHOE REMOVAL
Note :- Operations in this section can be carried out with the hub assembly in place
5.1 Chock the appropriate wheels.

5.2 Whilst road wheels are still on ground, loosen wheel nuts (2) slightly.
5.3 Jack up vehicle and remove road wheel nuts and road wheels.
5.4 Back off brake adjustment.
5.5 Remove brake drum retaining screw (95).
5.6 Support brake drum (1). (approx weight 105 lbs - 48 kg), with lifting /handling gear.
5.7 Insert two 1/2 ' UNF x 1 1/2 " extractor bolts in tapped holes provided in brake drum and tighten to draw
brake drum from hub.
5.8 Clean inner face of brake drum (1) with a clean damp cloth.

TM 9-2320-312-24-3
SECTION 6 PIVOT PIN (72) REMOVAL
6.1 Cut, remove and discard lockwire securing two of four brake shoe pivot bush setscrews (74).
See fig. no. 1.
TP39
item 70
item 61
item 34
item 64
item 72
● ●
●
●
item 74
●
item 73
Fig. No. 1.
6.2 Remove brake shoe pivot bush setscrews (74) and washers (73) from one end of brake shoe pivot
pins (72).
6.3 Repeat operations 6.1 and 6.2 for other brake shoe pivot bush setscrews and washers (74 & 73) on
other end of brake shoe pivot pins (72).
6.4 Cut, remove and discard lockwire securing brake shoe pivot pin lockscrews (70).
6.5 Remove brake shoe pivot pin lockscrews (70).
6.6 Using a soft metal drift, drive out in turn two brake shoe pivot pins (72). Care must be taken during this
operation so not to damage pivot pin setscrew hole thread in end of pivot pin.
6.7 The removal of brake shoe pivot pins (72) reduces brake shoe return spring (71) pressure on brake
shoe assemblies, enabling brake shoe return springs (71) to be unhooked from their anchor
pins (26 & 30).
6.8 The brake shoe assemblies can now be lifted from brake bracket (34).
SECTION 7 DISMANTLING THE BRAKE SHOE LINED ASSEMBLY
7.1 Inspect brake linings (63) for wear / damage. Minimum allowable thickness of liner (63) is 5/16 " (8mm)
measured at centre of brake shoe.
7.2 If new linings are required, drill out using a 1/4 " dia. twist drill and discard brake shoe rivets (62).
7.3 Inspect brake shoe bushes (61) for wear / damage and using service tool E320 or other suitable
bumper, knock out for replacement if required.
7.4 Pull out brake shoe roller pin split pin (44).
7.5 Using a soft metal drift, knock out brake shoe roller pin (60) thus releasing brake shoe roller (45).
Inspect both roller and pin for wear / damage and replace if required.
7.6 Remove brake shoe anchor pin split pin (27) and pull out brake shoe anchor pin (26).
7.7 Repeat operations 7.1 to 7.6 for other brake shoe assembly.

TM 9-2320-312-24-3
SECTION 8 DISMANTLING BRAKE BRACKET AND CAMSHAFT ASSEMBLY
Note :- The hub assembly must be removed from axle before starting this section.
8.1 Disconnect air chamber from slack adjuster (52).

8.2 Remove brake cam circlip (55) and pull off liner washer and spring (54 & 53).
8.3 Slack adjuster (52) can now be tapped from its position on brake camshaft splines (28) using a hide
faced mallet.
8.4 Pull brake camshaft 28) from brake bracket (34).
8.5 Remove cam head washer (31) from brake camshaft (28).
8.6 Remove and discard cam head 'O' ring and oil seal (32 & 40) from brake bracket (34).
8.7 Inspect brake cam bush (37) for signs of wear/corrosion and, if replacement is required knock out brake
bracket (34) using service tool E361 or other suitable bumper tool.
8.8 Remove brake cam bracket nuts and washers (50 & 51), then pull brake cam bracket (48) from axle
casing (65).
8.9 Remove brake cam bracket lubricator (49).
8.10 Using a soft metal drift, drive bush (47) and oil seal (46) out of brake cam bracket (48).
8.11 Check condition of brake bracket anchor pins (30) and washers (33) for damage and excessive
corrosion and remove for replacement if required.
8.12 If for any reason, brake bracket (34) needs to be removed, remove brake bracket nuts (58) from brake
bracket bolts (69) and knock brake bracket (34) from its register on axle arm (65).
Inspection
After carefully cleaning the various parts, they should be inspected for wear and renewed if necessary.

TM 9-2320-312-24-3
SECTION 9 BRAKE BRACKET AND CAM RE-ASSEMBLY
9.1 If brake cam bracket (48) has been removed, fit a new brake cam bracket bush (47) into bore using
service tool no. E316, taking care to line up lubrication holes in bush (47) and bracket boss, followed by
oil seal (46) with spring loaded lip facing outwards.
9.2 Fit a new brake cam lubricator (49) into brake cam bracket (48) if required.
9.3 Locate brake cam bracket (48) on its studs and washers (57 & 56) then secure in position with
washers (51) and nuts (50). Tighten nuts to 72 / 80 lbs ft. (98 / 108Nm.).
9.4 Using service tool no. E316, drive brake cam bush (37) into position in brake bracket boss (34), making
sure that lubrication holes in bush and brake bracket boss line up.
9.5 Fit brake cam oil seal (40) into brake bracket boss (34) with spring loaded lip facing outwards.
9.6 Fit brake bracket (34) onto axle arm (65). Secure brake bracket (34) with brake bracket bolts and
nuts (69 & 58) then tighten nuts to 95 / 115 lbs ft. (129 / 156Nm.).
9.7 Re-fit brake anchor pins and washers (30 & 33).
9.8 Re-fit brake bracket lubricator extension (38) and lubricator (39) into brake bracket (34).
9.9 Smear inside of cam bushes (37 & 47) with grease (Shell Retinax 'LX2' or equivalent) ensuring all
indentations are full. See fig. no.2.
9.10 Place cam head washer and cam head 'O' ring (31 & 32) in position on brake camshaft (28).
9.11 Slide the assembly into position through brake bracket and brake cam bracket (34 & 48).
TP 276
Smear cam bushes

with grease on
assembly
Ensure holes in
bushes line up
with lubricator holes
Position oil seal

with lip facing
outwards as shown
Fig. No. 2

TM 9-2320-312-24-3
SECTION 10 REBUILDING BRAKE SHOE LINED ASSEMBLY
10.1 Using service tool no. E320, or other suitable bumper tool, fit brake shoe bushes (61) into one of brake
shoes (64) flush with inner faces of lugs.
10.2 Repeat operation 10.1 for other brake shoe (64).
10.3 If new liners (63) are to be fitted, proceed as follows :-
a) Place brake shoe (64) outer face uppermost, on bench.
b) Position first liner (63) on shoe and locate in place by fitting rivets (62), in centre of holes
(4 off). Then fit rivets (62) into outer lines of holes (8 off). Repeat for second liner half
(63).
c) Tap rivets (62) fully home using a suitable drift and hammer.
d) Turn brake shoe (64) onto its side and check amount of rivet (62) protrusion from inner
curved face of brake shoe. Correct protrusion 'P' is between 3 & 7.5mm - see fig. no.3.
Note:- If any holes are fitted with rivets (62) and they protrude MORE THAN
7.5mm, then either brake shoe and / or liner (64 & 63) are defective and must be
replaced.
When all rivets protrude correct amount, insert a thin screwdriver or steel rod into end
of each rivet (62) in turn and lever sideways to slightly deform the end of rivet.
This retains rivets in position during the final peening operation.
e) Place assembled shoe, liners underneath, on riveting machine or suitable hand

equipment (see fig. no. 4) and peen over rivets to secure liners (63) to brake shoe (64).
Note :- Due to limited access, centre rivets will have to be peened using hand peening
equipment.
f) After riveting, check brake shoe to liner clearance, using feeler gauges.
Permissable clearance is 0.000 " to 0.004" (0.0 to 0.102 mm).
TP37
TP36 Punch
Brake liner
● ●
'P'
●
● Rivet
Rivet Brake shoe

Brake shoe
Dimn. 'P' is between ●
●
Brake liner
3mm & 5mm
●
Fig No. 3 Anvil

●
Fig. No. 4

TM 9-2320-312-24-3
SECTION 10 REBUILDING BRAKE SHOE LINED ASSEMBLY Cont.
10.4 Smear bore of a brake shoe roller (45) also roller pin holes in brake shoes (64) with grease
(BP Energrease AS11 or equivalent). Locate roller (45) in position, fit brake shoe roller
pin (60) so that headed portion will be towards brake bracket (34) when fitted. Secure in place with
brake shoe roller pin split pin (44). Splay pin (44) to approx 30° as shown in fig. no. 5 to avoid fracture
of leg.
TP 38
● Item 45
30°
● Item 60
●
Item 64
● Item 44
Fig. No.5
10.5 Repeat operation 10.4 for other brake shoe assembly.

SECTION 11 ASSEMBLY OF BRAKE SHOES TO BRAKE BRACKET See fig.no. 6
11.1 Wipe clean inner surfaces of brake shoe bushes (61) and smear with BP Energrease AS11 or
equivalent grease. Ensure all indentations are full.
11.2 Fit brake shoe to brake bracket as follows:-
a) Slide one of brake shoe pivot bush setscrew washers (73) onto a brake shoe pivot bush
setscrews (74), then screw into end of a brake shoe pivot pin (72), finger tight.
b) Smear pivot pin bore in brake bracket (34) with BP Energrease AS11 or equivalent
grease.
c) Position first brake shoe (64) on brake bracket (34). Insert partially assembled pivot pin
into pivot pin hole either side of brake shoe passing through brake bracket and into other
bushed hole as shown.
d) Using a pivot pin setscrew (74), rotate pivot pin until countersunk hole in pivot pin is in
line with threaded hole on brake bracket (34).
e) Screw brake shoe pivot pin lockscrew (70) into threaded hole in brake bracket (34) to
locate in countersunk hole in pivot pin (72), thus locking pivot pin, then tighten
lockscrew (70) to 46 / 50lbs.ft. (62 / 68Nm.).
Note :- Care must be taken during this operation as misalignment can cause brake
drum obstruction.
f) Fit second brake shoe pivot pin setscrew and washer (74 & 73) into other end of pivot
pin (72) and tighten to lock in position.
g) Repeat above operations for other brake shoe assembly.
11.3 When both brake shoe assemblies are fitted, secure lockscrews (70) and pivot pin setscrews (74) with
18SWG (1.25 mm) lockwire as shown.
TP39 TP40
70
34 61
64
72
● ●
●
● 74
● 73
Cross section through dry pivot pin assembly

showing bush arrangement also lockscrew
Dry pivot pin being fully located in countersunk hole
Fig No.6

TM 9-2320-312-24-3
SECTION 12 FINAL ASSEMBLY OF BRAKE
12.1 Seat brake shoe rollers (45) in position on brake cam (28) so that they lie in the depressions.
See fig.no.7. This ensures that cam is in its correct operating position.
TP 41
Fig. No.7
12.2 Smear anchor pin (26) with BP Energrease AS11 grease or equivalent, fit anchor pin split pin (27) and
push assembly into position in brake shoe (64 or 29).
12.3 Hook brake shoe return spring (71) onto brake shoe anchor pin (30) then expand with a spring bar or
1
/2 " blade screwdriver to position on to brake shoe anchor pin (26)
12.4 Repeat operations 12.2 and 12.3 to fit other brake shoe return spring (71) to its brake shoe
(29 or 64).
12.5 Fit slack adjuster (52) as follows :-
a) Check that brake chamber push rod is in its fully released position.
b) Smear brake camshaft and slack adjuster splines (28 & 52) with BP Keenomax L2 or
equivalent grease (see fig.no.8), then fit slack adjuster (52) onto brake camshaft splines
in its original marked position.
TP 277
Smear camshaft & slack adjuster splines with

BP Keenomax L2 or equivalent
prior to assembly
Fig. No.8
c) Screw clevis onto brake chamber push rod into its original marked position then secure
with locknut.
d) Fit clevis pin and secure in position with split pin.
h) Fit cam end spring (53). followed by end washer (54) onto camshaft (28).

TM 9-2320-312-24-3
SEQUENCE OF OPERATIONS TO BUILD HUB REDUCTION UNIT ONTO AXLE ARM
(BRAKE ASSEMBLY WILL BE IN SITU)
SECTION 13 HUB AND ANNULUS RE-ASSEMBLY
13.1 Apply a bead of Loctite no.275 plastic sealant to oil collector and wear sleeve mounting
diameter (75 & 77) on axle arm (65) then fit oil collector assembly followed by wear sleeve (75 & 77),
the oil collector drain tube fitted at bottom dead centre.
13.2 Fit inner and outer bearing cups (78 & 23) into hub bore (24).
13.3 Charge hub inner bearing cone (78A) with grease (Shell ‘Retinax LX2’ or equivalent) using a bearing
packer or by manually kneading grease between rollers, race and cage then place onto its cup (78).
13.4 Fit hub oil seal (76) as follows :-
Note :- Before fitting hub oil seal, wipe hub bore (24) clean, also outside diameter of seal.
a) Smear a thin coating of Loctite 515 sealant in hub bore.
b) Fit hub oil seal (76) into hub (24) using suitable tool as shown in fig. no.9.
TP90
Fitting of oil seal

Fig. No. 9
13.5 Apply Loctite no. 275 sealant to metal end thread of annulus studs (19) and fit into annulus gear (18).
Tightening as indicated in stud fitting / setting procedures on page Bxx.
13.6 Fit dowel pins (81) and assemble annulus carrier and annulus gear (20 & 18) together , securing with
washers and nuts (21 & 22).
13.7 Charge hub outer bearing cone (23A) with grease (Shell ‘Retinax LX2’ or equivalent) using a bearing
packer or by manually kneading grease between rollers, race and cage then fit onto annulus carrier
arm (20).
13.8 Lightly grease hub 'O' ring (80), then fit into its groove in hub outside diameter (24).
Note :- If 'O' ring is twisted after it has been fitted, it can be straightened using a flat tool, say
1
/2" X 1/16" X 6" long piece of steel rounded at one end and deburred which is inserted
under 'O' ring and rotated around hub three or four times as indicated in fig. no.10.
TP278
Revolve tool
3 or 4 times around hub
Method of untwisting 'O' ring (80)

Fig. No. 10

TM 9-2320-312-24-3
SECTION 13 HUB AND ANNULUS RE-ASSEMBLY Cont.
13.9 Lightly oil hub inner bearing (23/23A), then ease hub onto axle arm (65) such that hub bearing slides
onto its location diameter, also seal (77) is felt to contact its location diameter.
Note :- Throughout this operation the hub MUST be supported so as not to be left 'hanging' at
any point.
13.10 With hub held in place by an assistant or suitably held in a sling, then lightly oil hub outer bearing
cone (78A), and offer annulus assembly to axle arm (65). See fig. no. 11.
TP91
Hub held in place - offering up annulus

Fig No. 11
13.11 Fit axle tube nut pinch bolt and nut (15 & 84) onto axle tube nut (85). Tighten pinch bolt finger tight.
13.12 Fit axle tube nut assembly onto axle arm (65), with service tool no. E399 and tighten nut hard.

TM 9-2320-312-24-3
SECTION 14 SETTING HUB BEARINGS
14.1 Adjust hub 'End Float' as follows :-
Rotate hub, and using a rawhide mallet, knock hub backwards and forwards along axle arm to shock
load and thus settle bearings into position.
Note :- It is important to rotate and shock load the hub because :-

a) Rotation serves to ensure that bearings settle in their correct tracks.
b) Shock load serves to ensure that bearings are seated correctly up to their shoulder
abutments.
14.2 Check tightness of axle tube nut (85) and, if loose, retighten hard. Rotate and shock load hub again.
14.3 Continue this procedure until axle tube nut (85) cannot be tightened further after rotating and shock
loading hub.
14.4 Back off axle tube nut (85) by approx 1/16 " (20°) of a turn, then rotate and knock hub outwards along axle
arm to release bearings.
14.5 Tighten axle tube pinch bolt (15) to 30 / 34 lbs ft. (41 / 46Nm.).
14.6 Mount a magnetic dial indicator on hub and position pointer on end of axle arm or on annulus gear
end (18). See fig. no12.
TP279
Fig.No.12
14.7 Oscillate hub radially whilst moving backwards and forwards along axle arm and note variation shown
by dial indicator.
14.8 Permissable variation is between 0.0005" to 0.002 " (0.013 to 0.051 mm) movement (end float).
14.9 If end float is outside specified limits, back off pinch bolt (15) and reset axle tube nut (85), using the
above procedure, until correct setting is obtained.
14.10 Fit hub extension (17) to hub (24) and secure with bolt (82) and nut (79).
Tighten nut to 84 / 92lbs.ft (114 / 125Nm.).
SECTION 15 INITIAL PREPARATION TO ASSEMBLE PLANET CARRIER ASSEMBLY
Initial preparation of planet carrier assembly involving items 92, 87 & 90, planet carrier 'O' rings, sun
gear thrust button and planet carrier .
15.1 Place planet carrier (90) on bench, outer face down.
15.2 Smear planet pin 'O' rings (92) with grease.
15.3 Turn planet carrier (90) completely over, inner face up.
15.4 Fit sun gear thrust button (87) into centre location in bore of planet carrier (90), chamfer face down.
Using a soft metal drift and a 2lb hammer, ensure that thrust button (87) is correctly seated.

TM 9-2320-312-24-3
SECTION 16 RE- ASSEMBLY OF PLANET CARRIER ASSEMBLY
16.1 Place partially assembled planet carrier on bench, outer face down, planet gear access hole facing
fitter.
16.2 Smear bore of a planet gear (9) with grease. Insert twenty two needle rollers (7) into one end of planet
gear (9). The grease will adhere them to bore of planet gear.
16.3 Fit a planet gear needle roller spacer (8) into bore of planet gear, locating on needle rollers.
Insert twenty two needle rollers (10) into bore of planet gear (9), locating on spacer (8).
16.4 Repeat operations 16.2 and 16.3 for other two planet gears (9).
16.5 Fit a planet gear thrust washers (6) into planet carrier (90), ensuring that lock tab is correctly located in
slot provided in planet carrier (90). See fig. no. 13.
16.6 Carefully insert and locate one of assembled planet gears (7 to 10) onto planet gear washer (6).
16.7 Carefully fit another of planet gear thrust washers (11) onto planet gear (9),ensuring that lock tab is
located correctly in slot provided in planet carrier (90). See fig. no. 13.
TP63
Correct Incorrect
Fig No. 13
16.8 Insert one of planet pins (12) into relevant hole on planet carrier (90) inner face to pass down through
planet gear assembly.
Note:- Care must be taken during this operation not to disturb needle rollers (7 &9).
16.9 Holding planet pin in situ, turn partially assembled planet carrier completely over (inner face down).
16.10 Insert a planet pin collar (94) and 'O' ring (92) into relevant hole on face of planet carrier (90).
16.11 Screw a planet pin collar setscrews (3), having first applied 'Locktite Screwlock 222 to threads) into
planet pin (12) then tighten to 95 / 105 lbs ft. (129 / 142 Nm.).
16.12 Repeat operations 16.8 to16.11 for other two planet gear assemblies.
16.13 Assemble planet gear level plug (91) into relevant hole in face of planet carrier (90), finger tight.
16.14 Turn planet carrier assembly completely over.
16.15 Fit planet carrier 'O' ring (88) into groove on planet carrier (90).
16.16 Fit sun gear thrust washer (83) in position on end of axle arm (65). See fig.no.14.
TP280
Fig No. 14
16.17 Tap sun gear 13) into position on drive shaft (66) and secure in place by fitting sun gear circlip (86).
TM 9-2320-312-24-3
SECTION 17 FINAL ASSEMBLY
17.1 Locate and fit drive shaft assembly into axle to mate with differential gears.
17.2 Offer planet carrier assembly to hub extension (17), locating on planet carrier dowels (89).
17.3 Fit planet carrier washers and nuts (5 & 4) then tighten nuts to 110 / 125 lbs ft. (149 - 170Nm.).
17.4 Fit and tighten planet drain setscrew and washer (93 & 5).
17.5 Peen planet carrier dowel holes in three equi-spaced places to prevent dowels from working out in
service.
17.6 Clean interfaces between hub and brake drum (24 & 1), then, with drum suitably supported, slide into
position on hub.
Note:- Interfaces must be kept free from dirt, including liner material debris, rust and paint.
Failure to keep interfaces clean, can and will cause brake drum to distort upon
tightening of wheel nuts. For further details see BS AU50 : Part 2 : Section 7A : 1995.
TP1148
Clean interfaces
Clean interfaces
Fig. No.15.
17.7 Fit brake drum retaining screw (95) and tighten to 84 / 92 lbs ft. (114 / 125Nm.).
17.8 Fill axle with oil as follows :-
a) With hub filler holes at top, charge each hub in turn with 3.5 pints (2 litres) of oil.
b) Fit filler / level plug (91).
c) Charge drive head with approx. 34 pints (19.4 litres of oil.
d) Leave to settle for 15 mins.
d) Top up if necessary at drive head, then fit filler plug (31 - DH43).
17.9 Adjust brake full on, then back off just sufficiently to enable hub to rotate without binding.
17.10 Clean interfaces between brake drum and road wheels then refit road wheels, securing with wheel
nuts (2) then tighten nuts to 475 / 525lbs.ft. (644 / 722Nm.).
17.11 Remove axle stands and lower vehicle to ground.

TM 9-2320-312-24-3
TORQUE TABLE FOR TYPE 2S HUB REDUCTION UNIT
(WITH KIRKSTALL 15 1/2 " X 8 " S CAM BRAKE)
Item Description Torque

No
2 Wheel nut 475 / 525lbs.ft.

(644 / 722Nm.)
3 Planet pin collar setscrew 95 / 105 lbs. ft.

(129 / 142 Nm)
4 Planet carrier nut 110 / 125 lbs. ft.

(149 / 170 Nm)
15 Hub nut pinch bolt 30 / 34 lbs. ft.

(41 / 46 Nm)
22 Annulus carrier nut 114 / 126lbs.ft.

(155 / 171Nm.)
43 Dust cover setscrew 19 / 21 lbs. ft.

(26 / 28 Nm)
50 Cam bracket nut 72 / 80 lbs. ft.

(98 / 108 Nm)
58 Brake backplate nut 95 / 115 lbs. ft.

(129 / 156 Nm)
70 Pivot pin lockscrew 46 / 50lbs.ft.

(62 / 68Nm.)
79 Hub extension nut 84 / 92lbs.ft.

(114 / 125Nm.)
95 Brake drum retaining setscrew 84 / 92 lbs. ft.

(114 / 125 Nm)
Note :- For stud fitting / setting procedures see page B18.

TM 9-2320-312-24-3
TP1193

TM 9-2320-312-24-3
PARTS LIST FOR TYPE 2S HUB REDUCTION UNIT
CUSTOMER CRANE CARRIER AXLE ASSEMBLY No.34257/1903
ILLUSTRATION No.H22
Recommended
Spares Holding Per
Item Description Qty.Per Part 25 50 100
No Axle No. Axles Axles Axles
1 Brake drum 2 R8373/40A 6 12 24
2 Wheel nut 20 R8587/139 60 120 240
3 Planet pin setscrew 6 SL795/64 6 12 24
4 Planet carrier nut 28 SL228/6 28 56 84
5 Planet carrier washer 30 SL238/5 30 60 90
6 Planet gear thrust washer 6 R8687/12 6 12 24
7 Planet needle roller 84 2403/300 84 168 336
8 Planet needle roller spacer 6 R8733/69B 6 12 24
9 Planet gear 6 R8310/37A 6 12 24
10 Planet needle roller 84 2403/300 84 168 336
11 Planet gear thrust washer 6 R8687/12 6 12 24
12 Planet pin 6 R8614/42B 6 12 24
13 Sun gear 2 R8310/38A 2 4 6
14 Sun gear thrust washer 2 R3217/177 2 4 6
15 Hub bearing pinch bolt 2 SL553/19 2 2 4
16 Planet carrier stud 28 SL785/58 28 56 84
17 Hub extension 2 R8590/29A 2 4 6
18 Annulus gear 2 R8310/36 2 4 6
19 Annulus gear stud 24 SL785/58 24 48 72
20 Annulus carrier assembly 2 SR3682/9 2 4 6
21 Annulus gear washer 24 SL238/5 24 48 72
22 Annulus gear nut 24 SL228/6 24 48 72
23 Hub outer bearing cup Kit No. 2 SL289/199 4 8 16
23A Hub outer bearing cone 17898/52 2 SL289/200 4 8 16
24 Hub 2 R9481/114A 2 4 6
25 Wheel stud 20 7940/75A 60 120 240
26 Brake shoe anchor pin 4 2587/73 4 8 16
27 Brake shoe anchor pin split pin 8 SL251/1 16 32 48
28 Brake cam LH 1 R8200/51E 1 2 3
Brake cam RH 1 R8200/52E 1 2 3
29 Brake shoe lined assembly 4 LR9952/60G 4 8 12
30 Brake anchor pin (brake bracket) 4 6954/82 4 8 16
31 Brake cam washer (head) 2 SL246/268 2 4 6
32 Cam head ‘O’ ring 2 6683/149 6 12 24
33 Brake bracket anchor pin washer 4 SL242/6 4 8 16
34 Brake bracket 2 R8069/65 2 4 4
35 Plug (brake bracket) 2 2951/22
36 Not required on this application
37 Brake cam bush 2 6954/54 2 4 6
38 Lubricator extension 2 SL1000/31 - 2 2
Lubricator extension 2 SL1000/32 - 2 2
Lubricator 2 SL1000/1 - 2 2
40 Brake cam oil seal 2 R3185/187 6 12 24
41 Dust cover inspection cover 4 2951/76 - 4 4
42 Dust cover spring washer 12 SL242/3 12 12 24
43 Dust cover setscrew 12 SL552/1 12 12 24
44 Brake shoe roller pin split pin 4 SL251/18 8 16 24
45 Brake shoe roller 4 6954/135 4 8 16
46 Cam bracket bush 2 6954/54 4 8 12

TM 9-2320-312-24-3
PARTS LIST FOR TYPE 2S HUB REDUCTION UNIT Cont.
AXLE ASSEMBLY No.34257/1903
ILLUSTRATION No.H22
Recommended
Spares Holding Per
47 Cam bracket oil seal 2 R3185/187 6 12 24
48 Cam bracket 2 R8200/124 2 4 6
49 Lubricator 2 SL1000/1 - 2 2
50 Brake cam bracket nut 4 SL221/6 4 4 8
51 Brake cam bracket spring washer 4 SL242/6 4 4 8
52 Slack adjuster 2 R3723/F 2 4 6
53 Brake cam spring 2 3221/164 2 4 6
54 Brake cam washer 2 SL246/297 2 4 6
55 Brake cam circlip 2 SL194/5 4 8 16
57 Brake cam bracket stud 4 SL735/8 4 4 8
58 Brake backplate nut 30 SL228/6 30 30 60
59 See item no.32 on drive head list.
60 Brake shoe roller pin 4 7600/134 4 8 12
61 Brake shoe pivot pin bush 8 7758/54 8 16 24
62 Brake shoe liner rivet “ SL385/2 100 200 300
63 Brake shoe liner 8 F4700/117G 16 32 48
64 Brake shoe 4 R8069/60 8 16 24
65 Axle casing - see drive head list
66 Driving shaft 2 R8560/46A 6 12 24
67 Driving shaft thrust button 2 R9945/142 6 12 24
68 Dust cover 2 7321/84 2 2 4
69 Brake backplate bolt 30 SL795/68 30 30 60
70 Brake shoe pivot pin lockscrew 4 7758/40 4 4 8
71 Brake shoe return pin 4 6954/165 4 8 16
72 Brake shoe pivot pin 4 7758/99 4 8 16
73 Brake shoe pivot pin washer 8 SL246/289 8 8 16
74 Brake shoe pivot pin setscrew 8 SL795/7 8 8 16
75 Hub oil collector 2 R8294/86 2 2 4
76 Hub oil seal 2 R8595/187 6 12 24
77 Wear sleeve 2 R8294/41 4 8 16
78 Hub inner bearing cup Kit no. 2 SL289/247 4 8 16
78A Hub inner bearing cone 17898/66 2 SL289/254 4 8 16
79 Hub extension retaining bolt nut 10 SL228/6 10 10 20
80 Hub extension ‘O’ ring 2 R8373/149 6 12 24
81 Annulus gear dowel 8 SL309/1 8 16 24
82 Hub extension retaining bolt 10 R3217/90 10 10 20
83 Supplied within item 20
84 Hub bearing pinch bolt nut 2 SL228/4 2 4 6
85 Hub bearing nut 2 R9201/43 2 2 4
86 Sun gear circlip 2 SL194/25 2 4 6
87 Planet thrust button 2 R8750/142 2 4 6
88 Planet ‘o’ ring 2 R3383/149 6 12 24
89 Planet carrier dowel 8 SL309/1 8 16 24
90 Planet carrier (assy. no. SR8224/39A) 2 R8224/39A 2 4 6
91 Planet oil level plug 2 2690/22H - 2 2
92 Planet pin ‘o’ ring 6 R8224/149 18 36 72
93 Planet carrier setscrew (oil drain) 2 SL795/64 2 2 4
94 Planet pin end cap 6 R8224/22 6 6 12
95 Brake drum retaining screw 2 R3283/90 2 2 4
Also required, but not illustrated :-

Rubber plug - ABS hole 2 R9577/76 2 2 4

TM 9-2320-312-24-3
PARTS AND SERVICE MANUAL FOR TYPE D90 DRIVE HEAD
ILLUSTRATION NO. : DH43
MANUAL SECTION C
Manual No. 1927 Issue A Page No.C1

TM 9-2320-312-24-3
SERVICE INSTRUCTIONS FOR TYPE D90 DRIVE HEAD UNIT
DESCRIPTION
The axle employs a spiral bevel pinion and crownwheel. The pinion is supported by three roller
bearings, the outer and centre bearings being preloaded taper roller bearings whilst the nose bearing is
a plain roller type. The differential has four pinions mounted on a trunnion.
The differential cage is supported by two robust taper roller bearings, one each side.
LUBRICATION
See " section 'A' " at front of this manual for schedule and correct grade of lubricant.
Note :- On dismantling, clean all parts in paraffin or other suitable cleaning agent and place on
a clean work surface.
INTRODUCTION
Very often noises and vibrations originating from other parts of the machine are mistakenly believed to
eminate from the drive head, with the result that time and effort are wasted on an unnecessary
dismantling operation. Therefore, before fixing suspicion on the drive head, investigate all other
possible sources of trouble. Where the drive head is definitely suspect however, draining of the housing
and examining oil for metal particles will aid diagnosis and help to pinpoint any malfunction.
Check the following defects and note possible causes :-
1) Vibration Broken gear teeth / worn bearings

2) Continued noise Worn bearings or gears
3) Overheating Loss of lubricant
4) Noise on turns Worn gears and pinions
Worn or damaged trunnions
Loss of lubricant
Loose nuts on diff. casing
Worn draft shaft splines
5) Loss of drive Broken drive shaft
VITON 'O' RINGS AND SEALS (FLOURO-ELASTOMERS) - SAFETY HAZARDS.
It has been brought to our attention that 'Viton' material used in manufacture of oil seals and 'O' rings,
produces a highly corrosive acid (hydroflouric) when subjected to temperatures above 315° C.
Resulting contamination can have extreme consequenses on human tissue since it is almost impossible
to remove after contact.
We therefore recommend the following procedure when it is necessary to inspect any equipment that
has been subjected to a high temperature i.e. fire.
a) Visually inspect for any gaskets or seals which have suffered from heat; they will appear
black and sticky.
b) If this is affirmed :- Do Not Touch.
c) Make enquiries to ascertain the material composition.
Any flouro-elastomer (Viton,Flourel or Tecmoflon) should be considered dangerous but
natural rubber and nitrile are non-hazardous.
d) If flouro-elastomer seals have been used, then the affected area MUST be
decontaminated before undertaking further work.
e) Disposable heavy duty gloves (neoprene) MUST be worn and the affected area
decontaminated by washing thoroughly with limewater (calcium hydroxide solution).
f) Any cloths, residue and gloves used MUST be safely discarded after use.
Note:- Burning of discarded items is NOT RECOMMENDED, except in an approved

incineration process where gaseous products are treated by alkaline scrubbing.
Page No.C2 Manual No. 1927 Issue A

TM 9-2320-312-24-3
Note :- Manufacturers of crimped metal or nylon ring locknuts recommend that they are
replaced after being re-used one time.
SECTION 1 PREPARATION FOR OVERHAUL
1.1 Before attempting to remove road wheels, drive vehicle onto a level solid concrete floor, preferably after
a short run to warm the oil.
1.2 Chock the appropriate wheels
1.3 Whilst road wheels are still on ground, loosen wheel nuts of each wheel.
1.4 Raise vehicle and support with suitable axle stands.
1.5 Remove wheel nuts from each wheel.
1.6 Pull off road wheels.
1.7 Disconnect coupling flange (3) from propeller shaft.
1.8 Using a suitable pry bar, carefully lever peened portion of coupling flange nut (1) to clear threads on
spiral bevel pinion (14).
1.9 Loosen coupling flange nut (1) but DO NOT REMOVE AT THIS STAGE.
1.10 Place a suitable drip tray under drive head (approximate capacity 34 pints - 19.4 litres) and both
hubs (3.5 pints - 2 litres).
1.11 Rotate one hub to bring planet carrier setscrew (drain) (93 - H22) to its lowest point (B.DC).
1.12 Unscrew and remove planet carrier filler / level plug (91 - H22).
1.13 Unscrew and remove planet carrier setscrew (drain) (93 - H22) to drain oil from hub.
1.14 Repeat operations 1.12 to 1.14 for other hub.
1.15 Remove drain plug (33) to drain oil from axle casing (30).
SECTION 2 REMOVAL OF COMPLETE DRIVE HEAD UNIT
2.1 Remove planet carrier nuts and washers (4 & 5 - H22) .

2.2 Insert 1/2" UNF extractor bolts into tapped holes provided in planet carrier flange (90 - H22) and tighten
evenly to draw planet carrier assembly from hub extension (17 - H22).
2.3 Pull out drive shaft (66 - H22) complete with sun gear and circlip (13 & 86 - H22).
2.4 Repeat operations 2.1 to 2.3 for other hub .
2.5 Remove axle casing nuts (17) then scribe a line on diff. flange o/dia and axle casing to aid re-assembly.
2.6 Support drive head with a suitable sling and fit 2 off 7/16 " x 1 1/2 " long extractor bolts in tapped holes
provided in drive head flange and tighten evenly to draw drive head from axle casing (30).
2.7 Remove and discard axle casing joint (34) from its position on axle casing studs (29).
2.8 Remove any sealant from axle casing and gear casing mounting faces (30 & 47) using a suitable
sealant remover such as Loctite Chisel Gasket Remover or by carefully scraping sealant from faces.
SECTION 3 DISMANTLING THE DIFFERENTIAL UNIT
3.1 Before removing bevel casing straps (26), mark each strap to ensure they are replaced in same position
as originally fitted.
3.2 Remove bevel casing strap setscrews and washers (28 & 27).
3.3 Remove bevel casing straps (26).
3.4 Remove diff bearing adjusting nuts (22 & 39) also complete differential and crownwheel
assembly (19 to 21, 23 to 25, 35 to 38, 40 to 46).
3.5 Remove spiral bevel wheel nuts and bolts (40 & 42) then separate crownwheel (36) from diff.
cages (19 & 37).
3.6 Remove diff. cage nuts and washers (21 & 20), securing differential cages (19 & 37) then separate diff.
cage halves (plain 19, flanged 37).
3.7 Remove bevel wheels and bevel wheel thrust washers (25 & 24), also remove diff. pinion thrust
washers, diff. pinion bushes, diff. pinions and trunnion (43 to 46) from diff. cage halves (19 & 37).

TM 9-2320-312-24-3
SECTION 4 DISMANTLING SPIRAL BEVEL PINION UNIT
4.1 Remove pinion bearing housing setscrews and spring washers (4 & 5), securing pinion end cap (6) and
pinion bearing housing (12) to bevel casing (47).
4.2 Using a soft drift, knock out complete pinion assembly (1 to 16) from bevel casing (47).
CARE MUST BE TAKEN NOT TO DAMAGE NOSE BEARING.
4.3 Remove pinion setting shims (16).
Note :- If original crownwheel and pinion are to be refitted, retain shims (16) fitted between
pinion bearing housing (12) and bevel casing (47).
4.4 Remove any Loctite Gasket Eliminator 515 from between setting shims (16) also mating faces of pinion
housing and gear casing (12 & 47) using a suitable sealant remover such as Loctite Chisel Gasket
Remover or by carefully scraping sealant from faces.
4.5 Remove coupling flange nut and washer (1 & 2) from spiral bevel pinion (14).
4.6 Pull coupling flange (3) from spiral bevel pinion (14).
4.7 Remove pinion end cap (6) together with oil seal (7). Discard oil seal.
4.8 Clean mating faces of end cap and pinion bearing housing (6 & 12) using Loctite Chisel Gasket
Remover or by carefully scraing sealant from parts.
4.9 Press spiral bevel pinion (14) out of pinion bearing housing (12).
4.10 Carefully slide pinion bearing spacer shim and pinion bearing spacer (10 & 11) off spiral bevel pinion.
4.11 Using a suitable bearing extractor, remove inner pinion bearing cone (13A) from spiral bevel pinion (14).
4.12 Remove outer pinion bearing cone (9A) from pinion bearing housing (12).
4.13 Remove pinion bearing cups (9 &13) from pinion bearing housing (12).
Note :- If original bearings are to be refitted, retain pinion bearing spacer shim (10) also pinion
bearing spacer (11).
4.14 Carefully remove peening on pinion nose (14).

4.15 Using a suitable bearing extractor, remove pinion nose bearing (15).
Note :- Only remove if necessary.
Drive head dismantling complete
INSPECTION
After carefully cleaning the various parts, they should be inspected for wear or damage.
Any parts found to be defective in any way should be renewed.
Oil seals and thrust washers should be renewed as a matter of course at each overhaul.
RE-ASSEMBLY OF DRIVE HEAD UNIT
Note :- Prior to assembly lightly oil all gears and oil seal faces, also pack all taper bearings
with grease (Shell Retinax LX2 or equivalent) using a bearing packer or manually
kneading grease between rollers, race and cage before setting and rotated whilst being
set.
Special tools required.
1) Spring balance capable of a reading in excess of 13 lbs.

2) A magnetic dial indicator.
3) Setting gauge E274.
4) Soft metal drift.
5) Engineers blue compound.
6) Torque wrench
7) Hylomar jointing compound.
8) Loctite Gasket Eliminator 515

TM 9-2320-312-24-3
SECTION 5 ASSEMBLY OF SPIRAL BEVEL PINION UNIT
5.1 Press pinion bearing cups (13 & 9) into their bores in pinion bearing housing (12).
5.2 Charge inner pinion bearing cone (13A) with grease (Shell ‘Retinax LX2’ or equivalent) using a bearing
packer or by manually kneading grease between rollers, race and cage then fit onto pinion shank (14).
5.3 Assemble inner (wide) pinion bearing spacer (11), large inner chamfer first onto pinion (14), followed by
outer (narrow ) spacer (10).
Note:- If new parts are being fitted then assemble with largest available spacers (10 & 11).
This is to prevent too great a pre-load and possible bearing damage.
5.4 Charge outer pinion bearing cone (9A) with grease (Shell ‘Retinax LX2’ or equivalent) using a bearing
packer or by manually kneading grease between rollers, race and cage.
5.5 Feed pinion assembly into bearing housing (12) then fit outer pinion bearing cone (9A) , followed by
coupling flange and nut (3 & 1).
5.6 Fit a coupling flange holding bar and secure assembly in a vice.
5.7 With assembly still in vice, check pinion bearing pre-load as follows :-
a) Secure a soft cord around pinion bearing housing (12) and attach free end to a spring
balance - see fig. no.1
TP 11
Fig.No.1
b) Pull on spring balance and note force required to maintain rotation, ignoring initial force to
start movement.
c) Reading on spring balance should be within limits of 3.5 to 6lbs. (1.5 to 2.75 kg.) which
equates to a torque of 15 to 25 lbs.ins. (1.7 to 2.8Nm.).
If torque reading is less than 15lbs.ins. then a thinner outer spacer is required.
If torque reading is greater than 25lbs.ins. then a thicker outer spacer is required.
Note :- If largest available combination of spacers (10 & 11) is already fitted, then a defect
must be present in one or more parts of assembly and needs to be found and
remedied before continuing axle build.
If stock size spacer is not available, spacers may be ground to size provided that same
amount of material is ground from both sides to a maximum of 0.13mm (0.005") per
side whilst maintaining parallelism and squareness with bore within 0.0002" T.I.R.
This is to avoid removing all case hardening depth on one side.
d) When correct pre-load has been obtained, remove coupling flange nut (1) and pull off
coupling flange.

TM 9-2320-312-24-3
SECTION 5 ASSEMBLY OF SPIRAL BEVEL PINION UNIT Cont.
5.8 Fit a new oil seal (7) into pinion end cap (6) with spring loaded lip facing centre of axle when in its final
position, taking care not to damage the seal.
5.9 Pack cavity between lip with BP Keenomax L2 or equivalent grease.
5.10 Clean mating faces of end cap and bearing housing (6 & 12) with Loctite Cleaner 7070 or similar solvent
then apply a continuous bead of Loctite Gasket Eliminator 515 to one of mating faces prior to assembly
then assemble end cap unit (6 & 7) to housing flange (12).
5.11 Secure end cap centrally in position about pinion (14) with washers and setscrews (5 & 4).
Tighten setscrews to 190lbs.ft.(258Nm.).
5.12 Refit coupling flange (3) and nut (1) and tighten nut to 800 / 900lbs.ft. (1085 / 1220Nm.).
5.13 Lock coupling flange nut (1) in position by peening a portion of nut locking ring into slot provided in
pinion shank (14).
5.14 Charge pinion nose bearing (15) with grease (Shell ‘Retinax LX2’ or equivalent) using a bearing packer
or by manually kneading grease into bearing.
5.15 Fit pinion nose bearing (15) onto end of pinion (14) then peen pinion end with a round nosed chisel to
secure bearing in position. (see fig.no.2)
TP9
Peen pinion end

in three places
Fig.No.2

TM 9-2320-312-24-3
SECTION 6 SETTING PINION DEPTH (Fig No. 3)
6.1 If original crownwheel and pinion are being refitted, place already assembled pinion
unit (1 to 3, 6 to 15) into bevel casing (47), having fitted original shims (16) between pinion bearing
housing (12) and bevel casing (47).
6.2 Fit pinion bearing housing setscrews and washers (4 & 5) to secure pinion bearing housing (12) to bevel
casing (47) then tighten to 190lbs.ft. (258Nm.).
6.3 If a new crownwheel (36) and pinion (14) are to be fitted, proceed as follows :-
a) Insert shims (16) of 0.060 " (1.5mm) nominal thickness between pinion bearing
housing (12) and bevel casing (47).
b) Fit pinion bearing housing setscrews and washers (4 & 5) to secure pinion bearing
housing (12) to bevel casing (47) then tighten to 190lbs.ft. (258Nm.).
c) Assemble special gauge E274 into bevel casing (47) (see fig. no. 3), and secure with
bevel straps (25).
d) Using a feeler gauge, measure gap "Y" between setting gauge and pinion nose.
Gap should measure 0.025 " plus figure "Z" etched on pinion nose.
To make adjustments to measurement "Y" alter shim pack (16) thickness.
TP116
'Y'
Shims
Tool no. E274
'Z'
Method of setting pinion depth
Fig. No. 3

TM 9-2320-312-24-3
SECTION 7 MAIN DIFFERENTIAL ASSEMBLY
7.1 If any diff. cage studs (41) have been withdrawn, replace them using a stud runner.
Tightening to setting / fitting procedures on page C15.
7.2 Assemble a thrust washer (24) and bevel wheel (25) into flanged differential cage (37).
7.3 Assemble onto trunnion (46), bushes (44), pinions (45) and thrust washers (43). Lay this assembly onto
the already assembled bevel wheel, making sure that teeth are correctly meshed.
7.4 Place remaining bevel wheel (25) and thrust washer (24) onto pinions (45), again making sure that teeth
are correctly meshed.
7.5 Fit plain differential cage (19) onto diff. cage studs (41). Ensure that diff. cage halves are a matched
pair and that cages are correctly positioned by aligning the numbers stamped on each cage half.
7.6 Fit diff. cage washers (20) and nuts (21) and tighten to 120lbs.ft. (163Nm.).
7.7 Fit crownwheel (36) in position on flange of differential cage (37) then fit bolts (42) and nuts (41) and
tighten nuts to 120lbs.ft. (163Nm.).
7.8 Press differential bearings (23 / 323A & 38 / 38A)) onto diff. cage halves (19 & 37).
7.9 Place assembled differential in position in bevel casing (47) ensuring its correct position for forward
travel.
7.10 Fit bearing straps (26), ensuring that they are placed in same position as originally fitted
(see section 4.1), and secure with bevel casing strap setscrews (28) and bevel casing strap
washers (27).
Tighten setscrews to 296 lbs. ft. (401Nm).
7.11 Fit diff. bearing adjusting nuts (22 & 39). Adjust nuts until all sideways movement is eliminated from
bearings. If difficulty is found when screwing nuts up, back off diff. straps.
7.12 When bearings are set correctly, tighten diff. strap setscrews to 296 / 326lbs.ft. (401 / 442Nm.).
SECTION 8 SETTING CROWNWHEEL AND PINION BACKLASH (Fig. No. 4)
8.1 Mount a dial indicator on bevel casing flange with its pointer against one of crownwheel teeth (36).
8.2 Hold pinion flange still and rock crownwheel (36) backwards and forwards, to check free play between
gears (backlash) and note variation of dial indicator reading.
8.3 Repeat operation 8.2 three more times so that four readings are taken at positions equally spaced
around crownwheel.
Variation of readings must be within limits of 0.008" to 0 .013" (0.2 to 0.33mm).
8.4 If necessary, correct the backlash by turning diff. bearing adjusting nuts (22 & 37).
Each nut must be rotated same amount to avoid overtightening of differential bearings.
TP117
Fig.No.4

TM 9-2320-312-24-3
SECTION 9 GEAR IDENTIFICATION ALSO CROWNWHEEL & PINION GEAR MESH.
Because we now produce gears by both Gleason and Oerlikon method of manufacture, the following
identification features are given to show differences between the types of gears .
9.1 GLEASON GEARS
a) Gear teeth taper towards centre (toe end of teeth).

b) No suffix identification letter in part no. eg. R8579/1/2.
c) No identification groove on pinion shank and crownwheel back face.
9.2 OERLIKON GEARS
a) Gear teeth parallel to pitch line .

b) Part no. has suffix identification letter 'N' eg.R8579/1N/2N.
c) Pinion shank and crownwheel back face have identification groove.
Note :- Oerlikon Gears are cut in two forms :- N form and G form (spiroflex)
At present, all gears except the following part nos. ,are cut in N form.
Gears cut in G form are as follows:-
R8939/1N/2N R8858/1N/2N R8859/1N/2N.
The only difference between the two forms is in mesh positions as shown in relevant
mesh checking diagrams in following section.
SECTION 10 CHECKING CROWNWHEEL AND PINION MESH.
10.1 Apply a thin coating of engineers marking compound to several consecutive crownwheel teeth.
10.2 Turn crownwheel for a few revolutions , in both directions to make a positive tooth contact impression
on crownwheel and pinion teeth.
10.3 Inspect marking compound deposit on crownwheel and pinion teeth and compare them with following
relevant diagrams on pages C10 to C12.
In all cases, the action, (if any) to be taken is shown below:
Fig.A. Indicates correct mesh.

No further action required.
Fig.B Indicates pinion & crownwheel are too far out of mesh.
To remedy, move pinion inwards towards crownwheel.
To maintain backlash, move crownwheel away from pinion in direction of arrow B
Fig. C Indicates pinion & crownwheel too far into mesh.

To remedy, move pinion outwards away from crownwheel.
To maintain backlash,move crownwheel towards pinion in direction of arrow B.
If any action is required, adjust pinion position by altering thickness of pinion bearing
shims (10A,B & C) ie. Add shims to move pinion away from crownwheel and remove shims to move
pinion towards crownwheel.
10.4 When settings are correct, remove pinion bearing housing setscrews with washers (4 & 5) then pull off
pinion assembly and lift off shims (16).
10.5 Thoroughly clean shims (16), also mating face of pinion housing and gear casing (12 & 47) using Loctite
Cleaner 7070 or other suitable solvent.
10.6 Apply a thin film of Loctite no.515 liquid gasket to one side of each shim (16) then fit, Loctite side first,
onto housing (12).
10.7 Similarly coat gear casing mating face (47) with Loctite no.515 liquid gasket and re-fit assembly to gear
casing, tapping into place with a hide faced hammer.
10.8 Secure in position with washers (5) and setscrews (4). Tighten setscrews progressively using diagonal
selection, until tightened to correct torque of 190 lbs ft (258 Nm).

TM 9-2320-312-24-3
GLEASON GEARS
Typical preferred tooth contact
(Pinion member left hand in all cases shown)
HEEL TP22
TOE
Pinion CONVEX SIDE

CENTRAL TOE
TOE CONTACT
HEEL
Crownwheel
CONCAVE SIDE
CENTRAL TOE
CONTACT
CONVEX SIDE CONCAVE SIDE

CENTRAL TOE CENTRAL TOE
CONTACT CONTACT
Fig. B Fig. C
PROFILE ERROR PROFILE ERROR

To correct, move pinion towards To correct, move pinion away from
crownwheel in direction of arrow A. crownwheelin direction of arrow A.
To maintain backlash, move crownwheel To maintain backlash, move crownwheel

away from pinion in direction of arrow B. towards pinion in direction of arrow B.
A A
Error Error
CONVEX SIDE
CONVEX SIDE
HIGH TOE
LOW HEEL B CONTACT
B CONTACT
CONCAVE SIDE CONCAVE SIDE

LOW TOE HIGH HEEL
CONTACT CONTACT
CONVEX SIDE CONCAVE SIDE CONVEX SIDE CONCAVE SIDE

HIGH TOE HIGH HEEL LOW HEEL LOW TOE
CONTACT CONTACT CONTACT CONTACT

TM 9-2320-312-24-3
OERLIKON G-FORM GEARS
(pinion member left hand in all cases shown)
Fig.A
HEEL
TP23
TOE
Pinion CONVEX SIDE

LOW TOE
TOE CONTACT
HEEL
Crownwheel
CONCAVE SIDE
HIGH CENTRAL TOE
CONTACT

LOW CENTRAL TOE HIGH TOE
CONTACT CONTACT
Fig. B Fig. C

To correct; move pinion towards To correct; move pinion away from
crownwheel in direction of arrow A. crownwheel in direction of arrow A.
To maintain backlash, move To maintain backlash, move

crownwheel away from pinion crownwheel towards pinion
in direction of arrow B. in direction of arrow B.
TP24
A A
Error Error
CONVEX SIDE
CONVEX SIDE
TOE
LOW HEEL
B B CONTACT
CONTACT

TOE HIGH HEEL
CONTACT CONTACT
CONVEX SIDE CONVEX SIDE CONCAVE SIDE

CONCAVE SIDE
TOE LOW HEEL TOE
HIGH HEEL
CONTACT CONTACT CONTACT
CONTACT

TM 9-2320-312-24-3
OERLIKON N FORM GEARS
(pinion member left hand in all cases shown)
Fig.A
HEEL
TP25
TOE
Pinion
CONVEX SIDE
TOE LOW CENTRAL HEEL
HEEL CONTACT
Crownwheel
CONCAVE SIDE
HIGH CENTRAL
CONTACT

LOW CENTRAL HIGH CENTRAL HEEL
CONTACT CONTACT
Fig. B Fig. C

To correct; move pinion towards To correct; move pinion away from
crownwheel in direction of arrow A. crownwheel in direction of arrow A.
To maintain backlash, move To maintain backlash, move

crownwheel away from pinion crownwheel towards pinion
in direction of arrow B. in direction of arrow B.
TP26
A A
Error Error
CONVEX SIDE CONVEX SIDE
LOW HEEL HIGH TOE
B CONTACT B CONTACT

LOW TOE HIGH HEEL
CONTACT CONTACT
CONVEX SIDE CONCAVE SIDE CONVEX SIDE CONCAVE SIDE

HIGH TOE HIGH HEEL LOW HEEL LOW TOE
CONTACT CONTACT CONTACT CONTACT

TM 9-2320-312-24-3
SECTION 11 REFITTING DRIVE HEAD INTO AXLE CASING
11.1 Re-fit axle casing studs (29) if any have been removed and tighten to stud fitting / setting procedures on
page C15.
11.2 Clean mating faces of gear and axle casings (47 & 30) with Loctite Cleaner 7070 or similar chlorinated
solvent then apply a continuous bead of Loctite Gasket Eliminator 515 to one of mating faces prior to
assembly.
11.3 With drive head supported with suitable lifting equipment, offer assembly to axle casing and tap into
position using a hide faced hammer.
Note :- Take care to line up matching marks on casing (30) and gear casing flange (47).
11.4 Fit axle casing washers (18), followed by nuts (17) then, tighten nuts to 180 lbs ft. (244 Nm).
SECTION 12 FINAL ASSEMBLY
12.1 Refit planet carrier and drive shaft assemblies as follows :-
a) Feed drive shaft assembly fully into axle arm to engage the diff. gear splines.
b) Fit new planet carrier 'O' ring (88 - H22) onto planet carrier assembly then carefully fit into
position on hub extension (17 - H22) ensuring correct mating of planet / sun gears also
location of dowel pins (89 - H22).
c) Fit planet carrier washers and nuts (5 & 4 - H22) then tighten nuts to
110 / 125lbs.ft. (149 / 170Nm.).
d) Re-fit hub drain setscrew and washer (93 & 5 - H22) and tighten.
e) Repeat operations a) to d) for other hub end.
12.2 Charge axle with oil as follows :-
a) With hub filler / level hole at its highest point, charge with 3.5 pints (2 litres) of clean gear
oil (see section A at front of this manual for details).
b) Fit filler / level plug (91 - H22).
c) Repeat ops a) & b) for other hub.
d) Re-fit drive head drain plug (33) and fill drive head with oil up to bottom of filler / level plug
threads.
e) Leave axle to settle for 15 minutes then check oil level at drive head.
f) Top up if necessary then fit filler / level plug (31).
12.3 Reconnect prop shaft to coupling flange (3).

12.4 Clean interfaces between brake drum and road wheels then refit road wheels, securing with wheel
nuts (2) then tighten nuts to 475 / 525lbs.ft. (644 / 722Nm.).
TP1148
Clean interfaces
Clean interfaces
Fig. No.5.
12.5 Remove axle supports and lower vehicle to ground.

TM 9-2320-312-24-3
TORQUE TABLE FOR TYPE D90 DRIVE HEAD
Item Description Torque

No
1 Coupling flange nut 800 / 900lbs.ft

(1085 / 1220Nm.)
4 Pinion end cap setscrew 190lbs ft

(258 Nm)
17 Axle casing nut 180 lbs ft

(244 Nm)
21 Diff. cage nut 120 lbs ft

(163 Nm)
28 Diff. strap setscrews 296 / 326 lbs ft

(401 / 442 Nm)
40 Crownwheel nut 120lbs ft

(163 Nm)
Note :- For stud fitting / setting instructions see page C15.

TM 9-2320-312-24-3
TP1193

TM 9-2320-312-24-3
PARTS LIST FOR D90 DRIVE HEAD
CUSTOMER CRANE CARRIER AXLE ASSEMBLY No.34257/1903
ILLUSTRATION No.DH43
Recommended
Spares Holding Per
1 Coupling flange nut 1 R8863/156 1 2 3
3 Coupling flange 1 R2237/95 1 2 3
4 Pinion end cap setscrew 8 SL557/13 8 8 16
5 Pinion end cap washer 8 SL242/8 8 8 16
6 Pinion end cap 1 R2096/29 1 2 3
7 Pinion oil seal 1 R9995/187 3 6 12
8 Loctite 515 Liquid Gasket sealant
9 Pinion outer bearing cup Kit no. 1 SL289/103 2 4 8
Pinion outer bearing cone 17898/12 1 SL289/106 2 4 8
10 Outer pinion bearing spacer (0.200") as R9393/94A 3 6 12
Outer pinion bearing spacer (0.201") reqd. R9393/94B 3 6 12
Outer pinion bearing spacer (0.202") “ R9393/94C 3 6 12
Outer pinion bearing spacer (0.203”) “ R9393/94D 3 6 12
Outer pinion bearing spacer (0.204”) “ R9393/94E 3 6 12
Outer pinion bearing spacer (0.205”) “ R9393/94F 3 6 12
Outer pinion bearing spacer (0.206”) “ R9393/94G 3 6 12
Outer pinion bearing spacer (0.207”) “ R9393/94H 3 6 12
Outer pinion bearing spacer (0.208”) “ R9393/94J 3 6 12
Outer pinion bearing spacer (0.209”) “ R9393/94K 3 6 12
Outer pinion bearing spacer (0.210”) “ R9393/94L 3 6 12
Outer pinion bearing spacer (0.225”) “ R9393/94M 3 6 12
11 Inner pinion bearing spacer (0.359") as R9393/115E 3 6 12
Inner pinion bearing spacer (0.370") reqd. R9393/115F 3 6 12
Inner pinion bearing spacer (0.381") “ R9393/115G 3 6 12
Inner pinion bearing spacer (0.392”) “ R9393/115B 3 6 12
Inner pinion bearing spacer (0.403”) “ R9393/115J 3 6 12
12 Pinion bearing housing 1 R3144/32 1 2 3
13 Pinion inner bearing cup Kit no. 1 SL289/109 2 4 8
Pinnion inner bearing cone 17898/14 1 SL289/218 2 4 8
14 & 36 Spiral bevel pinion & wheel assembly 1 P2988/1 1 2 3
15 Pinion nose bearing 1 SL305/3 2 4 8
16 Pinion setting shim (0.005") as R3290/119A 6 12 24
Pinion setting shim (0.007") reqd R3290/119B 6 12 24
Pinion setting shim (0.010") “ R3290/119C 6 12 24
17 Axle casing nut 14 SL221/8 14 14 28
18 Axle casing washer 14 SL242/8 14 14 28
19 & 37 Diff cage pair 1 SR3263/30 1 2 3
20 Diff cage washer 8 SL238/6 8 16 24
21 Diff cage nut 8 SL228/7 8 16 24
22 Diff bearing adjusting nut 1 R3665/34B 1 2 3
23 Diff pinion bearing cup Kit no. 1 SL289/185 2 4 8
Diff pinion bearing cone 17898/47 1 SL289/186 2 4 8
24 Thrust washer 2 R3119/15 2 4 8
25 Bevel wheel 2 R3123/24 2 4 8
26 Gear casing strap (see item 47)
27 Gear casing strap washer 4 SL238/9 4 4 8
28 Gear casing strap bolt 4 SL705/57 4 4 8
29 Axle casing stud 14 SL737/8 - 14 14
30 Axle casing assembly 1 R2237/4 - 1 1
31 Oil plug filler 1 2690/22H - - 1

TM 9-2320-312-24-3
PARTS LIST FOR D90 DRIVE HEAD Cont.
AXLE ASSEMBLY No. 34257/1903
Recommended
Spares Holding Per
32 Breather 1 2122/23 1 1 2
33 Oil drain plug 1 R3934/22H - - 1
34 Loctite 515 Liquid Gasket sealant
35 Diff bearing adjusting nut lockpin 2 SL251/11 2 4 4
36 Spiral bevel wheel (see item 14)
37 See item 19
38 Diff pinion bearing cup Kit no. 1 SL289/185 2 4 8
Diff pinion bearing cone 17898/47 1 SL289/186 2 4 8
39 Diff bearing adjusting nut 1 R3665/34B 1 2 3
40 Spiral bevel wheel nut 12 SL228/7 12 24 36
41 Diff cage stud 8 SL785/42 8 16 24
42 Spiral bevel wheel bolt 12 R3211/184 12 24 36
43 Diff pinion thrust washer 4 R3119/17A 4 8 12
44 Diff pinion bush (supplied within item 45)
45 Diff pinion and bush assembly 4 SR3123/23 4 8 16
46 Diff trunnion 1 R3305/5A 1 2 3
47 Gear casing assembly
comprising items 26 to 28 & 47 1 SR3263/7 1 2 3
Also required, but not illustrated :-
Pinion bearing housing extractor hole plug 2 SL209/8

Spring pad (supplied loose) 2 R2237/48
For complete drive head assembly quote sub-assembly no. 34209/0529

TM 9-2320-312-24-3
Notes

TM 9-2320-312-24-3
TM 9-2320-312-24-3
TM 9-2320-312-24-3
“
“We provide personal
customer support through
training and education
programs, a telephone
hotline and technical field
assistance, as well as one of
the best warranty programs
”
in the business.”
Peter H. Sheppard
President
M-Series Power Steering Service Manual
Part # 1000400
TM 9-2320-312-24-3
Index
SECTION DESCRIPTION PAGE
I SAFETY NOTICE..........................................................................................2
Introduction ....................................................................................................3
Oil Flow ..........................................................................................................5
Gear Identification ..........................................................................................6
Exploded View of Steering Gear ..................................................................7
Service Parts Kits/Lubrication........................................................................8
II DIAGNOSIS & TROUBLESHOOTING ....................................................9

Glossary..........................................................................................................14
Troubleshooting Guide ..............................................................................15-18
III COMMON PROCEDURES ........................................................................19

Preventive Maintenance................................................................................ 20
Input Shaft Seal Replacement ...................................................................... 22
Sector Shaft Seal Replacement .................................................................... 30
Bleeding Single Gear ....................................................................................28
Bleeding Dual Steering Gears ......................................................................29
Axle Stop Adjustment....................................................................................32
Alternate Bleed Procedure ............................................................................33
Set Relief Plungers Manual Plungers Adjustment ...................................... 42
Set Automatic Relief Plungers ......................................................................35
Adjust Automatic Relief Plungers ................................................................ 36
Repair Automatic Relief Plungers ................................................................37
Pitman Arm Removal ....................................................................................41
Pitman Arm Installation ................................................................................43
Input Shaft Seal Replacement (M-110P2)....................................................45
IV DISASSEMBLY............................................................................................49
VI REASSEMBLY ............................................................................................55
VII DUAL STEERING SYSTEMS ....................................................................61
VIII FINAL ADJUSTMENTS..............................................................................65
IX MISCELLANEOUS......................................................................................66
Troubleshooting Checklist ............................................................................66
Order Sheet - Heavy Duty Power Steering Test Kit ....................................67
1
TM 9-2320-312-24-3
SAFETY NOTICE
STOP! Before you begin, please read this manual carefully. The repair procedures outlined in this manual are
for repairing the Sheppard Integral Power Steering Gear. To ensure safe and reliable operation, these service and repair
procedures must be followed carefully.
WARNING
THIS MANUAL CONTAINS A NUMBER OF SAFETY SIGNAL WORDS LIKE: DANGER, WARNING, CAU-
TION, IMPORTANT, or NOTE. The information following a safety signal word is very important.
When you see the word DANGER it means the information will help you avoid an extreme hazard that could kill or
cause a very serious injury every time.
When you see the word WARNING it means there is a hazard that is not as serious as DANGER but the hazard could
cause injury or death if you do not follow the proper rules or procedures.
When you see the CAUTION it means the information that follows will help avoid damage to the steering gear.
The signal words IMPORTANT or NOTE are used to draw attention to ways of doing your job better or right.
2
TM 9-2320-312-24-3
INTRODUCTION
I
N
T
R
O
This service manual covers repair procedures for the Sheppard steering gear assembly only. The Vehicle D
Manufacturer’s Service Manual should be used for removal and reinstallation instructions, and hydraulic supply pump U
specifications. C
Any reference made to a brand name, special tools or item part number are made as a guide. T
I
All information, illustrations and specifications in this manual are the latest available at the time of printing. We O
reserve the right to make changes without notice. If you are not certain you have the current revision of this manual N
or if you have questions about procedures, please call our Field Service Department at 717-633-4111 before you
begin repairs.
3
TM 9-2320-312-24-3
OPERATING PRINCIPLES
The Sheppard M-Series Integral Power Steering Gear provides full-time hydraulic steering. Only enough manual
effort to overcome the torsion bar and turn the rotary valve is required.
The actuating shaft (1) is connected to the steering column and is centered within the rotary valve by a torsion bar.
The rotary valve shaft is threaded into the piston with ball threads (2) and travels within the piston on steel balls.
Rotating the input shaft causes high pressure fluid to build up on one end of the piston. This higher pressure causes
the piston to move in the bore of the gear housing. The sector shaft (3) is engaged to a rack gear (4) machined into
one side of the piston. Piston rack movement causes sector shaft and pitman arm rotation. When steering shaft
rotation stops, the actuating valve returns to its neutral position. Relief valve plungers or adjustable stops are used
in the bearing cap and cylinder head. When the plungers are adjusted properly, they will unload the hydraulic
system if the wheels are in a full turn to either direction.
TORSION BAR
(2) ROTARY VALVE SHAFT BALL THREAD
CYLINDER HEAD
BEARING CAP
RELIEF PLUNGER
(1) ACTUATING
(4) PISTON RACK
SHAFT
(5) PISTON RING

(3) SECTOR SHAFT
When the engine is running there is constant low pressure oil flow through the steering gear. This constant oil flow
provides an instant response and absorbs road shock to help eliminate steering wheel kick. Pressure is equal
throughout the steering gear; however, care should be used when towing or moving a vehicle where the engine or
hydraulic supply pump is not running.
NOTE: If sudden loss of pressure occurs during normal driving, the parts are designed to
provide mechanical back-up steering so that the vehicle may be safely steered to the side
of the road.
An optional integral pressure relief valve is available on the M-Series Steering Gears. This valve limits maximum
steering system relief pressure at the steering gear. This reduces system temperature by avoiding high pressure
by-pass and recirculation within the pump.
The Sheppard Integral Power Steering Gears have been designed to provide long service life and simple service
repair. The rack and sector shaft does not require center point adjustment. The clearance between the cylinder bore
and the piston is closely controlled, and a piston ring (5) was added to better use the hydraulic oil supplied.
With reasonable care and limited maintenance the Sheppard M-Series Steering Gear will provide many miles of
reliable performance.
4
TM 9-2320-312-24-3
OIL FLOW THROUGH THE M-SERIES GEAR
Figure 1
I
Here we see the steering gear in the neutral or non steer- N
ing position. Equal low pressure is being applied to T
both ends of the steering gear piston. The oil is circulat- R
ing at back pressure only and provides a hydraulic cush- O
ion for the steering gear. All oil is being circulated D
through the steering gear and back to the reservoir to
help cool the system.
U
C
T
Figure 1
I
O
N
Figure 2
When the steering wheel is turned, the actuating valve is
opened in one direction, all pressurized oil is applied to
one end of the steering gear piston. This pressure build
up causes the piston to move in the steering gear.
Figure shows all oil being distributed to the input end of

the gear.
Figure 2
Figure 3
Figure shows all oil being distributed to the cylinder
head end of the gear.
Figure 3
When no input is applied through the steering wheel the gear returns to the neutral or non steering position.
5
TM 9-2320-312-24-3
STEERING GEAR IDENTIFICATION
A number is cast into the steering gear housing and identifies the basic family the steering gear belongs to.
Stamped letters and numbers on an exposed machined surface of the housing (opposite the mounting side) identifies
the gear specification; see gear P/N chart below. In the above example the complete identification is Model M-
100PAD1A1. Cast number M-100 would refer to the M-Series steering gear family.
GEAR P/N CHART

M-100 P H B1
SERIES GEAR
(REVISION LEVEL)
MODEL NUMBER ALPHABETICALLY
POWER
GEAR SIZE
A serial number is also assigned to each steering gear and

is interpreted below:
SERIAL NUMBER SYSTEM

00 C 15914
➔
2000 MO. Sheppard

(Used Last Built Ref.
Two No’s) A-Jan Only
B-Feb.
C-Mar.
Etc.
REPRESENTS:
(00) YEAR BUILT – 2000
THIS SERIAL NO. IS 00C15914 (C MONTH – MARCH
(15914) REF. ONLY
6
SERVICE PARTS LIST
1 HOUSING (NOT SOLD SEPARATELY)
2 CYLINDER HEAD (NOT SOLD
SEPARATELY)
3 BEARING CAP/SHAFT ASSEMBLY
4 SECTOR SHAFT COVER (NOT SOLD
SEPARATELY)
5 SECTOR SHAFT
6 PISTON ASSEMBLY (NOT SOLD
SEPARATELY)
7 PRESSURE RELIEF CARTRIDGE
8 PITMAN ARM RETAINER
9 PITMAN ARM (SOLD BY APPLICATION)
10 INPUT SHAFT SEAL KIT
11 SECTOR SHAFT SEAL KIT
12 CYLINDER HEAD PLUNGER KIT
13 BEARING CAP PLUNGER KIT
14 BLEEDER PLUG KIT
TM 9-2320-312-24-3
7
N
O
N
D
C
R
T
T
I
I
TM 9-2320-312-24-3
SEAL KITS
M100 COMPLETE SEAL KITS:
Sheppard Part No. 5543211 Complete seal kit for all M100 steering gears with push-on dust boot
on sector shaft
Sheppard Part No. 5542331 Complete seal kit for all M100 steering gears with a pressed-in excluder
seal on the sector shaft
Sheppard Part No. 5543481 Complete seal kit for all M100 steering gears with a snap-ring cover and
a push-on dust boot at the sector shaft
Sheppard Part No. 5543491 Complete seal kit for all M100 steering gears with a snap ring cover and
a pressed-in excluder seal on the sector shaft
M90 COMPLETE SEAL KIT

Sheppard Part No. 5543551Complete seal kit for all M90 steering gears

Sheppard Part No. 5543461 Complete seal kit for all M80 steering gears

Sheppard Part No. 5541411 Complete seal kit for all M110P2 steering gears
Sheppard Part No. 5542621 Complete seal kit for all M110P1 steering gears
M-SERIES INPUT SHAFT SEAL KITS:

Sheppard Part No. 5542261 Input shaft seals for all M-Series gears built from June 1991 to present
Sheppard Part No. 5541351B Input shaft seals for all M-Series gears built prior to June 1991
M100 SECTOR SHAFT SEAL KITS:

Sheppard Part No. 5542271 Sector shaft seals for all M100 steering gears with a pressed-in excluder
seal at the sector shaft with bolt on case
Sheppard Part No. 5543601 Sector shaft seals for all M100 steering gears with a push-on dust boot
at the sector shaft and a snap ring cover
Sheppard Part No. 5543591 Sector shaft seals for all M100 steering gears with a pressed-in excluder
seal at the sector shaft and a snap ring cover
Lubrication - Steering Gears

FLUID RECOMMENDATIONS
The lubricant used in the power steering system lubricates moving parts and removes heat. Too much heat reduces
efficiency and increases wear. It is important to use the lubricant specified by the Vehicle Manufacturer and
approved by the R. H. Sheppard Co., Inc.
R. H. Sheppard Co., Inc. approves the use of the following fluids in the M-Series steering gear:
R. H. Sheppard Company Approved Fluids for Power Steering
Automatic Transmission Fluid Dexron II Fleetrite PSF (Can #990625C2) Shell Rotella T SAE 30
Automatic Transmission Fluid Type “E” or “F” Ford Spec. M2C138CJ Texaco 10W40
Chevron 10W40 Mack EO-K2 Engine Oil Texaco Code 1831 Power Steering Fluid 11872
Chevron Customer 10W40 Motor Oil Mobil 1 15W50 Motor Oil Texaco Code 1854 Mercon / Dexron III
Cummins Premium Blue 2000 15W40 Mobil ATF 210 Union 10W40
Drydene XHD 15W40 Mobil Super 10W40 Motor Oil Union 15W40
Drydene MP Dexron II/ Mercon ATF Mobil Super 15W40 Motor Oil Unocal 46 Power Steering Fluids
Exxon Auto H32 Hydraulic Fluid Shell Rotella T30W Unocal Guardol 15W40 Motor Oil
Valvoline All-Climate 10W40 Motor Oil
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DIAGNOSIS & TROUBLESHOOTING
This section of the manual is designed to help the mechanic troubleshoot steering complaints. Used
properly the section will assist you in completing a proper and less time consuming diagnosis and repair.
You will find sub sections covering diagnosis, troubleshooting, definitions and terms for complaints.
To properly repair the problem you must have a clear understanding of the driver’s complaint.
The Glossary of Terms and Definitions will help pin point the problem quickly.
D
Locate the complaint in the troubleshooting section and complete all the necessary tests as outlined in
I
the proper section of this manual. Complete the troubleshooting checklist and record your findings.
A
G
If after completing the diagnosis and repairs found in the Diagnosis and Troubleshooting section of this
N
manual, you are unsure of your findings, contact the Field Service Department of the R. H. Sheppard
O
Co., Inc. at 717-633-4111. When contacting the R. H. Sheppard Co. with a problem be sure to have your
S
completed troubleshooting checklist available.
I
S
Do not remove the gear until you have completed all procedures to solve your problems. Remember the &
steering gear is only one part of a total steering system. Many factors outside the steering gear will T
affect steering performance. R
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TM 9-2320-312-24-3
DIAGNOSIS AND TROUBLESHOOTING

IMPORTANT: Do Not Remove The Steering Gear From The Vehicle
To properly diagnose steering complaints it is important to understand the complete steering system. Many factors
outside of the steering system will affect steering performance. Factors such as misalignment, looseness in front end
components, mismatched tires and dry fifth wheel, to name a few, will affect steering.
A trouble shooting checklist is provided in the Miscellaneous Section of this manual. This form can be removed and
photo copied. This checklist will follow the diagnosis outline below.
GENERAL DIAGNOSIS
Many times a steering gear is removed and disassembled needlessly because an orderly diagnostic procedure is not
followed.
A glossary of common terms is provided at the end of this section of the manual. This glossary is intended to help
you better understand the problem.
Begin your diagnosis using the following outline as a guide.
I. DEFINE THE COMPLAINT

a. Talk to and question the driver - Refer to the glossary to obtain a clear understanding of what the
driver is saying.
b. Drive the vehicle - If possible have the driver show you what he is experiencing. Drive the
vehicle together to duplicate the condition.
II. PERFORM A VISUAL INSPECTION OF THE VEHICLE

a. Check for dry fifth wheel - Lack of lubrication will tend to steer the vehicle.
b. Check tires for mismatch, improper inflation or uneven wear patterns.
c. Check for poor loading practices - Special body or equipment installations should be checked for
their effect on steering performance.
d. Check for suspension sagging or shifting - Out of line rear axles will tend to steer the front end
of the vehicle.
III. INSPECT MECHANICAL COMPONENTS

a. Check all front axle components for wear, looseness or seizing.
b. Inspect steering column for drag - more than 10 inch pounds of drag measured with the column
suspended at the angle of operation is excessive.
c. Check steering gear mounting to be sure that it is tight. A steering gear that is shifting on the
frame will affect steering performance.
IV. CHECK THE HYDRAULIC SUPPLY SYSTEM

a. Follow the procedures as outlined in the hydraulic diagnosis section of this manual. Oil
pressure and flow must be within the vehicle manufacturer’s specifications.
HYDRAULIC DIAGNOSIS
The Sheppard M-Series integral power steering gear is a reactionary part of the power steering system. By
reactionary we mean that its operation is dependent on the proper supply of oil pressure and flow from the hydraulic
supply pump.
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TM 9-2320-312-24-3
When the steering wheel is turned, oil flow is applied to one end of the steering gear piston causing pressure to build.
This pressure causes the piston to move. As the piston moves it is displaced by a volume of oil under pressure. The
speed the piston moves is dependent on the amount of oil flow or,
Flow = Speed of steering.
Maximum system relief pressure limits the amount of steering gear output available to steer your specific vehicle or,
D
Pressure = The amount of work the steering gear can do. I
A
Keeping the basic formula of “Flow = Steering Wheel Speed” and “Pressure = Work” in mind will help you diagnose G
steering problems. N
O
Oil pressure and flow requirements are set during the design of the steering system. When diagnosing steering S
problems, oil pressure and flow must meet design specifications. Pressure and flow specifications vary. Follow the I
vehicle manufacturer’s recommendations. S
&
System back pressure and operating temperature must be considered during the diagnosis of the steering system.
High system back pressure will create heat.
T
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High system oil temperatures reduce overall efficiency of the steering pump and steering gear.
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Various types of pressure and flow meters are available to diagnose power steering problems. A pressure gauge rated
B
at 3000 PSI and a flow meter with a capacity of 10 GPM are needed to check oil pressure and flow.
L
E
A shutoff valve placed downstream from the pressure gauge allows the hydraulic supply pump to be isolated from
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the gear to check pump relief pressure. A simple thermometer placed in the reservoir will show system temperature.
H
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Pictured below is the Sheppard Heavy Duty Power Steering Test Kit Part #5517641. This is an excellent tool for
O
troubleshooting power steering systems and can be ordered using the form in the Miscellaneous section of this
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manual.
I
N
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This tester is a self contained, direct
reading device to check system flow,
pressure or both at the same time. It
can detect worn components, check
flow and pressure control settings or
monitor overall system performance.
LOW COST - EASY TO USE

Only one hose connection is broken,
either at the pump output or at the
pressure input to the power steering
gear housing.
OIL UNDER
* Installs between pump and steering gear
WARNING PRESSURE
* Shutoff valve isolates pump from gear CAN PENETRATE THE SKIN
* Pressure and flow can be read at the same time CAUSING SEVERE INJURY.
NEVER USE YOUR HANDS
* 0-3000 P.S.I. pressure gauge
TO CHECK FOR LEAKS
* 1-10 G.P.M. flow meter
* Complete with hoses & standard swivel fitting
Using a pressure and flow test kit, proceed with the evaluation of the hydraulic system. Record your findings on the
trouble shooting checklist.
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NOTE: All tests must be performed with the vehicle parked on a clean, dry, solid surface, with the engine
running and the full weight of the vehicle on the front wheels.
1. Connect the pressure and flow tester in series with the pressure line of the pump. Make a copy of the
trouble shooting test sheet.
2. Start the engine and check system oil level. Make sure the oil is flowing in the proper direction as indicated
by the arrow on the flow meter.
3. Place a thermometer in the reservoir.
4. Run the engine at idle speed. Slowly close the shut off valve until you have a pressure reading of 1000
PSI. Maintain this pressure until system temperature reaches 180 degrees Fahrenheit. Open the shutoff
valve all the way when the temperature is 180 degrees.
5. Check System Backpressure:
Normal system back pressure will be between 0 and 100 PSI with the engine idling and the steering wheel
stationary. Dual systems will normally read slightly higher. Back pressure should be checked at normal
operating temperature.
6. Pump Maximum Relief Pressure:
With the engine running at specified idle speed, slowly turn the shutoff valve until it is closed and read the
pressure at which the pressure relief valve opens. (Open the shutoff valve as quickly as possible to avoid
heat build-up or possible damage to the steering pump.) This pressure reading should equal the maximum
pump pressure specified by the vehicle manufacturer. Check specifications.
A BAD PRESSURE RELIEF VALVE MAY NOT RELIEVE PUMP PRESSURE. CLOSING THE SHUTOFF
WARNING VALVE MAY CAUSE SEVERE PUMP DAMAGE OR HIGH-PRESSURE HOSES TO RUPTURE. WATCH
THE PRESSURE GAUGE CLOSELY. IF PRESSURE RISES RAPIDLY OR GOES ABOVE 2500 PSI. STOP!
DO NOT CLOSE THE VALVE ALL THE WAY.
SOME STEERING PUMPS ARE NOT EQUIPPED WITH INTEGRAL RELIEF VALVES. CLOSE THE SHUTOFF VALVE SLOW-
LY AND WATCH THE PRESSURE. IF SYSTEM PRESSURE GOES ABOVE 2500 PSI DO NOT CONTINUE TO CLOSE THE
SHUTOFF VALVE. PUMP DAMAGE OR PERSONAL INJURY MAY RESULT.
7. Flow Test:
Measure oil flow under the following conditions. Record your findings on the Trouble Shooting Checklist.
Flow at idle with back pressure only
Flow at idle under a 1500 PSI load applied with the shutoff valve
Flow at full governed RPM with back pressure only
Flow at full governed RPM under a 1500 PSI load applied with the shutoff valve
8. Aerated Oil:
Visually check for air mixed with the oil in the steering system. The oil should be clear. Any signs of
frothing indicates air in the system and steering performance will be affected. Carefully check for leakage
on the suction side of the steering pump. Drain, refill, and bleed the system. Follow the procedure for
setting relief plungers in the “Common Procedures” section of this manual.
Before any steering gear repairs are made complete the hydraulic supply evaluation
and make any repairs. Many times steering gears have been repaired or replaced needlessly because a
hydraulic supply system evaluation had not been made.
Additional references to pressure and flow testing will be made in the diagnosis charts in the
“General Diagnosis” section of this manual.
9. Dry park Pressure and Input Effort:

Measure and record the pressure required to steer the vehicle from full left to full right while parked. Input
effort is measured at the steering wheel retaining nut. Use a dial type inch pound torque wrench to check
static steering input effort. Normal Input effort will be less than 100 inch pounds.
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OIL FLOW AND PRESSURE RECOMMENDATIONS

The Sheppard M-Series power steering gears are designed to operate at a maximum pressure of 2175 PSI. Each
vehicle Manufacturer specifies the maximum operating pressure at which their various steering installations are to be
operated. Always refer to your Vehicle Manufacturer’s specifications for the correct pump relief settings for the vehi-
cle you are working on.
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DO NOT INCREASE THE MAXIMUM OPERATING PRESSURE WITHOUT CONSULTING THE
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WARNING VEHICLE MANUFACTURER. SERIOUS DAMAGES MAY OCCUR.
N
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Oil flow and pressure for the Sheppard M-Series steering gears are outlined below by model number. Refer to the I
gear identification section of this manual to determine the model of steering gear you are working on. Oil flow S
requirements remain the same for all similar models and do not change from installation to installation. Follow the &
Vehicle Manufacturer’s recommendation.
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M-SERIES STEERING GEARS O
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M80P M90P M100P M110P B
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RATED PRESSURE 2175 PSI 2175 PSI 2175 PSI 2175 PSI E
MIN. PUMP FLOW (SINGLE) 2.1 GPM 2.5 GPM 3.0 GPM 3.5 GPM S
H
PUMP FLOW RANGE (SINGLE) 2.5-6.0 GPM 2.5-6.0 GPM 3.0-6.0 GPM 3.5-6.0GPM O
PUMP FLOW RANGE (DUAL SYSTEM) N/A 4.6-6.0 GPM 5.1-6.0 GPM 5.6-6.0 GPM O
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RATIO 16.8-1 18.9-1 18.9-1 23-1 I
OUTPUT SHAFT DIAMETER 1.75 IN. 2.0 IN. 2.0 IN. 2.25 IN. N
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Before any steering gear repairs are made complete the entire troubleshooting checklist provided in this manual.
Many times steering gears are removed or replaced needlessly. Remember, once the steering gear is removed there is
only one thing that can be determined -its weight!!!
If you have completed the troubleshooting checklist and are unsure of your diagnosis contact your Vehicle
Manufacture representative, or the Field Service Department of the R. H. Sheppard Co., Inc. at 800-274-7437.
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GLOSSARY
1. Rotary Valve - Internal valve in the bearing cap of the steering gear. It is actuated by the steering wheel through
the yoke connection of the steering column.
2. Back Pressure - Circulating pressure of the steering system.
3. Base Mounted Gear - The steering gear is mounted to the frame rail or bracket utilizing the eight mounting
holes opposite the sector shaft cover.
4. Bearing Cap - End cap of the steering gear that houses the actuating shaft and valve.
5. Bearing Cap Cover - Small cover on the end of the bearing cap of the steering gear. The bearing cap cover
houses the input shaft oil and salt seal.
6. Bleeder Screw - 1/8” allen screw located in the sector shaft bore of the steering gear.
7. Cavitation - Bubbles that form in the oil which keep the pump from supplying pressure and volume.
8. Contamination - Dirt or other foreign material in a fluid.
9. Cylinder Bore - Long bore of the steering gear where the steering gear piston is housed.
10. Cylinder Head - The end cap of the steering gear bolted on the housing opposite the actuating shaft end of the
gear.
11. Displacement - The volume of fluid that can pass through a pump or cylinder in a single revolution or stroke.
12. Feedback - A transfer energy from the output of a device to it’s input.
13. Fluid Flow - The stream or movement of a fluid, or the rate of it’s movement.
14. Piston - Is found in the cylinder bore. Changes the hydraulic force to mechanical force in the steering gear.
15. Plunger - Relief valves in the steering gear to limit steering gear piston travel. Plungers are adjustable and can
can be either manual or automatic adjusting.
16. Pressure Relief Valve - Optional pressure relief valve integral to the steering gear to limit system operating
pressure. Identified by a large hex nut on the side of the bearing cap.
17. Pump - A device that converts mechanical force and motion into hydraulic fluid power.
18. Rack Teeth - The area on the piston that engages the sector shaft teeth.
19. Recirculation Ball Thread - The area of the rotary valve on which the 24 steel balls travel.
20. Relief Valve - A pressure control valve used to limit system pressure.
21. Sector Shaft - The shaft the pitman arm is attached to.
22. Sector Shaft Bore - Area of the steering gear that houses the sector shaft.
23. Slave Gear - Right hand gear in a dual system application.
24. Slave Ports - Threaded openings in the cylinder head, bearing cap and sector shaft bore to install the pressure
lines to operate the slave gear.
25. Tab - Lock Retainer - Bolt assembly used to provide initial torque when installing the pitman arm. Uses
alignment tabs that fit into the pitman arm and restraining tabs to be locked into the head of the retainer.
26. Flow - The amount of fluid that passes a certain point in a unit of time. The volume of flow is usually expressed
in gallons per minute for liquids.
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TROUBLESHOOTING GUIDE
This section is designed to give you causes and possible remedies for the most common problems.
Symptom Possible cause Remedy D

Oil leaking at output shaft Damaged sector shaft seal Replace sector shaft seal and I
of steering gear. sector shaft if necessary A
G
Oil leaking at actuating Worn or damaged oil seal Replace actuating shaft seal N
shaft of steering gear O
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Oil leaking at supply pump Damaged oil seal Replace oil seal I
drive shaft Oil seal heat damaged Check operating temperature S
Loose or damaged bushing Repair pump per pump &
on pump drive shaft service instruction
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Lubricant milky or white in Water entry through Clean vent system or R
appearance reservoir venting system replace cap assembly O
Flush System U
B
Oil forced out of reservoir Clogged oil filter Change oil and oil filter L
or foaming Change more often E
S
Air in system Bleed air from system H
Check for air leak on O
suction side of supply pump O
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Relief plungers of steering Adjust relief plungers I
gear not adjusted properly (See Common Procedures) N
creating high operating G
temperatures
Air leak in suction side of Refer to pump servicing

supply pump instructions
Pump cavitating Check for restriction in

pump supply
Oil overheating Check for restriction in

steering gear return
Engine oil in power steering Faulty seal at pump drive Repair pump
reservoir (Gear driven pump) shaft
Faulty seal at accessory Repair accessory drive

shaft driving supply pump
Lubrication oil discolored Operating temperatures too Check and correct cause of
high overheating
Change intervals too long Change oil more often

Incorrect lubricant used Drain, flush and refill with
recommended fluid
High operating Oil flow restriction Check back pressure

temperatures
Oil flow too high Check maximum oil flow
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TM 9-2320-312-24-3V
Symptom Possible cause Remedy
No power steering on cold Hydraulic supply pump Increase engine speed

starting vanes not extending momentarily to extend
(Vane type pump only) vanes and start pump
action.
Usually does not happen
often and does not last
long. Not a cause for pump
repair or replacement.
Excessive pump pressure Pinched oil return line Relocate line

with steering gear in neutral High back pressure
position.
Binding steering column Repair steering column
Wheel cuts restricted Relief plungers not adjusted Adjust relief plungers
properly
Erratic steering or Insufficient volume of oil Refer to pump servicing

mechanical steering only instructions
Sticking pressure relief Replace relief

valve in steering gear valve as required
Hard Steering Faulty supply pump Check pump flow
Steering out of alignment Align front end
High operating temperature Locate and correct cause of

overheating
Wheel turns hard in one or Bind in steering column Check column drag
both directions
Dirt or foreign matter Check piston relief

trapped in piston relief
Bent or damaged king pins Repair or replace king pins

and tie rods and tie rods
Refer to servicing instructions
Front end load too great Lighten load
Low oil level in steering Fill oil reservoir as required

system
Air in system Bleed system and check for

cause of air
Caster degree incorrect Correct to Specifications
Wheel turns hard in one Metal or foreign material in Remove and clean relief
direction relief ball seat in piston of valve seats or replace
steering gear damaged parts
No attempt to return to No positive caster Set caster to 3o to 5o

straight ahead from positive caster
turns (may also be hard
steering complaint)
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Steering gear mounting Shim mounting pads to
distorted correct piston to bore
interference. Make sure
correct bolt length is used on
the base mount gears.
D
Linkage ball sockets seized Check and repair or replace I
or binding A
G
King pins seized or binding Repair or replace N
Oil flow rate incorrect Check and correct supply
O
pump
S
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Darting, wandering Oil flow too high Supply pump not to S
(oversteering) specifications &
Air trapped in steering gear Bleed system T
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Looseness, worn front end Check and repair as required O
parts U
B
Front end alignment not Align front end caster L
correct E
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Overloading Reduce loads H
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Rear axle not parallel Check & repair as required O
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Tight tie rod ends & drag Check rotational torque & I
link sockets replace if necessary N
Excessive backlash/freeplay Worn universal joint Replace universal joint
G
Pitman arm ball worn Replace pitman arm

“egg-shaped” (if equipped) assembly where riveted ball
is used.
Loose bracket frame to Remove bracket, clean

bracket or bracket to gear frame and bracket. Check
radius of frame making
sure bracket is not bearing
on radius surface.
Check bracket for wear
from being loose.
Replace bracket and tighten
to recommended torque
rating by size and grade of
bolts.
If necessary, replace
bracket.
Rack on piston damaged Replace steering gear
Damaged sector Replace steering gear

shaft/splines
Worn or damaged pitman Replace pitman arm and

arm splines sector shaft
Universal joint yoke loose Repair or replace damaged

on actuating shaft parts.
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Steering input not smooth Worn universal joint Check and replace as
required
Lack of lubrication Lubricate per vehicle

manufacturer’s
recommendations
Universal joints not phased Re-phase columns*

properly
Low oil flow Idle speed too low

Drive belts slipping
Supply pump not to
specifications
Overload on front axle Verify front axle weight.

Do not exceed rating of
front axle.
Pump cavitating Correct pump supply
Overheating Correct cause of overheating
NOTE: Universal joints are designed to operate best when the angle between the drive and driven
shaft is a maximum of 20 to 25 degrees. Angles greater than this may upset steering
performance.
IMPORTANT: Actuating shaft thread wear generally comes from improper lubrication or excessive manual
steering. Manual steering results from low pump pressure or flow or an overloaded
front axle.
*To check phasing of the universal joints in the steering column, use an inch-pound graduated dial type torque wrench.
With a socket on the steering wheel retaining nut, read the difference in the torque while steering from lock-to-lock.
Variation of more than 15 in.-lb. means improper phasing. Take the reading with the vehicle stationary and the engine
running at idle.
Phasing can usually be corrected by rotating the two-piece intermediate shaft one spline at a time until the torque
reading remains the same throughout the 360 degree rotation of the steering wheel.
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Common Procedures
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This section of the service manual covers repairs that do not require removal of the power steering gear. Before you attempt
repairs, read the procedure and make sure you have all the parts, tools and information needed to finish the job. Always refer P
to the Vehicle Manufacturer’s Service Manual and any service bulletins covering the vehicle you are working on. R
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Read all the safety warnings. These warnings have information critical to the safe operation of the steering gear and C
the vehicle. E
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Additionally, you will find notes, cautions and items marked “Important”. These items give information to ensure that you U
are following proper procedures. They are designed to keep repair times to a minimum and assure a quality repair. R
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If problems arise during repair or you are unsure of a procedure, call the Field Service Department of the R. H. Sheppard
S
Co. at 717-633-4111 for assistance.
REPAIRS TO HEAVY DUTY POWER STEERING SYSTEMS MUST BE MADE BY HIGHLY

WARNING TRAINED PROFESSIONAL MECHANICS.
FAILURE TO FOLLOW SAFETY PROCEDURES COULD RESULT IN LOSS OF STEERING,

ACCIDENT DAMAGE OR PERSONAL INJURY.
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Preventive Maintenance
Fluid and filter change is necessary to keep the fluid in the system clean. The use of high quality fluids and filters
will insure the removal of contaminants and dissipate heat.
TOOLS REQUIRED:
Drain pan
Shop towels
10” adjustable wrench
Hydraulic jack of a suitable size
Screwdriver
FOR OTHER EQUIPMENT, TOOLS OR SAFETY PROCEDURES ALWAYS FOLLOW THE

WARNING VEHICLE MANUFACTURER’S PROCEDURES FOR LIFTING AND BLOCKING. CLEAN UP ALL
OIL SPILLS TO AVOID SLIPS AND FALLS.
PARTS REQUIRED:
Specified steering fluid
Specified filter
NEVER USE OLD OR USED SEALS, COTTER PINS, RETAINERS OR CRITICAL FASTENERS.
WARNING ALWAYS BUY A NEW SEAL KIT. USE ONLY MANUFACTURER APPROVED REPLACEMENT
ADDITIONAL REFERENCES:
Vehicle Manufacturer’s Service Manual
R. H. Sheppard Co., Inc. Maintenance and Troubleshooting Video
PROCEDURE:
1. Park the vehicle on a clean, dry, solid surface. Set the parking brake, block the rear wheels and place the
transmission in neutral.
2. Raise the front end of the vehicle until the tires have cleared the surface using the hydraulic jack.
3. Tilt the hood or raise the cab using the procedure in the Vehicle Manufacturer’s Service Manual.
4. Place the drain pan under the steering gear to catch the fluid.
5. Remove the pressure and return lines from the steering gear to drain fluid.
6. Wipe off the area around the reservoir cap with a clean towel. Remove the bolt from canister type reservoirs.
Remove the cover.
7. Remove the filter from the canister and discard. If a spin on filter is used remove the filter using the filter
wrench and discard.
IMPORTANT: Discard only the filter element. The other parts may be used to retain the filter in the reservoir
assembly.
8. Wipe the inside of the reservoir canister clean with a clean shop towel.
9. With the hoses disconnected, slowly turn the steering wheel from full left to full right three or more times to
purge oil from the steering gear. Make sure the drain pan will catch the oil from the steering gear.
10. Attach the pressure and return lines to the steering gear and tighten.
11. Install a new filter element in the reservoir. Follow the directions on the filter element and refer to the Vehicle
Manufacturer’s Service Manual.
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12. Clean the reservoir cap with an approved solvent. Remove the old gasket from the cap and replace it with a new
gasket. For vehicles with a spin on filter element, replace the filter with using procedures in the Vehicle
13. Fill the reservoir with new steering fluid to within 1” of the top of the reservoir canister. Install the reservoir
cover and tighten the bolt to the Vehicle Manufacturer’s specification.
C
14. Start the vehicle and allow it to idle. O
M
15. Check the fluid level and fill as needed. M
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16. Steer the vehicle from full left to full right several times and check the fluid level again. Add fluid as needed. N
17. Visually check all fittings and hoses for external leaks. P
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CAUTION Do not allow the reservoir to empty during start up. Pump damage may result. O
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18. Shut the vehicle off. Remove the drain pan, lower the vehicle until the tires contact the surface and remove the D
jack. U
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19. Lower the cab or hood using the procedures in the Vehicle Manufacturer’s Manual. E
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DO NOT CHECK FOR LEAKS BY HAND, HYDRAULIC OIL UNDER PRESSURE CAN PENETRATE
WARNING THE SKIN AND CAUSE SEVERE INJURY.
NOTE: A note on mixing oils and additives-Chemicals tend to react with one another. Some interactions
are of no consequence. Others are beneficial, while still others may cause some degradation in the
service capability. It is not recommended to mix products which are intended for different service
applications, for instance, a transmission and a gear oil.
Since the original lubricant manufacturer puts a lot of time and expense into ensuring that their oil
will meet the required qualifications, it is not a good idea to introduce additional chemical which
may upset the delicate and critical balance originally obtained. This means that supplemental
additives are not needed and normally are not desired in a fully compounded and qualified lubricant.
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Input Shaft Seal Replacement

(Current Production after July ‘1991)
IMPORTANT: Do not remove the steering gear for this repair.
TOOLS REQUIRED:
Appropriate size sockets and drivers to remove U-Joint pinch bolt and bearing cap mounting bolts
Drain pan
5/8” & 11/16” combination wrenches
0-150 ft./lb. torque wrench (minimum)
Screw driver
1” Socket & short extension (1/2” drive)
Small hammer
FOR OTHER EQUIPMENT, TOOLS OR SAFETY PROCEDURES ALWAYS FOLLOW THE VEHICLE
WARNING MANUFACTURER’S PROCEDURES FOR LIFTING AND BLOCKING.
PARTS REQUIRED:
5542261 Input Shaft Seal Kit
Specified fluid
NEVER USE OLD OR USED SEALS, COTTER PINS, RETAINERS OR CRITICAL FASTENERS. ALWAYS
WARNING BUY A NEW SEAL KIT. USE ONLY MANUFACTURER APPROVED REPLACEMENT PARTS.
R. H. Sheppard Co. Maintenance & Troubleshooting Video (Optional)
PROCEDURE - Disassembly:
NOTE : Removal of the power steering gear is not necessary to complete this repair.
1. Park the vehicle on a clean, dry, solid surface, preferably concrete. Set the parking brake and block the wheels.
Place the transmission in neutral.
2. Tilt the hood or cab using the procedure in the Vehicle Manufacturer’s Service Manual.
3. Loosen and remove the pinch bolt on the lower end yoke of the steering shaft.
4. Remove the lower yoke from the steering gear input shaft. If necessary, secure the shaft so it will not be
in the way.
IMPORTANT : Do not pull the slip shaft out of the steering shaft. This would require rephasing at time of
installation.
5. Place the drain pan under the power steering gear. Draining the system is not necessary, but some fluid
will be lost.
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TM 9-2320-312-24-3
Make sure the cap you are working on

CAUTION has a rubber lip seal before attempting
repair
6. Remove the rubber dust boot. Using the ratchet and socket,
remove the four attaching bolts from the bearing cap cover and
remove the bearing cap cover C
O
M
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WARNING DO NOT TURN THE INPUT SHAFT O
DURING REPAIRS. DAMAGE TO THE N
STEERING GEAR WILL RESULT.
P
R
O
CAUTION The thrust washer will stick to the C
bearing cap cover. Install the thrust E
washer before proceeding D
U
R
E
7. Place the bearing cap cover on a clean work surface. Pry the S
salt seal out of the bearing cap cover
8. Press the oil seal out of the cover using a suitable size socket or
seal driver. Use of an arbor press is recommended. Remove the
o-ring from the cover. Discard all seals.
9. Clean the cover with a suitable solvent. If the cap you are
working on has a grease fitting, remove the grease fitting
and fill the hole with RTV compound. No further greasing is
required.
23
TM 9-2320-312-24-3
Reassembly
1. Place the cover face down on a clean work surface. Install the
oil seal in the cover suing a suitable size seal driver and an
arbor press. Coat the outside diameter of the seal with clean
chassis lube. Make sure the lip of the seal faces up when
installing the seal. The garter spring will be visible when
properly installed.
NOTE: The input shaft seal is a press fit. If the seal seems too
small, contact Sheppard @1-800-274-7437
2. Install a new o-ring on the bearing cap cover. Make sure the oil
seal is properly installed before proceeding.
3. Press the salt seal into the cover until it is flush with the face of
the cover.
NOTE: Tape the input shaft splines before installing the cover to
prevent seal damage.
4. Install the bearing cap cover onto the steering gear and torque
the attaching bolts to specification. Install the rubber boot over
the input shaft. Insure the boot is below the spine and contacts
the cover when installed.
5. Remove the tape from the splines and install the u-joint
following the vehicle manufacturer’s instructions.
6. Check and correct the fluid level in the power steering

reservoir.
7. Start the vehicle and check for leaks. Remove the drain pan
and lower the hood or cab following vehicle manufacturer’s
guidelines.
24
TM 9-2320-312-24-3
Sector Shaft Seal Replacement

Do Not Remove the Steering Gear for This procedure
Partial disassembly of the steering gear is required to replace

the sector shaft seals. Take care to time the sector shaft if it is
replaced.
C
O
Tools Required:
M
Drain Pan
M
Hammer
O
Punch
N
Appropriate Size Allen Drive socket
Sheppard Pitman Arm Puller (Kent Moore #ZTSE-4439)
P
Sockets& ratchet
R
Large Snap Ring Pliers
O
Seal Driver
C
E
Procedure:
D
U
1. Park the vehicle on a clean dry surface. Set the
R
parking brake and chock the wheels. Tilt the hood or
E
cab to gain access to the steering gear.
S
2. Remove the pitman arm following the procedures

in the Pitman Arm Removal Section of this manual.
3. Remove the rubber boot from the sector shaft and

discard. Snap Ring covers may be equipped with a
protective cap. Pry the cap out of the bore at this
time.
4. There are three variations of sector shaft covers. Use

appropriate procedures for removal of the cover you
are working with. You will need either the snap ring
pliers, socket and ratchet or Allen drive sockets to
remove the particular attachment method you are
working with.
IMPORTANT: You will need to remove the factory

installed silicone protectant from the snap ring and
carefully clean the cover area before disassembly when
working with snap ring covers.
25
TM 9-2320-312-24-3
5. Clean the shaft and remove the sector shaft cover. It

may be necessary to crank the engine to force the
cover out of the housing
DO NOT TURN THE WHEEL

WARNING DURING THIS PROCEDURE!
CIRCULATING OIL WILL FORCE THE COVER OUT.
TURNING THE WHEEL WILL CAUSE A PRESSURE
INCREASE AND PERSONAL INJURY MAY RESULT!
NOTE: A slide hammer may be used to remove the

sector shaft if necessary.
6. Remove the sector shaft and cover from the housing.

Separate the cover from the sector shaft. Inspect the
sector shaft for corrosion or damage. Replace the
sector shaft if necessary.
NOTE: It may be necessary to remove the dust cover

from the frame side of the sector shaft. Use a gasket
scraper or screwdriver to remove the frame side dust
cover.
7. Pry the excluder seal from the cover. Using a seal

pick, remove the oil seal from the sector shaft cover
and housing. Remove the O-ring from the cover.
Discard all seals.
8. Install a new oil seal in the housing and cover. Take

care to install the oil seal with the black lip toward
the inside of the gear and the blue side facing the
outside of the gear
THE SECTOR SHAFT OIL SEALS

WARNING ARE TWO PIECE SEALS IT WILL
BE NECESSARY TO BEND THE SEAL TO INSTALL IT
INTO THE COVER AND HOUSING. ONCE THE
SEAL IS IN PLACE, IT MAY BE NECESSARY TO
SEAT THE SEAL INTO PLACE USING YOUR
FINGERS OR A BLUNT SEAL PICK. TAKE CARE TO
PUSH ONLY ON THE BODY OF THE SEAL AND
NOT ON THE SEAL LIP!
NOTE: Coat all seals with a light coat of clean motor

oil to facilitate installation of the sector shaft.
26
TM 9-2320-312-24-3
9. Install the sector shaft into the housing taking care

to align the timing mark on the sector with the
timing marks on the piston. It may be necessary to
tap on the sector shaft to properly seat it into the
housing.
C
O
M
M
O
N
10. Install the sector shaft cover onto the steering gear.
Insure that the cover is properly seated when P
installing. Snap ring covers must be flush or below R
the snap ring groove when properly installed. O
C
E
D
U
R
E
S
11. Install the snap ring or attaching bolts in the cover.
FAILURE TO PROPERLY INSTALL

WARNING THE SNAP RING CAN CAUSE
THE SNAP RING TO DISENGAGE AND PERSONAL
INJURY WILL RESULT!
12. Using an appropriate size seal driver, install the

excluder seal in the cover. Apply a coat of clean
chassis lube in the lip of the seal before installing.
Apply a bead of grease over the excluder seal and
slide the rubber boot over the sector shaft.
13. Install the pitman arm following the procedures in

the Pitman Arm Installation section of this manual.
14. Fill the system with an approved fluid. Start the

engine, check and correct fluid level.
15. Lower the hood or cab following the vehicle

manufacturers guidelines
27
TM 9-2320-312-24-3
Bleeding Single Gear System

Bleeding of the steering gear in a single gear system is only necessary if the gear is mounted in a way that will trap
air in the sector shaft bore. This procedure should he followed whenever the gear has been disassembled or replaced.
TOOLS REQUIRED:
1/8” Allen wrench
FOR OTHER EQUIPMENT, TOOLS OR SAFETY PROCEDURES ALWAYS

WARNING FOLLOW THE VEHICLE MANUFACTURER’S PROCEDURES FOR
LIFTING AND BLOCKING.
R. H. Sheppard Co. - Maintenance & Troubleshooting Video (Optional)
PROCEDURE:
1. Park the vehicle on a clean, dry, solid surface-preferably concrete. Set the parking brake and block the wheels.
3. Make sure the fluid level in the reservoir is at the full mark of the dipstick.
4. If this is a replacement steering gear, follow the “Plunger Adjustment Procedures” in this section of the
manual.
5. Start the vehicle and allow the engine to idle.
6. Steer the vehicle from full left to full right several times. The pitman arm must make full travel.
7. Locate the bleeder screw in the plug located on

the sector shaft bore (Figure 34).
IMPORTANT:
Do not turn the steering wheel with the bleeder open.
8. Using the allen wrench, open the bleeder screw until non-aerated fluid flows from the bleed screw.
9. Tighten the bleed screw.
10. Repeat steps 5-8 until no aeration is found in the bleed oil.
11. If this is a replacement steering gear, follow the “Plunger Adjustment Procedures” in this section of the
manual.
12. Check the fluid level in the power steering reservoir and fill if necessary.
13. Shut the vehicle off.
14. Lower the hood or cab following procedures in the Vehicle Manufacturer’s Service Manual.
15. Remove wheel blocks
28
TM 9-2320-312-24-3
Bleeding Dual Gear System

Bleeding the dual steering gear system is necessary whenever the system has been repaired. Different gear sizes may
be used together but the bleeding procedure is the same.
TOOLS REQUIRED: C
Hammer O
1/8” Allen wrench M
Ball stud removal tool M
Hydraulic jack - appropriate size O
0-200 ft./lb. Torque wrench (l/2” drive) N
Socket and ratchet for drag link nut (l/2” drive)
P
FOR OTHER EQUIPMENT, TOOLS OR SAFETY PROCEDURES ALWAYS R
WARNING FOLLOW THE VEHICLE MANUFACTURER’S PROCEDURES FOR LIFTING O
AND BLOCKING. C
E
PARTS REQUIRED: D
Cotter pins U
Specified fluid R
E
S
NEVER USE OLD OR USED SEALS, COTTER PINS, RETAINERS OR CRITICAL
WARNING FASTENERS. ALWAYS BUY A NEW SEAL KIT. USE ONLY MANUFACTURER
APPROVED REPLACEMENT PARTS.

PROCEDURE:
2. Jack the vehicle up until the front wheels have cleared the surface.
4. Make sure the fluid level in the reservoir is at the full mark on the dipstick.
IMPORTANT: Do not allow the reservoir to empty during this procedure. pump damage or further aeration
can result.
5. Remove the drag links from the pitman arms of the master and slave gears using the procedure in the Vehicle
6. Start the vehicle and allow the engine to idle.
7. Turn the steering wheel to a full left turn and hold until the slave gear moves its full travel. Then turn
the steering wheel to a full right turn and hold until the slave moves its full travel. Repeat this procedure
three or more times.
29
TM 9-2320-312-24-3
8. Connect the drag link to the master gear. Torque the attaching nut following the procedures in the Vehicle
Manufacturer’s Service Manual
CAUTION Do not back off the nut when locating the cotter pin hole.
9. Install a new cotter pin through the ball stud nut, then lock in place.
FAILURE TO INSTALL A NEW COTTER PIN IN THE BALL STUD AFTER

DANGER PROPER TORQUE COULD RESULT IN LOSS OF STEERING CONTROL.
10. With the master gear drag link connected, turn the steering wheel to a full left turn and hold until the slave gear
pitman arm moves its full travel. Then turn the steering wheel to a full right turn and hold until the slave gear
pitman arm moves its full travel. Repeat this procedure three or more times.
11. Connect the drag link to the slave gear by turning the steering wheel until the pitman arm lines up with the drag
link.
IMPORTANT:
Do not move the pitman arm by hand during this operation. Air may get in the system.
12. Torque the attaching nut following the procedures in the Vehicle Manufacturer’s Service Manual.
13. Install a new cotter pin through the ball stud nut, then lock in place.
14. Steer the vehicle full left to full right several more times.
15. Locate the bleeder screw in the master gear located in the plug on the sector shaft bore
30
TM 9-2320-312-24-3
16. Using the allen wrench open the bleeder screw until non-aerated fluid flows from the bleed screw.
NOTE: Do not turn the steering wheel with the bleeder open.
17. Repeat the procedure on the slave gear if an M-Series slave is used.
18. Check and correct fluid level. C

O
19. Shut the vehicle off. M
M
20. Lower the the hood or cab following the procedure in the Vehicle Manufacturer’s Service Manual. O
N
21. Lower the vehicle until the tires contact the surface and remove the jack.
P
R
O
C
E
D
U
R
E
S
31
TM 9-2320-312-24-3
Axle Stop Adjustment

Axle stop adjustment should be checked during pre-delivery. Axle stop positioning will determine the maximum
wheel cut available for your truck and can be adjusted using the adjustable bolt and lock nut on each spindle. The
following procedure is a guide. Refer to the OEM specifications for specific wheel cuts for your vehicle.
TOOLS REQUIRED:
Hydraulic Jack
Wrenches to fit Stop Bolts
PROCEDURE:
1. Park the vehicle on a solid surface. Set the parking brake, chock the wheels and tilt the hood or cab to access
the front tires.
2. Raise the front of the vehicle until the tires clear the surface.
3. Turn the wheels to a full right turn. Note the position of the tire relative to the steering gear or drag link. Adjust
the stop bolt on the right spindle until a minimum clearance of 1” is maintained between the tire and any part of
the chassis. This is the maximum wheel cut available.
DO NOT EXCEED THE MINIMUM CLEARANCE OF 1”, NEVER ALLOW THE TIRE TO
WARNING CONTACT ANY PART OF THE CHASSIS. CONTACT OF THE TIRE WITH ANY PART OF
THE CHASSIS WILL RESULT IN TIRE OR STEERING COMPONENT DAMAGE.
4. Turn the wheels to a full left turn. Note the position of the tire relative to contact with any part of the chassis or
component. Adjust the stop bolt on the left spindle until a minimum clearance of 1” is maintained between the
tire and any part of the chassis or component. This is the maximum wheel cut available.
DO NOT EXCEED THE MINIMUM CLEARANCE OF 1”, NEVER ALLOW THE TIRE TO
WARNING CONTACT ANY PART OF THE CHASSIS. CONTACT OF THE TIRE WITH ANY PART OF
THE CHASSIS WILL RESULT IN TIRE OR STEERING COMPONENT DAMAGE.
5. Make sure the jam nuts are tight on both axle stop bolts. Lower the vehicle, lower the hood or cab and remove
the chocks.
32
TM 9-2320-312-24-3
Alternate Bleed Procedure

Single Gear System
In most cases, trapped air will bleed from the steering system by following the “Single Gear Bleeding Procedure.” Air
entrapment is most typical in applications where the sector shaft bore is above the piston bore on the steering gear as C
shown below. If you are unable to remove all the air following this procedure it may be necessary to bleed the system O
as follows: M
M
O
N
1. With the full weight of the vehicle on the steer tires, start the truck and turn the wheels to a full left turn.
P
R
2. With the wheels turned full left, locate the bleeder screw above the pitman arm. O
C
3. Using a 1/8” Allen wrench, open the bleed screw 2-3 turns. E
D
4. With the bleed screw open, turn the wheels to a full right turn. U
R
5. Close the bleed screw when a full right turn is achieved. E
S
IMPORTANT:
Turning the wheels to a full right turn with the bleed screw open will force air from the system under pressure.
DO NOT steer the truck to the left with the bleed screw open as this will introduce additional air into the system.
6. Repeat this procedure 2-3 times until all air is removed from the system.
33
TM 9-2320-312-24-3
Manual Plunger Adjustment

Relief plunger adjustment should be checked during pre-delivery. Any time tire size or steering gears are changed,
relief plunger adjustment will be necessary. A relief plunger is located in each end cap of the steering gear; One for
right turn, one for left turn.
TOOLS REQUIRED:
Small blade screwdriver
FOR OTHER EQUIPMENT, TOOLS OR SAFETY PROCEDURES ALWAYS FOLLOW

WARNING THE VEHICLE MANUFACTURER’S PROCEDURES FOR LIFTING AND
BLOCKING.
PROCEDURE:
NOTE: Never attempt to adjust relief plungers until the axle stops are set following Vehicle Manufacturer’s
Specifications.
2. Place the transmission in neutral and start the engine.
3. Allow the engine to operate at idle speed.
NOTE: It is always best to have 2 people when setting plungers; 1 to steer the vehicle and 1 to set and check
adjustments.
4. Locate the plungers.
5. Determine which plunger is used to adjust right and left turns based on direction of pitman arm travel.
6. Turn the steering wheel to a full left turn and check the clearance If the clearance is not 1/8”, plunger adjustment
will be necessary
IF THE STOP BOLT HITS THE AXLE UNDER PRESSURE, RELEASE THE WHEEL
WARNING IMMEDIATELY! DAMAGE TO STEERING COMPONENTS MAY RESULT.
7. Return the front tires to the straight ahead position and release the steering wheel. Using the screwdriver, adjust
the plunger for left turn Turning the plunger in will increase the clearance between the stop bolt and the axle,
while turning the plunger out will decrease the clearance. Do not adjust the plunger with pressure on the
steering wheel Seal damage can result.
NEVER ADJUST THE PLUNGER BEYOND FLUSH WITH THE END CAP.
WARNING LEAKAGE OR PERSONAL INJURY MAY RESULT.
8. Turn the steering wheel to a full left turn. Check the 1/8” clearance.
9. If further adjustment is required, repeat steps 7 & 8 until the l/8” clearance is achieved.
10. Repeat steps 6 thru 9 for the right turn.
34
TM 9-2320-312-24-3
Set Automatic Plungers

Automatic plungers are set at the factory and do not need to be set unless tire size is changed or wheel cut is
extended. It is recommended that the setting of automatic plungers be checked at pre-delivery. Do not adjust or set
Auto Plungers unless axle gap is wrong or tire size is changed! All Sheppard Auto Plunger equipped steering gears
are manufactured with the auto plungers set for minimum wheel cut. Once set following this procedure, no other C
adjustment or setting is required O
M
TOOLS REQUIRED: M
Hydraulic Jack O
N
PROCEDURE:
P
1. Park the vehicle on a solid surface. Set the parking brake, R
chock the wheels and tilt the hood or cab to access the O
front tires. C
E
2. Verify that your steering gear has auto plungers. D
Steering gears with auto plungers will have the word U
“AUTO” cast into the housing as shown. Plastic caps R
on the plunger hole is a secondary means of verification E
S
3. Raise the front wheels until the tires clear the surface.
Make sure axle stops are set to manufacturers specifications.
4. Start the engine and turn the wheel to a full lock in both
directions. Contacting the axle stop with the wheels off
the ground will set the auto plunger to the correct position.
NOTE: As you reach the end of travel, you will feel

the piston contact the plunger. Continue turning
until you reach the axle stop bolt.
5. Return the wheels to straight ahead. Lower the vehicle.
6. Shut off the engine. Lower the hood or cab and remove
the wheel chocks.
35
TM 9-2320-312-24-3
Adjust Automatic Plungers

Auto Plungers require NO ADJUSTMENT unless tire size is changed or wheel cut is reduced. Do not adjust auto
plungers unless you are in one of these conditions!
TOOLS REQUIRED:
1/4” Punch
Ball Peen Hammer
DO NOT USE A SCREWDRIVER TO ADJUST AUTO PLUNGERS!
PROCEDURE:
1. Park the vehicle on a solid surface. Set the parking

brake, chock the wheels and tilt the hood or cab to
access the front tires.
2. Verify that your steering gear has auto plungers.

Steering gears with auto plungers will have the
word “AUTO” cast into the housing as shown.
Plastic caps on the plunger hole is a secondary
means of verification.
3. Remove the plastic caps from both plunger holes.

Carefully insert the 1/4” plunger into the plunger
hole and drive the auto plunger in until it bottoms in
the bore. Repeat this procedure for both ends of the
steering gear. Replace the plastic caps.
TAKE CARE WHEN USING THE PUNCH

WARNING TO INSURE PLUNGER BORE IS NOT
DAMAGED. A LEAK CAN OCCUR IF THE BORE IS
DAMAGED DURING THIS PROCEDURE.
IMPORTANT: Make sure there are no sharp edges on

your punch that could damage the bore.
4. Set the Auto Plunger following the “Set Automatic

Relief Plungers” section of this manual.
36
TM 9-2320-312-24-3
Auto Plunger Repair Procedure

Under normal use the Sheppard Auto Plunger system requires no regular maintenance. The auto plunger is
serviceable only as a kit and is only required if a leak is present.. Sheppard part number 18212821K will fit
both the cylinder head and bearing cap end of the steering gear.
C
TOOLS REQUIRED O
Various Metric Sockets and Ratchet M
Slotted Screwdriver Bit arid Suitable Socket and Ratchet M
l/4” Drift Punch O
1/4” Pin Punch N
1/4” Center Punch
10mm open End Wrench P
Hammer R
O
CYLINDER HEAD REPAIR PROCEDURE C
E
1. Park the vehicle on a clean dry surface (preferably D
concrete). Set the parking brake and block the wheels. Tilt U
the hood or raise the cab following the procedures outlined R
in the vehicle manufacturer’s service manual. Identify the E
steering gear as being equipped with auto plungers. If you S
have a question on identifying the steering gear, contact the
Field Service Department of the R. H. Sheppard Co. Place
a drain pan under the steering gear.
2 Mark the cylinder head and housing for re-assembly.

Remove the four attaching bolts from the cylinder head
using an appropriate size socket and ratchet.
Remove the cylinder head
3. Place the cylinder head in a vise. Remove the plastic plug

from the auto plunger hole. Using a 1/4” punch and
hammer, drive the auto plunger assembly in until it
bottoms in the bore. The spring pin, flange and plunger
body should be accessible for repair at this point ho
Failure to keep the 1/4” punch straight

CAUTION in the bore or hitting the plunger too
hard can result In damage to the steering gear or
auto plunger assembly.
4. Carefully insert the screwdriver bit into the plunger bore to

engage the slotted head of the plunger body. Using the
10mm open end wrench to hold the flange across the flat
sides, carefully turn the flange to remove the flange from
the plunger body. Do not allow the screwdriver bit to slip
off the plunger body in the process, damage to the bore
can result. Discard the flange.
NOTE: The auto plunger flange is held in place with patch

lock and the threads are staked at the factory It will require
approximately 15-20 inch pounds of torque to remove the
flange.
5. Remove the plunger body from the spring pin and discard.
It may be necessary to tap the plunger body to remove it
from the spring pin. Use of a 1/8” pin punch is
recommended.
37
TM 9-2320-312-24-3
6. Coat the O-ring of the plunger assembly with a light coat

of grease and install the plunger body through the spring pin.
IMPORTANT: Check the plunger bore for nicks or gouges

before installing the plunger assembly. Take care not to
introduce dirt or contaminants in the plunger bore when
reassembling.
7. Use the screwdriver bit and ratchet to hold the plunger

body. Screw the flange onto the plunger body using the
10mm open end wrench until the flange contacts the spring
pin.
NOTE: The plunger body has patch lock on the threads and
will require approximately 15 to 20 inch pounds of torque
to overcome the patch lock.
THE FLANGE MUST CONTACT THE

WARNING SPRING PIN. STEERING GEAR
DAMAGE OR A LEAK CAN RESULT.
8. With the flange against the spring pin, use the center punch
to stake the threads of the plunger body. Take care to not
bend the plunger when staking the threads.
USE EXTREME CAUTION WHEN

WARNING STAKING THE THREADS OF THE
PLUNGER BODY. HITTING THE THREADS TOO HARD
WILL BEND THE PLUNGER AND CAUSE STEERING
FAILURE
9. Install the cylinder head onto the steering gear taking care
to align the marks from disassembly. Torque the
attaching bolts to specification. Install the plastic cap over
the plunger boss.
10. Fill the reservoir with an approved fluid. Start the engine.
Check and correct the fluid level and check for leaks.
11. Set the auto plungers following the procedure in this

manual. Lower the hood or cab following the procedures in
the vehicle manufacturer’s service manual.
38
TM 9-2320-312-24-3
Bearing Cap of Input End Auto Repair

1. Park the vehicle on a clean dry surface (preferably concrete). Set the parking brake and block the wheels. Tilt
the hood or raise the cab following the procedures outlined in the vehicle manufacturer’s service manual.
Identify the steering gear as being equipped with auto plungers. if you have a question on identifying the
steering gear, contact the Field Service Department of the R. H. Sheppard Co. at 1-800-274-7437. Place a drain C
pan under the steering gear. O
M
2. Mark the bearing cap and housing for re-assembly. Remove the universal joint from the input shaft of the M
steering gear. O
N
3. Remove the plastic plug from the plunger hole and drive
the auto plunger in until it bottoms using the l/4” punch P
and hammer. Remove the four attaching bolts from the R
bearing cap using an appropriate size socket and ratchet. O
C
Failure to keep the 1/4”punch straight E
CAUTION in the bore or hitting the plunger too D
hard can result in damage to the steering gear or U
auto plunger assembly. R
E
S
4. Separate the bearing cap assembly from the housing by
turning the input shaft out of the housing. Turn the shaft
until it stops.
DO NOT FORCE THE SHAFT WHEN

DANGER TURNING IT OUT OF THE HOUSING.
BINDING OF THE SHAFT AND STEERING GEAR
DAMAGE CAN RESULT.
5. Carefully insert the screwdriver bit into the plunger bore to

engage the slotted head of the plunger body. Using the
10mm open end wrench to hold the flange across the flat
sides, carefully turn the flange to remove the flange from
the plunger body. Do not allow the screwdriver bit to slip
off the plunger body in the process as damage to the bore
can result. Discard the flange.
NOTE: The auto plunger flange is held in place with patch

lock and the threads are staked at the factory. It will require
approximately 15-20 inch pounds of torque to remove the
flange
6. Remove the plunger body from the spring pin and discard.
It may be necessary to tap the plunger body to remove it
from the spring pin. Use of a 1/8” pin punch is
recommended.
7. Coat the O-ring of the plunger assembly with a light coat of

grease and install the plunger body through the spring pin.
IMPORTANT: Check the plunger bore for nicks or gouges

before installing the plunger assembly. Take care not to
introduce dirt or contaminants in the plunger bore when
reassembling.
39
TM 9-2320-312-24-3
8. Use the screwdriver bit and ratchet to hold the plunger body. Screw the flange onto the plunger body using the
10mm open end wrench until the flange contacts the spring pin.
NOTE: The plunger body has patch lock on the threads and will require approximately 15-20 inch pounds of torque
to overcome the patch lock
THE FLANGE MUST CONTACT THE SPRING PIN. STEERING GEAR DAMAGE OR A
WARNING LEAK CAN RESULT
9. With the flange against the spring pin, use the center punch to stake the threads of the plunger body Take care to
not bend the plunger when staking the threads.
USE EXTREME CAUTION WHEN STAKING THE THREADS OF THE PLUNGER BODY.
DANGER HITTING THE THREADS TOO HARD WILL BEND ThE PLUNGER AND CAUSE STEERING
FAILURE
10. Remove the block and install the bearing cap assembly onto the housing taking care to align the reassembly
marks made earlier. Install the plug in the plunger hole. Torque the attaching bolts to specifications.
11. Install the universal joint onto the steering gear input shaft following the procedures in the vehicle
manufacturer’s service manual.
12. Fill the reservoir with an approved fluid. Start the engine, check and correct the fluid level and check for leaks
13. Set the auto plungers following the procedure in this manual. Lower the hood or cab following the procedures in
the vehicle manufacturer’s service manual.
40
TM 9-2320-312-24-3
Pitman Arm Removal
It may be necessary to remove the pitman arm on some vehicles before removing the steering gear. Proper technique
in removing the pitman arm will avoid damage to the steering gear, pitman arm and retainer.
TOOLS REQUIRED: C
O
Hammer M
Tapered Punch M
Appropriate Size Allen Drive Socket - 5/8” or 3/4” O
Sheppard Pitman Arm Puller - Kent Moore part number ZTSE4439 or N
Three Jaw Puller
Impact Wrench P
R
FOR OTHER EQUIPMENT, TOOLS OR SAFETY PROCEDURES ALWAYS FOLLOW THE O
WARNING VEHICLE MANUFACTURER’S PROCEDURES FOR LIFTING AND BLOCKING C
E
D
THE PITMAN ARM WILL BE EXTREMELY TIGHT. DO NOT USE A HAMMER OR APPLY U
WARNING HEAT TO THE ARM. DAMAGE TO THE SECTOR SHAFT, PITMAN ARM OR SEALS R
CAN RESULT. E
S
1. Park the vehicle, set the parking brake and raise the hood
or cab.
2. Use the punch to bend the restraining tabs out of the

pitman arm retainer.
IMPORTANT: Do Not bend the aligning tabs out of the

pitman arm.
3. Lubricate the face of the retainer with clean chassis

lube.
IMPORTANT: Failure to lubricate the face of the retainer

will cause difficulty in removing the pitman arm.
41
TM 9-2320-312-24-3
4. Slide the pitman arm puller over the pitman arm as shown.
Take care to align the hole in the puller with the Allen
socket in the retainer. Insert the Allen drive socket through
the puller and into the retainer socket. Use an impact
wrench to back off the retainer. The retainer will act as a
jack screw to remove the pitman arm.
NOTE: It will be necessary to remove the sector shaft cover

bolts to slide the puller over the arm if the gear you are
working on has a bolt on cover.
THE PITMAN ARM WILL BE EXTREMELY

DANGER TIGHT DO NOT POUND ON THE ARM
OR APPLY ANY SOURCE OF HEAT TO THE ARM!
DAMAGE TO THE PITMAN ARM OR SECTOR SHAFT
CAN CAUSE AN ACCIDENT AT A LATER DATE. NEVER
WELD THE PITMAN ARM OR SECTOR SHAFT!
42
TM 9-2320-312-24-3
Pitman Arm Installation

Proper pitman arm installation is critical to the safe operation of the vehicle. Correct torque values are very
important! Always follow these procedures when installing the pitman arm.
DANGER IF THE PITMAN ARM IS NOT APPLIED TO THE PROPER SPECIFICATIONS IT CAN COME C
LOOSE AND CAUSE AND ACCIDENT. ANYTIME A PITMAN ARM IS FOUND LOOSE O
REPLACE THE PITMAN ARM AND THE SECTOR SHAFT. M
M
TOOLS REQUIRED: O
N
Appropriate Size Allen Drive Bit
Torque Wrench P
Hammer R
Punch O
Anti-Seize Compound C
E
NOTE: Mount the steering gear on the frame to make pitman arm installation easier D
U
Procedure: R
E
1. Install the pitman arm onto the sector shaft taking care S
to align the timing marks.
2. Install the pitman arm retainer into the sector shaft.

Take care to align the tabs in the notches of the arm.
Coat the threads of the retainer with Anti-Seize
compound. A Coating of Anti-Seize should be applied
to both sides of the friction washer if a new retainer
is being used.
IMPORTANT: Take note of the torque value on the face

of the retainer. Always torque the retainer to the specified
value.
M100 - 350 Foot Founds

M110 - 450 Foot Pounds
M80 - 225 Foot Pounds
43
TM 9-2320-312-24-3
3. Torque the retainer to the specified value using the

appropriate size Allen drive bit.
4. Continue torquing the retainer past the specified value

until two of the notches in the retainer align with the tabs
of the washer.
DANGER DO NOT BACK OFF THE

DANGER TORQUE VALUE TO ALIGN THE TABS!
A LOOSE PITMAN ARM OR LOSS OF STEERING
CONTROL COULD RESULT.
5. Use the punch and hammer to bend the restraining tabs

of the washer into the notches of the retainer. Apply
torque putty to the tabs for future reference.
ONCE THE RETAINER IS TORQUED TO

DANGER SPECIFICATIONS AND LOCKED IN
PLACE, DO NOT RE-TORQUE THE RETAINER.
CONSTANT TORQUING OF THE RETAINER CAN
CAUSE A LOOSE PITMAN ARM OR LOSS OF
STEERING CONTROL.
44
TM 9-2320-312-24-3
M110P2 Input Shaft Seal Replacement

Remove the steering gear and disassemble per the instructions for disassembly in this manual.
TOOLS REQUIRED:
C
Assorted Sockets O
Sharp Chisel M
Hammer M
Small Bladed Screwdriver O
Bench Vise N
PROCEDURE: P
R
1. Clamp the bearing cap and shaft assembly in the vise O
with the ball thread facing up.. Remove the relief C
plunger using the screwdriver. E
D
U
R
E
S
2. Use the chisel and hammer to split the star nut at the
grooves of the adjusting nut. Remove and discard the
star nut.
NOTE: Use care when splitting the star nut to avoid

damaging the adjusting nut.
3. Using a spanner wrench remove the shaft retaining nut

from the bearing cap.
4. Carefully remove the valve shaft from the bearing cap.

Do not turn the shaft during removal as seal damage
could result.
IMPORTANT: Do not remove the rotary valve seals!
5. Remove the inner thrust assembly from the valve shaft.

Note the order of the thrust assembly for reassembly.
45
TM 9-2320-312-24-3
6. Remove the outer thrust assembly from the bearing cap

bore. Note the order of assembly for reassembly.
IMPORTANT: Do not remove the rotary valve seals!
7. Place the bearing cap on a clean work surface. Remove

the outer salt seal.
8. Using an appropriate size seal driver, push the oil seal

out of the bearing cap.
9. Using an appropriate size seal driver, install the oil seal

from the inside. Use of an arbor press is recommended.
A light coat of lubrication should be applied to the out
side diameter of the oil seal. The lip of the seal should
face the inside of the bearing cap. The garter spring of
the seal will be visible when properly installed.
10. Press the salt seal into the bearing cap until it is flush
with the face of the cap. Coat both seals with clean
grease before installing the rotary valve shaft.
46
TM 9-2320-312-24-3
11. Tape the input shaft splines to prevent seal damage.

Place the outer thrust assembly on the rotary valve. The
thrust bearing will go toward the valve, the thrust
washer will ride on the bearing cap surface.
NOTE: Apply a light coat of clean grease to the thrust C

assembly to hold it in place during assembly. O
M
M
O
N
12. Carefully install the rotary valve shaft into the bearing
cap. Do not damage the input shaft oil seal when P
installing the valve assembly. Do not turn the shaft R
during installation. Remove the tape from the splines. O
C
E
D
U
R
E
S
13. Install the inner thrust assembly onto the rotary valve
shaft. The thrust bearing will ride on the face of the
valve and the thrust washer will ride against the shaft
retaining nut.
14. Install the shaft retaining nut until it contacts the thrust
assembly. Tighten the shaft retaining nut to pre-load the
thrust assembly. When properly set, the shaft will turn
freely without end play.
NOTE: Valve pre-load can be measured by turning the input

shaft with an inch pound torque wrench. When properly set
the radial drag will not exceed 25 inch pounds.
47
TM 9-2320-312-24-3
15. Install the locking nut over the shaft retaining nut. Using
a spanner wrench tighten the locking nut until two tangs
align with the oil flow holes of the bearing cap. Bend the
locking tabs into the holes to secure the locking nut.
Do not bend the locking tabs into

CAUTION the threaded plunger hole in the
bearing cap.
16. Stake the flange of the locking nut into the slots of the
shaft retaining nut. Take care when staking to not break
the flange.
17. Install a new O-ring and tetra-seal in the bearing cap.

Coat both seals with clean grease for installation. Install
the boot over the input shaft splines.
18. Install the plunger into the bearing cap. Reassemble

the steering gear following the procedures in the
re-assembly portion of this manual.
IMPORTANT: If your steering gear was originally built

with a grease fitting in the bearing cap, remove the fitting
and fill the hole with RTV to prevent ingestion of
contaminants. No further lubrication is required.
48
TM 9-2320-312-24-3
Disassembly
Complete disassembly of the steering gear is not recommended as a normal repair practice. The Sheppard M-Series
gears are designed to be serviced without removing the steering gear from the chassis. Before removing the
steering gear from the chassis, you must verify that hydraulic supply performance and system operation are within
specification. C
O
IMPORTANT: The Sheppard M-Series steering gear is a precision machined component. Care must be taken to keep M
it free form dirt and foreign material. All internal parts should be handled carefully to avoid damage to machined M
surfaces. Repairs should not be completed on a hard surface bench to avoid nicks or burrs which can cause damage O
to mating parts. Remove all nicks and burrs with a fine grit hand stone before assembling. N
P
1. Remove the pitman arm following the instructions in R
the Pitman Arm Removal section found in the Common O
Procedures portion of this manual C
E
D
U
R
E
S
2. Remove all external seals from the steering gear,
including the sector shaft dust boot, snap ring protective
cover (if equipped), frame side protective disk and the
input shaft dust boot.
Discard all outer protective seals.
3. Mark the end caps for reassembly.
49
TM 9-2320-312-24-3
4. Remove the sector shaft cover using the appropriate

tools for the steering gear you are working on. There are
three methods of attachment for the sector shaft cover.
Snap ring design, bolt on or clip style as shown.
Bolt On Cover
Clip Style Cover
5. Using a soft hammer, remove the sector shaft and cover

by tapping on the end of the sector shaft. The sector
shaft and cover will come out together.
6. Carefully separate the sector shaft and cover.
50
TM 9-2320-312-24-3
7. Remove the sector shaft oil seal from the cover using a
blunt seal pick. Discard the oil seal. Remove and
discard the cover O-ring.
C
O
M
M
O
N
8. Remove the excluder seal from the sector shaft cover
using a screwdriver. P
R
NOTE: Take care when removing the excluder seal. Do O
not damage the seal bore with the screwdriver. C
E
D
U
R
E
S
9. Remove the four attaching bolts from the bearing cap

and turn the input shaft to free the bearing cap assembly
from the housing. Turn the shaft until the plunger clears
the piston.
Do not attempt to turn the shaft out

CAUTION of the piston. The re-circulating balls
must be removed before the shaft can be removed.
Shaft damage will occur if it is forced out of the
piston!
10. Carefully slide the piston and bearing cap assembly out
of the housing to locate the ball guide retainer.
IMPORTANT: It may be necessary to rotate the piston to

locate the ball guide retainer.
The ball guide retainer must be held

CAUTION in place when sliding the piston out
of the housing. Re-circulating balls can be lost if
the retainer is not held in place.
51
TM 9-2320-312-24-3
11. With the piston in the housing and the ball guide retainer
visible, screw a #8 x 1.5” sheet metal screw into the hole
in the ball guide retainer.
Do not crack the ball guide retainer

CAUTION during this operation.
12. Using a pair of pliers on the head of the screw, carefully

pry the ball guide retainer out of the piston.
13. Remove the ball return tubes from the piston. Take care
not to lose any of the re-circulating balls when removing
the ball return tubes.
14. Carefully turn the shaft to remove the re-circulating balls

from the piston. All M-Series steering gears will have
24 balls. Verify that all balls are removed before
removing the valve shaft from the piston.
15. Remove the bearing cap and shaft assembly from the
piston. Place the bearing cap and shaft assembly on a
clean work surface. If equipped with manual plungers,
remove the plunger at this time. Follow the Auto
Plunger Repair procedure in the Common Procedures
section for Auto Plunger equipped steering gears.
IMPORTANT: Do not force the shaft. The shaft will slide

freely from the piston if all 24 balls are removed.
Do Not Disassemble the bearing cap

CAUTION and shaft assembly. There are no ser-
viceable parts in this assembly. Only the input shaft
seal is serviceable! Refer to Input Shaft Seal
Replacement in “Common Procedures” section.
52
TM 9-2320-312-24-3
16. Carefully slide the piston out of the housing. Piston to

housing clearance is very tight. Do not force the piston
to remove it. Place the piston on a clean work surface.
Remove the Teflon piston ring and energizing O-ring
from the piston.
C
O
M
M
O
N
17. Remove the seal ring and tetra-seal from the bearing cap
and shaft assembly. P
R
IMPORTANT: Do not dissaemble the bearing cap and shaft O
assembly. C
E
D
U
R
E
S
18. Remove the cylinder head from the housing. Remove the
seal ring and tetra-seal and discard. If equipped with
manual plungers, remove the plunger at this time.
Follow the Auto Plunger Repair procedure in the
Common Procedures section for Auto Plunger equipped
steering gears.
19. Remove the sector shaft oil seal from the housing.
20. Disassembly of the steering gear is complete.
IMPORTANT: Do not dissaemble the bearing cap and shaft

assembly.
IMPORTANT: Do not remove the piston plug from the piston.
53
TM 9-2320-312-24-3
Sub Assemblies
M-SERIES OPTIONAL INTEGRAL RELIEF VAINE
An optional integral pressure relief valve is offered with the Sheppard M-Series steering gear. The relief valve
cartridge is located in the bearing cap. The valve limits the maximum operating pressure in the steering system. In
most cases. the hydraulic supply pump will have a maximum relief pressure setting higher than the integral relief
valve in the steering gear.
When maximum relief pressures are reached in the steering system, the excess pressure is relieved within the steering
gear.
When oil pressure exceeds the maximum relief pressure setting of the pilot-operated relief valve, the valve opens.
Excess pressure is bled off into the oil return circuit through the return port of the steering gear.
The relief valve cartridge can be removed for cleaning and inspection. Remove the relief valve nut and cartridge
assembly. At this time the strainer can also be cleaned and inspected.
NOTE: The relief valve cartridge can not be disassembled and must be replaced if bad.
The O-rings and strainer are replaceable and are included as part of the complete seal kit.
CAUTION Never use old seals or O-rings. Use the complete seal kit.
To install the relief valve cartridge in the bearing cap. insert the cartridge assembly into the relief valve bore and torque
the valve nut to 35 ft./lbs.
54
TM 9-2320-312-24-3
Reassembly
CLEANING & INSPECTION
Cleaning
Cleanliness is important. Dirt and foreign material that gets into the steering system during repair operations can
cause damage or a possible steering malfunction at a later date. Due to the close tolerances between mating parts it is
best to have all parts at the same temperature for reassembly. R
E
Clean the machined parts individually to avoid damage caused by “bumping” together. Use clean solvent to wash A
parts. Dry the parts with compressed air. Nicks or burrs must be removed with a fine hand stone before assembly.
Use clean lubricant to coat parts for assembly. All hoses, lines and the reservoir should be cleaned before reinstalling
S
a repaired steering gear or after pump replacement. Replace the filter element or cartridge. S
E
Inspection M
B
Make a careful visual inspection of all steering gear parts. Replace worn parts as well as any parts that show signs of L
stress or fatigue.
Y
STEERING GEARS THAT HAVE BEEN DAMAGED IN AN ACCIDENT MUST BE REPLACED.
DANGER IMPACT LOADS TRANSMITTED THROUGH THE FRONT AXLE AND STEERING LINKAGE
INTO THE STEERING GEAR CAN STRESS PARTS TO A POINT JUST SHORT OF FAILURE. FURTHER USE
IS UNSAFE AND THE STEERING GEAR ASSEMBLY AND PITMAN ARM MUST BE REPLACED. DISTORTED
PITMAN ARMS, TWISTED SECTOR SHAFTS, BROKEN OR CRACKED RACK AND PINION GEAR TEETH
ARE SOME SIGNS OF IMPACT DAMAGE. BROKEN OR DAMAGED MOUNTING BRACKETS MUST BE
REPLACED.
Steering gear parts inspection may show problems in other areas of the steering system. To avoid repeat problems
inspect all parts carefully. Listed below are the more common problems you may see during steering gear inspection
along with their possible cause. This information should be considered carefully when repairing low mileage vehi-
cles. Remember it is more important to repair the cause than the results.
Parts Discolored (blue) 1. Operating temperatures too high Broken Housing 1. Accident damaged
2. Steering column binding
3. Hydraulic supply pump Housing or Piston Scoring 1. Foreign material entry
malfunctioning (Also see following 2. Severe overloading
NOTE) 3. Incorrect lubricant used
Sector Shaft (Roller 1. Incorrect lubricant use 4. Excessive temperature
bearing wear) 2. Excessive temperature (over 250)
3. Overloading the axle 5. Pump damaged
4. Contaminated lubricant
5. Impact damage
Thrust Bearings 1. Foreign material in system
(pitted, rough) 2. Excessive overloading
Actuating Shaft 1. Impact damages
(ball thread brinelled
or dented) Thrust Bearings 1. Impact damage
(broken or distorted) 2. Incorrect repairs
Actuating Shaft 1. Incorrect lubricant used
(thread wear) 2. Overloading
3. Insufficient operating pressure Piston Rings (cut. 1. Incorrect installation
4. Insufficient oil flow pinched. sheared or worn) 2. Incorrect assembly
5. Continued operation at high
temperature
Note on scoring
Minor scoring and scuffing of the piston and housing of the steering gear is normal. During operation at relatively
high pressure and flow rates this minor scoring will not affect the safety or operation of the steering gear. Minor scor-
ing should be polished with a fine hand stone or crocus cloth.
CAUTION The cylinder bore should not be honed or bored out. This will increase internal leakage.
55
TM 9-2320-312-24-3
Reassembly
1. Install a new seal on the piston by first installing the
O-ring in the groove then carefully installing the Teflon
piston seal over the O-ring. The Teflon seal will stretch
as it is fitted over the piston. Take care not to tear the
Teflon when installing. Use a ring compressor on the
Teflon seal to aid in the installation into the housing.
2. Install a new sector shaft oil seal in the housing. When

properly fitted the seal will ride between the roller
bearing and housing lip. The black lip of the seal must
face the bearing.
IMPORTANT: The sector shaft seal is a two piece seal. It

will necessary to bend the seal for installation. Once the
seal is installed you may have to work the seal into place
with your fingers or a blunt seal pick to properly seat the seal.
Press only on the body of the seal.
DO NOT PRESS ON THE LIP OF THE SEAL!
3. Install the piston into the steering gear housing. Refer to

the marks made at disassembly to insure you are
installing the piston in the correct end of the housing.
NOTE: The housing will have a lead in chamfer on one end

for piston installation. Piston to housing clearance is very
close. Do not force the piston when installing. Housing dam-
age can result.
4. Rotate the piston so the ball guide cavity is visible and

accessible as shown.
NOTE: The rack gear of the piston may not be in the proper
position for assembly during this process.
5. Install a new seal ring and tetra-seal on the bearing cap

assembly.
NOTE: If you are working on an Auto Plunger equipped

gear, make sure you have completed the repair procedure
outlined in the Auto Plunger Repair section of this manual.
56
TM 9-2320-312-24-3
6. Insert the valve shaft into the ball thread of the piston.
Align the threads of the valve shaft with the holes in the
ball guide cavity.
NOTE: When properly positioned in the piston one thread of

the valve shaft will be visible through each of the ball feed
holes in the piston.
R
E
A
7. Support the bearing cap and shaft assembly with your S
hand. Install the re-circulating balls, one at a time, into S
the ball guide feed hole closest to the end of the piston. E
M
Do not allow the re-circulating balls
B
CAUTION to drop into the rearward hole or L
feed balls through both holes. Steering gear lock Y
up can result!
8. Slowly turn the input shaft into the piston while feeding
the balls into the ball guide feed hole. As you feed the
balls you will feel the shaft being supported as the balls
fill the threads.
9. Continue to feed the balls until the balls are visible in the
rearward hole of the ball guide cavity.
NOTE: Approximately 16 balls will have been installed when

they become visible in the rearward hole of the ball guide
cavity.
Do not back off the shaft during

CAUTION ball installation. Binding or shaft
damage can result.
10. Hold the shaft assembly stationary and install both

halves of the ball return tube. Continue feeding the balls
through the access hole in the ball return tubes until 24
balls have been installed.
NOTE: Twenty four balls must be installed for proper

operation.
57
TM 9-2320-312-24-3
11. Replace the O-ring on the ball guide retainer and install
the ball guide retainer over the ball return tubes.
IMPORTANT: When properly installed the ball guide retainer

will be flush with the contour of the piston.
12. Slide the piston into the housing until the ball guide
retainer is secured by the housing. Locate the rack gear
of the piston with the opening in the housing at this
point.
13. Slide the piston into the housing until the rack gear is
centered in the sector shaft bore of the housing. Locate
the timing marks on the piston rack for reference.
TAKE CARE WHEN INSTALLING

WARNING THE PISTON INTO THE HOUSING.
DO NOT PINCH OR TEAR THE PISTON RING DURING
INSTALLATION.
14. Align the marks on the bearing cap with the marks on
the housing. Install the four attaching bolts in the
bearing cap assembly and torque to specifications.
IMPORTANT: Some M-Series steering gears use different

length bolts in the bearing cap attachment. Make sure the
bolts do not bottom out when installed.
15. Install the sector shaft by carefully aligning the timing

mark of the sector shaft with the two timing marks of the
rack piston. It will be necessary to tap the sector shaft
into place with a soft hammer to ensure full rack
engagement.
IMPORTANT: Coat the end of the sector shaft with clean

chassis grease to prevent seal damage at installation.
58
TM 9-2320-312-24-3
16. Install a new sector shaft oil seal in the sector shaft
cover. When properly fitted the seal will ride between the
roller bearing and cover. The black lip of the seal must
face the bearing.
IMPORTANT: The sector shaft seal is a two piece seal. It

will necessary to bend the seal for installation. Once the seal R
is installed you may have to work the seal into place with E
your fingers or a blunt seal pick to properly seat the seal. A
Press only on the body of the seal. DO NOT PRESS ON S
THE LIP OF THE SEAL! S
E
NOTE: There are three styles of sector shaft covers used on M
Sheppard M-Series steering gears. Seal installation is the B
same for all cover styles. L
Y
17. Install the sector shaft cover onto the steering gear. It
may be necessary to drive the cover on with a dead blow
hammer. Attach the cover using the appropriate tools for
the steering gear you are working on.
IMPORTANT: Coat the seal area of the sector shaft with

grease to prevent seal damage at installation.
When installing a snap ring or clip

CAUTION style cover, the cover must be flush
or below the groove in the housing. Improper
installation can result in separation of the cover
without warning. Personal injury or an accident
can result.
VARIATION: Some Sheppard M-Series steering gears may

have a closed end sector shaft cover. When installing a
closed end cover, be sure to install the protective plug in the
cover after installation.
If your closed end cover has a vent hole, make sure the vent
hole is open before installation of the cover. After the cover
is installed, plug the vent hole with an RTV compound to
avoid ingestion of contaminants.
59
TM 9-2320-312-24-3
18. Install a new seal ring and tetra-seal on the cylinder head
end cap. Install the cylinder head onto the housing,
taking care to align the marks made at disassembly.
Torque the attaching bolts to specifications.
NOTE: If you are working on an Auto Plunger equipped gear,

make sure you have completed the repair procedure outlined
in the Auto Plunger Repair section of this manual.
19. Replace the O-rings on manually adjustable plungers and

install them into the end caps.
IMPORTANT: The longer plunger will be installed in the

bearing cap end of the steering gear.
20. Install the excluder seal in the sector shaft cover using a
2.25” seal driver. Pack the lip of the excluder seal with
clean chassis grease before installing. When properly
installed the lip of the excluder will face outward and the
seal will bottom in the excluder seal groove.
21. Install the frame side dust cover on housing. Thoroughly

clean the housing with a suitable solvent and apply a
bead of RTV on the edge of the disk to secure it to the
housing. Allow adequate time for the RTV to set.
22. Install the snap ring protective cover in the sector shaft
cover bore over the snap-ring by lightly tapping on the
outside diameter. Install the slide on V-boot over the
sector shaft. Install the rubber boot on the input shaft.
The steering gear may now be installed on the vehicle. Refer

to the Common Procedures section for pitman arm installation,
relief plunger adjustment and bleeding procedures
60
TM 9-2320-312-24-3
Dual Steering Gear Systems

Two or more integral steering gears are sometimes used where front axle weights exceed 16,000lbs gross front axle
weight rating. Dual steering systems are used to balance the steering gear output across two or more steering arms
and conserve under hood space.
D
The secondary or slave unit is mounted on the right hand side of the vehicle and operates off of pressure supplied by U
the master or left hand steering gear. Dual steering systems are mechanically linked to the front end components by a A
drag link and steer arm on the right hand spindle on the axle. No physical link exists between the master and slave. L
Hydraulic pressure and flow reacting on the slave gear piston causes the slave gear to operate under pressure in the
opposite direction of the master gear assisting in the power steering operation of the system. Hydraulic relief
plungers are not used in the slave gear. Master gear relief plungers will relieve hydraulic pressure for both gears S
when properly adjusted. T
E
There are three dual system configurations common with the Sheppard M-Series steering gears M-Series Cooling E
Slave, M-Series Standard Slave and 92 series slave gears. Operation of the slave is consistent no matter which slave R
configuration you are working with.
I
Dual systems can be plumbed one of two ways depending on slave gear configuration. Typical plumbing N
configurations are: G
M-Series Cooling Slave - Cooling slaves have a low pressure return port cast along the length of the slave gear S
housing. Return oil from the master gear is routed through this port and back to the reservoir. The additional line Y
provides a cooling effect as well as using the slave gear as a heat sink.
S
92 Series Slave Gear - Return oil is routed from the return side of the master gear through the sector shaft bore of T
the 92 series slave then back to the reservoir. The additional line provides a cooling effect as well as using the slave E
gear as a heat sink. Refer to page 63 for diagram M
S
M-series Standard Slave - Requires only the cross over pressure lines between the master gear and the slave
steering gear. No additional line is required in the plumbing of the standard slave dual system. Refer to page 62
for diagram
NOTE: The Sheppard M-Series steering gear may also be used with an assist cylinder. Refer to your truck
manufacturer’s service manual for operation, bleeding and repair procedures for hydraulic assist cylinders.
IMPORTANT: Bleeding of the dual system is critical whenever the oil has been changed, the system has been opened
to atmosphere or a steering gear has been replaced. Follow the Dual System Bleed procedure in the Common
Procedures section of this manual.
61
TM 9-2320-312-24-3
Standard Slave System
62
TM 9-2320-312-24-3
Cooling Slave System
D
U
A
L
S
T
E
E
R
I
N
G
S
Y
S
T
E
M
S
63
TM 9-2320-312-24-3
M-Series Slave Gears - Cooling Slave & Standard Slave

The Sheppard M-Series slave gear is simple in operation and should not require disassembly for repair.
Sheppard M-Series slave gears contain only two moving parts, a power piston and a sector shaft. Repairs can be
completed, if necessary, by following the procedures in the disassembly & reassembly sections of this manual. Keep
in mind that slave steering gears do not have input shafts or relief plungers should you have a need for disassembly.
Typical M-Series Cooling Slave Gear
Typical M-Series Standard Slave Gear
Typical 92 Series Slave Gear
Disassembled Slave Steering Gear - M-Series.
Refer to Sheppard Service Manual 1000485 for 92

Series Slave repairs.
64
TM 9-2320-312-24-3
Final Adjustments
Sheppard Power Steering gears have no external adjustments for sector shaft or valve shaft pre-load. Make sure all
linkages and system components are within vehicle manufacturers specs.
TORQUE: Check all fastener torques when installing the steering gear. A torque chart for steering gear fasteners can F
be found in the chart below. Consult the vehicle manufacturers service manual for steering gear to frame, pinch bolt I
and drag link torque values. N
A
PITMAN ARM: Pitman arm application torque is critical. Follow the pitman arm installation instructions in this L
manual.
A
IMPROPER INSTALLATION OF THE PITMAN ARM COULD LEAD TO AN ACCIDENT OR D
DANGER SERIOUS PERSONAL INJURY! J
U
SET RELIEF PLUNGERS: Verify the type of relief plungers in your steering gear. Refer to the Common Procedures S
section of this manual to properly set the relief plungers. T
M
BLEED THE SYSTEM: Follow the guidelines in the Common Procedures Section for proper bleeding of both single E
and dual gear systems. N
T
S
TORQUE SPECIFICATIONS
APPLICATION SIZE GRADE FT/LBS (Nm)

Bearing Cap Cover - All M-Series M10 x 1.5 10.9 53-64 (72-87)
Bearing Cap Bolts
M80 M10 x 1.5 10.9 53-64 (72-87)
M90 M12 x 1.75 8.8 72-87 (97-118)
M100 M14 x 2.0 8.8 114-140 (154-190)
M110 M16 x 2.0 10.9 230-277 (312-376)
Cylinder Head
M80 M10 x 1.5 10.9 53-64 (72-87)
M90 M12 x 1.75 8.8 72-87 (97-118)
M100 M14 x 2.0 8.8 114-124 (154-190)
M110 M10 x 1.5 10.9 53-64 (72-87)
All Clip Style Cover Bolts M8 x 1.25 12.9 31-38 (42-52)
65
TM 9-2320-312-24-3
TROUBLESHOOTING CHECKLIST
Before proceeding with the following tests, be sure to read the diagnosis and Troubleshooting section of this manual.
Check all mechanical and external conditions before hydraulic testing.
Date: ________________
Servicing Dealer Location: ___________________________________
___________________________________
___________________________________
Customer Name: ___________________________________
Description of Steering Complaint:

_______________________________________________________________________________________________
_______________________________________________________________________________________________
____________________________________________
Vehicle Model ____________________________ Mileage_____________VIN_____________

Steering Gear Model:_______________________ Serial No._________________________
Slave Gear Model (if equipped) ______________ Serial No. _________________________
Pump Manufacturer ________________________ Front Axle Weight __________________
Hydraulic Tests:
Do not remove the steering gear! Install a pressure and flow tester in series with the pressure line of the pump as out-
lined in the Diagnosis and Troubleshooting Section. Record the following information:
Stabilized Oil Temperature: _________

System Backpressure @ Idle ___________ Backpressure @ Full RPM ___________
Maximum System Pressure (Pump Relief Setting) ______________psi
Flow @ Idle with Backpressure Only .................................... ____________GPM
Flow @ Full Governed RPM Backpressure Only ................_____________GPM
Flow @ Idle With 1500psi Load Applied .............................._____________GPM
Flow @ Full Governed RPM With 1500psi Load Applied .._____________GPM
Static Steer Pressure Right Turn_________psi Left Turn_________psi

Static Steer Input Right Turn ________In. Lbs Left Turn_________In. Lbs.
If you are unsure of your diagnosis contact Sheppard Field Service at 1-800-274-7437
R.H. Sheppard Company, Inc.

101 Philadelphia Street, P.O. Box 877 • Hanover, PA 17331-0877 • Tel: 717.637.3751 • Fax: 717.633.4125
www.rhsheppard.com
RHSCO1202000
66
TM 9-2320-312-24-3
Heavy Duty Power Steering Test Kit

This tester is a self contained, direct reading device to check system flow, pressure or both simultaneously. Requir-
ing no electrical connections, it can detect worn components, verify fllow and pressure control settings or monitor
overall performance.
EASY TO USE -
Only one hose connection is broken, either at the
pump output or at the pressure input to the power
steering gear housing.
• Installs between pump and steering gear

• Shutoff valve isolates pump from gear
• Pressre and flow can be read simultaneously
• 0-3000 P.S.I. pressure guage
• 1-10 G.P.M. flow meter
• Complete with hoses & standard swivel fitting
• SHIPMENT FROM STOCK
• INCLUDES SHEPPARD SERVICE MANUAL
PHOTOCOPY AND USE FOR ORDER FORM
CUSTOMER’S ORDER NO. DATE OUR ORDER NO.
SOLD TO: SHIPPED TO:
ITEM QTY PART PART UNIT TOTAL

NO. ORDERED NUMJBER DESCRIPTION PRICE
5517641 Pressure Flow & Test Kit
Includes Sheppard service manual with operating instructions

101 Philadelphia Street, P.O. Box 877 • Hanover, PA 17331-0877 • Tel: 717.637.3751 • Fax: 717.633.4125
www.rhsheppard.com
67
From:
Place
Name ____________________________________________ Stamp
Here
Address __________________________________________
City _________________ State _______ Zip __________

P.O. Box 877
101 Philadelphia Street
Hanover, PA 17331-0877
Attn: Customer Service
68
TM 9-2320-312-24-3
CRANE CARRIER COMPANY
e
DRIVESHAFTS
InspectionlMaintenance .............................................. 1
Lubrication ......................................................... 2
UJoint Removal & Replacement ........................................ 5
Troubleshooting ..................................................... 10
TM 9-2320-312-24-3
@
INSPECTION I MAINTENANCE vGALL^
~RINELLING ,END
1. Check drheshaft for damage, bent ttrbing, or
missing balance weights. Remove ar build-up of
,I
foreign material, such as undercoating, from the

shaft.
5. lnspect all universal joints for looseness, signs of

rust, and cracks or deformation.
6, Check the output and input yokes on the
FOREIGN IN LlNE transmission and axle(s) for looseness,
MATERIAL deformation, or cracks, If loose, disconnect
driveshaft and universal joint from end of yoke and
check the transmission or axle seal for leakage or
other damage caused by the loose yoke. Replace
2. Check driveshaft for any indication of twist. A seal if necessary. Tighten end yoke retaining nut to
visual check is usually sufficient, but a more specifications. Replace the end yoke nut if it was
accurate method is to measure the relative angles removed for yoke or seal replacement.
at each end of the shaft with a bubble protractor.
3 . The yokes at each end should be in the same
plane. In addition, most shafts have alignment
marks, such as arrows, that must be aligned when
the shaft and slip spline are assembled.
TUBE YOKE LUGS &SLIP YOKE LUGS

/IN LINE WITH EACH OTHER \
I
4. Remove a bearing cap from the rear axle forward

driver yoke and check for end galling, brinelling, and
lack of lubrication. End galling is the displacement
of metal at the end of the trunion. Brinelling is the
grooves made by the needle bearings on the
trunion of the cross. Both of these problems can be
caused by tack of lubrication. If problems are found,
check all bearings. Replace as necessary.
9198 -1 -
TM 9-2320-312-24-3
CRANE CARRlER COMPANY

m
7.Check the transmission output shaft and axle
input and output shafts for excessive radial
looseness in their bearings.
12. Check midship bearings and mounts for

looseness and wear. Move the driveshaft up and
down and from side to side. If the bearing is loose
on its shaft or rattles, it should be replaced.
Replace the center bearing assembly if the rubber
8. Check for excessive looseness across the ends mount has deteriorated. If the center bearing
of the universal joints. Looseness should not mounting bracket is loose on the crossmember,
exceed ,006". tighten the mounting bolts.
9, Check the bearing cap capscrews to be sure the
lockstraps are locked. The locking tab should be
firmly locked against a flat side of the capscrew
head. If not locked, tighten the bearing cap LUBRICATION
capscrews to 17-24 ft-lb (1610 series) or 32-42 ft-
Ib (1710, 1760, 1810 series). Bend the tabs of the Improper lubrication is one of the most common
lockstrap up until they are firm against a flat side of causes of U-joint and slip spline failure. Lubrication
the capscrew head. For half-round style, torque should flush the U-joint and remove abrasive
fasteners to 130-135 lb-ft. contaminants from the U-joint bearings. Properly
10. Check the slip spline for spline wear and sized U-joints that are properly lubricated at
excessive radial movement by moving the spline recommended intervals will normally exceed
shaft up and down. Radial looseness between the operational requirements.
slip yoke and the tube shaft should not exceed
.007".
11. Check the slip yoke for any loose or missing

welch plugs. Repair or replace any missing plugs.
Check the driveshaft length to make sure the stub
shaft is not striking the welch plug and knocking it I
out.
-2- 9198
TM 9-2320-312-24-3

653
2. If any seals fail to purge, move the F:nd of the
Recommended Lubrications driveshaft up and down and side to side while
UniversaI Joints applying gun pressure. This allows greater
clearance on the thrust end of t h e bearing which
For normal applications, use a good quality is not purging.
lithium soap base EP (extreme pressure) grease
meeting NGLI grad -. 1 or 2. For severe service
applications, use a good quality lithium soap or
equivalent EP grease having an operating
temperature range of + 325 to -10 degrees F. In
\
addition, the grease must meet NGLl grade 1 or
2. Consult your Crane Carrier dealer for grease
that meets these specifications.
Slip Splines
Any high grade multipurpose grease can be used.
Greases recommended by lubricant
manufacturers for universal joints are usually
satisfactory.
Lubrication Procedure 3. If the bearing still does not purge, loosen the
Universal Joints bolts holding the bearing assembly which has not
purged to release seal tension. It may be
1. Use a lubricant meeting the proper necessary to loosen the bearing more than 1/16
specification. Apply lubricant to purge all four inch. If loosening does not result in purging,
bearing seals of each U-joint. This flushes remove bearing assembly to determine cause of
abrasive Contaminants from the bearings and blockage.
assures each bearing is filled.
CAUTION: Do not assume the bearing cavities
have been filled until lubricant is purged from a l l 4. When all four seals have purged, run the bolts
fourbearing seals. down until the bearing plates are flush to the yoke
faces and back off slightly. Tighten the bearing
cap capscrews to 17-24 ft-lb (1610 series) or 32-
42 ft-lb (1710, 1760, 1810 series). Check that the
bearing assembly cover plates are still flush
against the outer machined faces of the yokes. If
not, disassemble and determine cause. For half-
round yoke style, torque fasteners to 130-135 lb-
ft.
9198 -3-
TM 9-2320-312-24-3

em
5. Bend the tabs of the lockstrap up until firm Slip Spline
against a flat side of the capscrew.
1. Apply grease gun pressure to lubrication zerk
until lubricant appears at pressure relief hole in
BEND LOCK PLATE TABS U P
welch plug at slip yoke end of the spline.
2. Cover pressure relief hole with finger and con-

Universal Joint Replacement Kits
tinue to apply gun pressure until grease appears
Universal joint replacement kits contain only at sleeve yoke seal. This ensures complete lubri-
enough lubricant to provide needle bearing cation of the spline.
protection during storage. Each replacement kit
must be completely lubricated prior to assembly
into driveshaft yokes.
1. Fully pack each journal cross lube reservoir
with recommended grease.
2. Wipe each bearing assembly with the same
grease and fill all the cavities between the rollers.
3. Apply a liberal grease coating on the bottom of
each race.
4, After the kits are installed onto the driveshaft
yokes and prior to placing the vehicle in service,
they should be relubed through the zerk fittings
using the same grease.
CAUTION: In cold weather, activate the slip spline

assembly by driving the vehicle to cause displace-
ment of grease prior to it stiffening Otherwise, the
dip yoke plug may be forced out due to hydraulic
pressure causing loss of grease and allow
abrasive contaminants to enter the spline.
-4- 9/98
CRANE CARRtER COMPANY
U-JOINT REMOVAL &

REPLACEMENT
TM 9-2320-312-24-3
-
1. Bend tabs of lockstrap away from bolt heads
(not necessary on % round style).
Required T ~ o l s
%" Square Chisel
Ball Peen Hammer
%" Socket Wrench
9116", 5h Sockets
Torque Wrench (1 50#)
Alignment Bar (for 1610, 1710, 1760, 1810)
Nylon Support Strap
2. Remove 8 bolts from full circumference of U-
Owatonna Tool Kit (#7057) joint.
Hydraulic Floor Jack 3. Driveshaft should be removed in a manner
which assures safety and ease of removal for the
mechanic without damage to driveshaft, transm:s-
U-Jo i nt Removal sion, or axle components.
Before removal of the driveshaft, mark the slip

yoke assembly and tube shaft to assure proper
alignment when reassembled.
NOTE: Suggested methods for removal are a

hydraulic jack or puller.
919 8 -5-
U-Joint Disassembly
TM 9-2320-312-24-3
1, Clean all driveshafts with an approved solvent

and a brush. Wipe dry prior to disassembly.
-
CAUTION: Use a non flammable cleaner.
2. Place driveshaft on bench vise and clamp on
yoke next to U-joint CMSS and bearings being
removed.
Raised metal can be removed with a rat-tail or

half-round file and emery cloth. Clean cross holes
of yokes on transmission and axle and qualify
with the alignment bar as described.
3. Remove U-joint from driveshaft by disassem-

bling bearing assemblies from slip yoke and tube
yoke using the same method as for driveshaft
removal.
NOTE: If the alignment bar will not fit through both

cross holes simultaneously, the lug yokes are
distorted. The yoke[s) should be replaced.
After removing U-joints from both ends, inspect

cross hole surfaces for damage or raised meta!.
This can be done using the alignment bar to slide
through both holes. The alignment bar will also
identify yoke lugs that have taken a set due to
excessive torque.
-6- 919 8
TM 9-2320-312-24-3
e3
U-Joint Reassembly 1. Remove the universaljoint kit from the box and
remove all four bearing assemblies. Rotate the
Place each end d the driveshaft, without cross to inspect the one-way check valve in each
universal joints, in a bench vise. Qualify the yokes lube hole in all four trunions. Position the cross
at each end with the alignment bar. Check the such that the zerks point to the opposite end of
marks placed on the tube and sleeve prior to the shaft and are 90 degrees relative to the zerk
removal to verify correct alignment. if the actual mounted in the slip yoke assembly.
alignment or phasing at disassembly is unknown
or the slip yoke assembly was removed from the
driveshaft, install with standard (in-line) phasing.
/ (POSITIONSSHOWN IN
9198 -7-
TM 9-2320-312-24-3
C W N E CARRIER COMPANY
c @ D
2. Place the cross trunion opposite the cross zerk 4. Move the cross laterally to opposite side
.tween the yoke lugs and through the cross hole through cross hole beyond machined surface of
#\ti1opposite trunion can be tilted and place into yoke. Place bearing assembly over cross trunion
the opposite cross hole beyond the outer and slide into cross hole. Make sure the bearing
machined face of the yoke lug. Place a bearing assembly plate seats to lug face. With lockstrap
assembly over the trunion diameter and square. and capscrews, complete assembly and torque to
17-24 ft-lb (1610 series) or 32-42 ft-lb (1710,
1760, 1810 series). For X round style, torque
fasteners to 130-135 Ib-ft.
NOTE: Projecting trunion through cross hole be-
yonL machined surface of lug provides the trunion
surfaces to help align bearing assembly to cross
hole for eFsy assembly without scoring trunions.
This method should also be used for assembling
driveshafts to yokes of vehicle at transmission or
axle(s).
5. Install universal joint at opposite end of
driveshaft. Position the cross such that the zerk
fittings are at 90 degrees to the t e r k on the slip
yoke cross. This positions the zerks on the com-
pression side of the trunion. Zerk positions rela-
If the bearing assembly binds in cross hole, tap
tive to yokes must be maintained.
with ball peen hammer directly on the center of
the bearing assembly plate. This will align bearing 6. Rebalance total unit before installation in
to cross hole. Do not tap on the outer edges of the vehicle.
bearing plate. The bearing should now be
vessed in by hand. If the bearing cannot be
essed in by hand, the bearing assembly is still U-Joint Installation
arff square in the cross hole or the cross hole has
not been properly cleaned and qualified with the 1. Qualify the axle and transmission yoke with the
alignment bar. alignment bar. Rotate each yoke to place cross
holes in a horizontal position.
2. Remove bearing assemblies from cross
trunions. Rotate while applying force to remove.
This will allow air seepage to reduce suction.
3. Tilt cross trunions of driveshaft, both ends, with
trunions pointing towards each other from end to
end (one side).
3. When the bearing is completely seated, insert

the grade 8 capscrews furnished in the kit through
the capscrew holes in both the lockstrap and
bearing assembly and thread into holes in yoke.
-8- 919 8
TM 9-2320-312-24-3
4. Holding driveshaft firmly, project trunions in

outward position between the tugs of axle and
transmission yoke and through cross hole one
side, each end. Tilt the cross trunion until
opposite trunion can be inserted through cross
-
9. Lubricate U-joints purging all four bearing
seals in each cross and bearing kit. Lubricate
slip assembly. Refer to "Lubrication".
hole. Tilt cross trunion opposite end and insert

through cross hole.
5. Driveshaft is now being supported by end of
bunion sudaces in cross holes, both ends.
6. Lubricate the OD of bearing assemblies. Move
shaft to cause trunion to project through cross
hole beyond the outer machined :ace of the yoke
lug. Place a bearing assembly over the trunion.
Align with cross holes and press bearing
assembly flush to face of yoke by hand. If
necessary, strike center of bearing plate to self
align for easier insertion. Do not strike outside
edges of bearing plate.
7. Slide shaft to project opposite trunion through
cross hole beyond face of yoke. Place bearing
assembly over trunion, align, and press bearing
assembly flush with yoke face, Insert grade 8
capscrews through holes in lockplates bearing
assemblies and thread into end yoke. Tighten
with standard wrench until plates are flush against
yoke faces. Back off slightly and torque to proper
specifications.
8.Bend tabs to flat of capscrew head to lock in

pface.
919 8 -9-
TROU BLES HOOT1NG

TM 9-2320-312-24-3
Premature FaiIu re
Typical complaints are:
0 Low mileage universal joint failure.
-
Vibration 0 Repeat universal joint failure.
Typical vibration complaints are: 0 End galling of cross trunion and bearing cup.
Low gear shudder. 0 Needle bearings brinelled into cups and cross
trunion.
0 Vibration at certain speeds under full drive or
full coast. 0 Broken cross and cups.
0 Vibration under light conditions.
Possible Cause Correction

Possible Cause
I1 Correction Improper lubrication Lubricate according to
specifications.
Driveshaft out of Straighten and balance
balance or not shaft. Excessive torque on Torque bearing bolts
straight. bearing retaining to specification.
bolts.
Unequal universal ' Shim driveline
joint angles. components to Contamination and Clean and lubricate
equalize universal joint abrasion. universal joint.
angles.
Worn or damaged Replace seals.
seals. Lubricate universal
Worn universal Replace universal joint. joint.
joints.
Improper Phasing. Correct driveshaft yoke

Excessive torque load Replace with higher ,
for universal joint and
phasing. driveshaft.
Excessively loose Inspect universal joint
universal joint. flex effort 100s 'ness.
Torque to spec,iica-
tions.
Loose outside Replace spline.

diameter fit on slip
spline.
High secondary Reduce universal joint

couple load reaction continuous running
at shaft support angles by adjusting
bearing. height of midship
I bearing plate.
I i
~ Inadequate torque Torque to I
1 on bearing plate. specifications. I
-10- 9/98
TM 9-2320-312-24-3
Slip Spline Failure Yoke Failure

Typical complaints are: Typical complaints are:
Seizure Yoke broken in hub
End galling Yoke broken at ear tip
Outside diameter wear at extremities and at
“ossible Cause Correction
180 degrees
Spline shaft or tube broken in torsion Mating yoke lug Use wide angle
interference at full yokes.
Possible Cause Correction jounce and rebound.
Improper Lubrication. Lubricate slip spline Excessive torque loa Replace with higher
according to for universal joint an( capacity universal
specifications. driveshaft size. joint and driveshaft
(use caution).
Inadequate tube size. Replace with higher
capacity universal Improper shaft lengtt Check installed length
joint and driveshaft and slip. and adjust driveshaft
(use caution). length to provide
proper slip conditions.
Male spline head Check for male slip
engagement too short member with longer Bending fatigue due Reduce universal joint
for application. spline. to secondary couple running angles.
loads.
Excessively loose Replace spline.
outside diameter fit.
Slip member working Adjust driveshaft

in extreme extended length.
or fully collapred
position.
Contamination. Clean and lubricate

according to
specifications.
9/98 -11
TM 9-2320-312-24-3
H y d r o n i c 10 ( W a t e r H e a t e r )
Installation Troubleshooting & Parts Manual
7
Boxed & Universal versions
Espar
?aterModel Release dates:

2081 05 - 12 volt Nov 98 - present
2044 05 - 24 volt Nov 98 - vresent
134 .
TM 9-2320-312-24-3
Table of Contents Page
Introduction Heater Warnings ........................................................ 3

Introduction ........................................................ 4
Specifications ........................................................ 4
Heater Components ........................................................ 5
Principal Dimensions ........................................................ 6
Installation Procedures Heater Location 7

Heater Mounting ........................................................ 7
Heater Plumbing ,,,........................ 6
Fuel System 9
Electrical Connections .......................,......,,.,,,,.,,,,,,....,.,,,,., 11
Exhausthtake Connections ........................................................ 12
Operating Switches 13
Heater Operation Pre-Start Procedures 15

Start-up 15
Running ....... 15
Switching Off ........................................................ 15
Safety Equipment ........................................................ 15
Operational Flow Chart 16
Wiring Diagram 12V boxed 17
Wiring Diagram 24V boxed ........................,......,.,,.,,,,,,,,,,,,,......, 16
Wiring Diagram universal 19
Maintenance, Periodic Maintenance .................................,..,,,..,,......,,,..., 20

Troubleshooting & Basic Troubleshooting ........................................................ 20
Repairs Self Diagnostic Troubleshooting 20
Fault codeslDescriptionlRepair 21
Fuel Quantity Test ........................................................ 25
Repair Steps 25
Resistance Values 27
Heater Components Parts Diagram ........................................................ 28

Description & Part # s 29
Parts - Boxed units 30
Description & Part # s ............................................,.,,.,,,,,, 31
Parts - Universal ............................................. 32
Description & Part #'s 33
Parts -Accessories ..................... 34
Description & Part #'s ....................................................... 35
Special Notes
Note: Highlight areas requinng special attention or clanlication.
Caution: Indicates that personal injury or damage to equipment may occur unless specific guidelines are followed.
A Warning: Indicates that serious or fatal injury may result if specific guidelines are not followed.
This publication was correct at the time of print. However, Espar has a policy of continuous improvement and reserves the
right to amend any specifications without prior notice.
TM 9-2320-312-24-3
Heater Warnings
3
*
@
iw
A Warning To Installer
Correct installation of this heater is necessaly to ensure safe and proper operation.
Read and understand this manual before attempting to install the heater. Failure to follow all these
instructions could cause serious or fatal injury
A Warning - Explosion Hazard

Heater must be turned off while re-fueling.
- Do not install heater in enclosed areas where combustible fumes may be present.
Do not install heaters in engine compartments of gasoline powered boats.
A Warning - Fire Hazard

* Install the exhaust system so it will maintain a minimum distance of 50mm(2") from any flammable or
heat sensitive material.
Ensure that the fuel system is intact and there are no leaks.
A Warning -Asphyxiation Hazard
* Route the heater exhaust so that exhaust fumes cannot enter any passenger compartments.
If running exhaust components through an enclosed compartment, ensure that it is vented to the outside
A -
Warning Safety Hazard on Coolant Heaters Used With Improper Antifreeze Mixtures
The use of Espar coolant heaters requires that the coolant in the system to be heated contain a proper
- mixture of water and antifreeze to prevent coolant from freezing or slushing.

If the coolant becomes slushy or frozen. the heater's coolant pump cannot move the coolant causing a
blockage of the circulating system. Once this occurs, pressure will build up rapidly in the heater and the
- coolant hose will either burst or blow off at the connection point to the heater.
This situation could cause engine damage andor personal injury. Extreme care should be taken to
ensure a proper mixture of water and antifreeze is used in the coolant system.
Refer to the engine manufacturer's or coolant manufacturer's recommendations for your specific requirements.
Caution: During electrical welding work on the vehicle disconnect the power to the heater in order to protect the
control unit.
Noie: All measurements contained in this manual contain metric and approximate SAE equivalents in brackets eg 25mm (1")
Direct questions to Espar Heater Systems USA 1-800-387-4800

CDA 1-800-668-5676
TM 9-2320-312-24-3
Introduction
Espar’s Hydronic 10 Coolant Heater
Quality engineered to provide a dependable means of heating, The Hydronic 10 can be operated from the vehicle cab by an
the Espar Hydronic 10 is a diesel fired coolant heater capable of on/off switch, a preselect timer or a combination of both.
between 1.5 kW to 9.5 kW (5,100 to 32,400 BTU/hr). The heater A flame sensor, temperature regulating sensor and overheat
can be purchased either in a weather resistant box to protect it sensor are among the safety features which make the Hydronic
and provide for ease of installation or in a universal form.
10 a safe and dependable heating system.
This light weight and compact water heater offers an affordable
heating solution to many applications. The Hydronic 10 is ideal
for pre heating the engines of class 7 and 8 trucks, off-road
equipment, buses and boats.
The heater simply pumps coolant from the engine, heats it and
returns it to the engine. It features automatic heat regulation
while being fuel and power efficient. Since the heater runs on
diesel fuel and 12 or 24 volt power, it is able to perform this
completely independently of the vehicle engine. A temperature
regulating switch in the unit regulates the coolant temperature
between a low of 68°C (154°F) and a high of 85°C (185°F) by
automatically cycling the heater.
Hydronic 10 Specifications
Heat output ( 4 0 % ) 9.5 kW -

(32.400 BTUlhr) Boost
7.5 kW -
(25,600 BTUlhr) High
3.2 kW -
(10,900 BTUlhr) Medium
1.5 kW (5,100 BTU/hr) - L o w
Current draw (+lo%) l2VOlt 24VOlt
10.4 - Boost - 5.2 amps
6.3 - High - 3.2 amps
3.5 - Medium - 1.8 amps
2.9 - Low - 1.5 amps
Fuel consumption (+lo%) 1.2 Vhr (0.32 USgallhr) Boost
0.9 Vhr (0.24 USgallhr) High
0.40 I/hr (0.11 USgaVhr) Medium
0.18 I/hr (0.05 USgai/hr) Low
Operating Voltage Range
Minimum Voltage 10 V (2OV on 24 volt systems)
Maximum Voltage 15 V (30 V on 24 volt systems)
Coolant pump flow (40%) 1400 Litre/hr
370 US. G a l h
Coolant Temperature Range (+5%) 68435°C (154-185°F)
Overheat coolant temperature shutdown (+5%) 115°C (240°F)
Weight 6.5 kg. (14.3 Ibs.)
Controls available On/Off switch, 99hr. timer or 7 day tlmer.
TM 9-2320-312-24-3
Heater Components
1L
1 Burner Motor 11 Exhaust muffler

2 Flame sensor 12 Combustion air muffler
3 Combustion chamber 13 Fuel metering pump
4 Control unit 14 PusWPull switch
5 Glow pin 15 Wiring Harness
6 Temperature sensor 16 Fuse A = Exhaust
7 Flame tube 17 Relay for switching on vehicle blower v = combustion air
8 Heat exchanger 18 7 day timer B = Fuel supply line
9 Overheat sensor 19 99 hr timer WA = Water Outlet
10 Water pump WE = Water Inlet
TM 9-2320-312-24-3
Principal Dimensions
I
Cwnbustian air Exhaus1gas
fuel
* All measurements in millimeters

25.4mm = 1”
Permissible inslallalim positions

TM 9-2320-312-24-3
Principal Dimensions- Boxed Version
Installation Procedures
Heater Location
Mount the heater in a protected area such as a storage com-

partment or engine compartment. When mounting the heater,
adhere to the following conditions:
* Situate the heater below the normal cmlant level of the engine.
* Guard against excessive road spray.
* Keep coolant hoses, fuel lines and electrical wiring as
short as possible
Heater Mounting
Mount the heater using the four (4) shock mounts provided and
one of the following mounting methods:
- Use the Cross Frame Mounting Tray to mount the

heater behind the cab and on top of the frame rails.
Cross Frame Mounting Tray
* PIN: CAO 10 028
Use the Side Mount Bracket to mount the heater on the
side of the frame rail. CAO 10 022 with hardware
* Use a spare step box or battety box.
Use the saddle bracket and hardware provided
Caotion: Guard the heater against excessive road

spray to avoid internal corrosion
Side Mount Bracket
P/N: CAO 10 057
TM 9-2320-312-24-3
Heater Plumbing
The heater is incorporated into the engine's cooling system for Take the coolant from a low point on the engine to reduce
engine preheating aeration in the system.
Ensure proper direction of coolant flow by taking coolant
Engine Plumbing from a high pressure point in the engine and returning it
to a low pressure point. (ie. pickup from back of block and
Follow these guidelines and refer to the engine plumbing dia- retum to the suction side of the engine's water pump)
gram shown below.
Ensure adequate flow rate through the heater by
Install hose fittings into the engine block for pick-up and comparing the incoming and outgoing coolant
return lines. temperatures while the heater is running. If the rise in
* Use existing holes in the engine block (ie. remove temperature exceeds 10°C (18"F), coolant flow must be
blanking plugs when possible). increased by modifying the plumbing.
Use shut off valves to ensure the system can be isolated Ensure the I!2ater and water pump are installed as low as
from the engine when not in use. Alternatively T piece
connectors in existing coolant hoses can be used if no . possible to allow the purging of air.
If a bunk heat exchanger is incorporated into the system,
-
*
blanking plugs are available
Provide 20mm (314") hose barbs for hose connections.
Use 20mm (314") hoses to ensure adequate coolant flow.
proper plumbing layouts must be followed.
Engine
*
I
Keep the pick up and return points as far apart as
possible to ensure good heat distribution.
.)-
Shut-offvalves
Caution:
TM 9-2320-312-24-3
Fuel System
The Hydronic 10 boxed unit is most commonly provided with

the fuef meterina DumD mounted inside the box Th6 is to Note: Butt joints and clamps on all connections
reduce installatiin time and to protect the pump from corrosion.
If specifications cannot be metthe pump must 'be mounted
externally. See illustration for connections and specifications.
All parts necessaty to do the installation are included in the kit
as shown.
Note: Fuel line limns must not be exceeded.

Ensure that the following conditions
Bottom of the fuel metenng pump must
of the bottom of the fuel
pump must be within a total
,
.
,?.
.
,, .a * , ,
oisrance 01 D D irom me iuei PICK-UP pipe
Fuel Line
Route fuel lines from the fuel pick-up pipe to the heater.
Use fuel lines provided.
Other sizes or types of fuel lines may inhibit proper fuel flow.
Make proper butt joints using clamps and connector pieces
as shown
Use a sharp utility knife to cut plastic fuel lines to avoid
burrs.
TM 9-2320-312-24-3
10
Fuel Metering Pump Installation
If the pump needs to be mounted externally follow these guide-

lines:
* Choose a protected mounting location close to the fuel
pick-up pipe and heater.
* Using the bracket and rubber mount provided, install pump
as shown.
to a ow any a!r or vapor in the ue tnes to pass
Fuel Pick-Up Pipe Installation (Standard Pick-Up)
- Choose a protected mounting location close to the pump

and heater. A spare fuel sender gauge plate provides an
ideal mounting location.
* Drill the mounting holes as shown.
Cut the fuel pick-up pipe to length.
* Mount the fuel pick-up pipe as shown
* Lower the fuel pick-up pipe (with reinforcing washer) into I
the tank using the slot created by the two 0.6cm (1/4") 1.5cm 1.5cm
holes. (9/16") (9/16)
Lift the assembly into position through the 2.5cm (1") hole.
Assemble the rubber washer, metal cup washer and nut. Note: Drill the two (114") holes first.
-
y Fuel Pick-Up Pipe
Rubber Gasket ( Optional Pick-Up Pipe with NPT fitting )
-+--L Steel Safety Washer

c ~.- Remove an existing plug from the top of
1 i; s- Holding Tabs the fuel tank.
1 /
Allow 4" from fuel pick-up
to tank bottom. Allow
only 1" for Rat bottom
tanks.
*
*
Cut the fuel pick-up pipe to length.
Secure the fuel pick-up pipe into position
using the combined NPT compression
fitting as shown
3
#
End tip of the fuel pick-
up pipe should have
angle so as to avoid
picking up dirt and
subsequent blockage
TM 9-2320-312-24-3
11 4
w
i-
Electrical Connections
Caution: To avoid potentialshort circuit damage during

installation, insert 20 amp fuse into the power ll exposed electrical connections 5h
hamess after all electrical connections are coated with protective grease.
complete.
A) Power Harness ................................................................... -- 2 core harness (red, brown).

Connect red wire to fuse link and terminal.
- Attach ring terminal to vehicle battery (+).

Connect brown wire to vehicle battery (-) using
- ring terminal provided.

Insert 20 amp fuse
B) Switch Harness .................................................................. -- 4 core harness (red/yellow. brown, yellow, bluelwhite)

Run to location of switch. Make terminal connections
at switch. Espar has 3 available switches. See switch
instructions for more information.
C) Fuel Metering Pump Harness ...........................................

- 2 core harness (green, green).
Fuel Metering Pump Harness is pre-connected when
box is provided with pump pre-mounted.
If mounted externally, connect wires to fuel metering
pump using single terminals and rubber protective
- boots provided with the heater-(no polarity required ).

Connect fuel metering pump harness using two single
connectors.
Shown is a Hydronic 10 boxed version.12 volt with Standard-

Power, Switch, Fuel Metering Pump harnesses and optional 7 day
timer. C
\\
Other timers or switch options are available

TM 9-2320-312-24-3
Exhaust Connection Intake Connection
A 30 mm flexible tube exhaust pipe with a length no more than Universal versions only:
1M long is supplied with the kit for the exhaust. An exhaust
Combustion air must be drawn in from the outside. The com-
clamp is needed to secure the exhaust to the the heater. The bustion air opening must be kept free at all times.
exhaust hose cannot be any longer than 2 m. Connect the
exhaust as follows:
* Connect the air intake pipe to the intake port on the
heater and secure with clamp provided.
* Connect the exhaust pipe to the exhaust port on the
heater and attach with clamp provided. Feed the exhaust
pipe through the silicone (white) grommet on the bottom of Caution: Do not install the intake opening facing the
the box. vehicle slipstream. Ensure that the opening
Run exhaust to an open area to the rear or side of the cannot become clogged with dirt orsnow
vehicle so that fumes can not build up and enter the and that any water entering the intake can
passenger compartment or the heater combustion air intake. drain away.
* Install exhaust pipe with a slight slope or drill a small hole
in the lowest point to allow water to run off. Any restriction
in exhaust will cause operational problems.
Route the exhaust pipe from the heater using holders provided
Caution: Run exhaust so that it cannot be plugged

by dirt, water or snow Ensure the outlet does
not face into the vehicle slip stream.
Exhaust hose cannot be any longer than 2m
Exhaust B Intake
Clamps
i
\
Holding clamps
Air Intake Hose - only used

Flexible Exhaust
on universal versions +
&Air intake hose
cannot be any
longer than
Max 2M (80")
End Sleeve
-@J
Asphyxiation Hazard Fire Hazard

A Warning: Route exhaust beyond the ski0 of the A Warning: The exhaust is hot, keep a minimum of
cab and outside of the frame area. Route 5cm ( 2 ) clearance from any heat sensitive
exhaust so that the exhaust fumes cannot material. Failure to comply with this
enter the passenger compartment. warning could result in serious injury.
Failure to comply with this warning could
result in Asphyxiation.
TM 9-2320-312-24-3
13 #
;
I
Operating Switches
A PushlPull switch, optional 99 Hour Digital Timer or a 7 Day

Timer are available for the heater. All three are discussed on
the following pages. Connect the operating switch as follows.
7 Day Timer
The 7 Day Timer has been designed to provide a simple means PIN C A I w 135 (12")
to control the operation of the heater system and to include the PIN C A I W 136 ( 2 4 ~ )
capability for diagnostics. This timer connects to the diagnostic
circuit of the heater. The timer then displays any heater fault
codes in three digit number form automatically. The timer Mounting Bracket
allows for preselection of turn on time, up to 7 days in PIN CAO 10 061
advance, as well as an option for run times up to 2 hours
before automatically turning off. In addition, there is an on/off
switch for manual operation. By default the timer is preset by
Espar to operate lor two hours. Refer to instructions provided
with timer lor setting options.
Mount bezel into dash and insert timer or use Espar's

optional mounting bracket and secure to dash.
Use hardware supplied for connections.
Connect the switch harness to the connector at the heater
and run harness to switch location. (Harness should be PiN25 14E27001 W
neatly routed and secured under dashboard).
* Cut harness to length and terminate wires. Attach using
connectors provided.
* Refer to timer instructions for other wiring options.
RELAY
a) Power from battely "+" Note: The timer display is automatically illuminated
b) Switch control to the heater w i l e Ihe heater is operallng. Connecting the
grey uire 10 the vehcle dimmer Switch ui.1allow
c) Power from battery "-" !lib timer display 10 Illumlna!a wrh the Y~IICIBS
d) Diagnostic from heatei oash lhynts
e) To the vehicle dimmer switch for light display
Note: An allernalive lo connecting the black wire to the
f) To vehicle ignition accessories for continuos operation vehc ? I;TI on accessones "On" orcult may also
of heater he consmreo lor some a-Jplications where
g) Remote starter (optional) exfenacO 'uri I mrs ape oeswd. Connacting the
[>lack %ire i'.th the rca wre i v l I enable the heater
!c run corit W ~ U P ' V !'mether Ibe hoa!rr SM l c l e d
an rnan.i,?l y or lb*ough the preset lurict~on.
starter instructions before terminating wires
TM 9-2320-312-24-3
14
Push/Pull Switch
Mount switch in a location where it is easily accessible PIN CA1

PIN C A I
Mount using hardware supplied
* Connect the switch harness to the connector at the heater
and run the harness to the switch location
* Cut harness to length at the switch and install terminals
* Connect wiring as described below
Brown- 31 Power from battery "-"

Red- K(15) Power from battery "+"
YeIlow-l5(K) Switch control to the heater
BlueMlhite Diagnostic from heater (disregard - tape end
and tie off to the side)
99 Hour Digital Timer
This timer is pre-set by Esparto operate the heater for one (1)
hour only. See installation and operating instructions provided
with timer if other run times are desired.
Mount the timer using a (2") hole in the dash or use the
optional mounting bracket. "a1 rnounllng
bracket
* Mount timer using hardware supplied. PIN CAO 00 032
* Connect the switch harness to the connector at the heater
and run the harness to the switch location.
Cut harness to length and install terminals.
Install connector provided and attach.
PIN CA1 00
Red -Red
Yellow -Yellow
Brown -Brown
TM 9-2320-312-24-3
15 #
w
Heater Operation P
PrcStart Procedures
Upon completion of installation prepare the heater as follows:
* Check all fuel, electrical and plumbing connections.
* Refill the engine coolant.
system) the heater will automatically shut down
Bleed air from the coolant system by running the engine
and refilling the antifreeze as needed. Resecure heater hose
* Run engine to further bleed the system
Top up engine coolant.
-
Switching Off
When the heater IS switched off, manually or automatically,
it starts a controlled cool down cycle
The fuel metering pump stops delivering fuel and the flame
Start Up is extinguished
Once switched on, the following sequence occurs: * The combustion air blower and water pump continue to run
* Control unit does a systems check ( flame sensor, for 130 seconds to cool down
temperature, safety thermal sensor and various other The heater shuts off
- control unit checks).

Water pump starts circulating coolant fluid. Safety Equipment
-
*
*
Combustion air blower starts
Glow pin begins to preheat 20-50secs.
After abwt 20-50seconds the Fuel Metering Pump starts
The control unit, overheat sensor and flame sensor continually
monitor heater functions and will shut down the heater in case
of a malfunction.
delivering fuel and the combustion air blower ramps up gradually. The control unit ensures electrical circuits (fuel pump,
combustion air blower etc.) are complete prior to starting
Once ignition takes place the flame sensor alerts the
the heater.
control unit and the control unit shuts off the glow pin
(ignition time: 1.5.2 minutes) * If the heater fails to ignite within 90 seconds of the fuel
pump being started, the starting procedure will be
repeated. If the heater again fails to ignite after 90 seconds
of fuel being pumped, a "no start safety shutdown" follows.
If the heater flames out during operation, the heater
automatically attempts to restart. If the heater fails to ignite
start attempts to self prime the fuel system. within 10 seconds of fuel delivery. or ignites but flames out
again within 3 minutes, '?lame out" shutdown follows. After
troubleshooting the problem, the heater can be started again
Running
by switching the heater off and then back on.
Once ignition is successful the following operations take place: * Overheating due to lack of water, a restriction or a poorly
Heater runs in full heat mode and the temperature is bled coolant system results in an "overheat shut down".
monitored at the heat exchanger.
If at any time the voltage drops below 1OV (20V on a 24
* Once the coolant reaches 72°C (162°F)the heater will volt system), or rises above 15V (30Von a 24 volt system),
start to cycle up and down between levels a "high/low voltage" shutdown follows (after a 20 second
- (High,Medium.Low ).
If the coolant temperature continues to rise, the heater
will automatically switch off. This occurs when temperature
delay).
reaches 85°C (185°F)

* The water pump will continue to circulate coolant to allow A Warning: The heater must be switched off while
any fuel tank on the vehicle is being
the heater to monitor engine temperature
filled.
* The heater will automatically restart once coolant
temperature reaches 68°C (154°F) The heater must not be operated in
The heater continues to run as described above until it is areas
switched off, either manually, automatically by a timer or
heater malfunction shutdown.
uccessful it will continue

TM 9-2320-312-24-3
16
Operational Flow Chart
- SHUT DOWN P H A S E
Operaling System Pre-heat

Mode Check 2nd attei
-
I I
I I
Off
On On On On:
if in stand by
Water Pump
I
off
@
Blower
On
On
Glow Pin
Off off off Off
T N m e a -
1 3 sec. 50 sec.
4 speed Operation
until Switched ofl
manually or automatically
i
Note: During the controlled heating cycle. if the cwlant temperature exceeds 85'C(185OF) the heater will cycle off
Heater will automatically restart in high mode once Coolant temperature reaches 68"C(154"F)
Operation Profile
Control temperatures Speed of blower motor Start up sequence
Vehicle Blower 55°C

On Power - 7300 rpm
Power - High 72°C High - 5600 rpm
High - Medium 78°C Medium - 3000 rpm
Medium - Low 79°C Low - 1800 mm
LOW - Off 85°C
Off - Medium 68°C
Medium - High 68°C
Low - Medium 73°C
High - Power 53°C
TM 9-2320-312-24-3
17 #
-
w
Hydronic 10 Wiring Diagram 12 Volt ?6
with vehicle blower control
LED
'i'
I II I I
99 Hour timer
7 Day timc
. .
1.1 Blower motor

1.2 Glow pin
1.5 Overheat sensor
1.12 Flame sensor
1.13 Temperature sensor
2.1 Control unit
2.12 Water Pump
2.2 Fuel metering pump
2.5.7 Vehicle blower relay
2.7 20 amp main fuse
2.7.1 5 amp switch fuse
2.7.5 15 amp bower relay fuse
3.2.9 7 day timer, push/pull switch
or 99hr. timer
5.1 Battery
a) Optional - supply for vehicle blower

b) Power
C) Diagnostics
d) Switch
e) Ground
h) Optional - LED for flashing code
TM 9-2320-312-24-3
18
-
Hydronic 10 Wiring Diagram 24Volt
LED
"F /I I 99 Hour timer
7 Day timer
~.
I I 2 3 1 5 6 7 8 9 I D I1 I2 I3 I4 I5 16 17 18k1-----
1.1 Blower motor

1.2 Glow pin
1.5 Overheat sensor
1.12 Flame sensor
n O u 'L
2.1
2.12
2.2
Control unit
Water Pump
Fuel metering pump
2.7 15 amp main fuse
3.2.9 7 day timer, pushlpull switch
or 99hr. timer
5.1 Battely
b) Power
C) Diagnostics
d) Switch
1 B5 e) Ground
h) LED for flashing code
TM 9-2320-312-24-3
19 @
w
Hydronic 10 Wiring Diagram P
Universal Harness
057)
7 Day timer
1.1 Blower motor

1.2 Glow pin
1.5 Overheat sensor
1.12 Flame sensor
2.1 Control unit
2.12 Water Pump
2.2 Fuel metering pump
2.5.7 Vehicle blower relay
2.7 20 amp main fuse ( I N )
2.7.5 15 amp blower fuse
3.2.9 7 day timer, pushipull switch
or 99hr. timer
5.1 Banery
a) vehicle blower step switch
b) vehicle ignition terminal
C) external control (water pump)
d) diagnostics
e) switch
0 Dower
85 g) ground
h) LED for flashing code
TM 9-2320-312-24-3
20
Maintenance Troubleshooting & Repairs
Periodic Maintenance Fault Code Retrieval Device
Check coolant hoses, clamps, and make sure all valves

are open. Maintain the engine manufacturers recommend- Equipment Face and Controls p\
ed coolant level and ensure that the heater is properly bled
after service on or involving the coolant system. Symbols seen on the display
Visual check of all fuel lines for leaks. Check and if face are as follows: DLlnmH
necessaly replace fuel filter inserts.
Visual check of electrical lines and connections for corrosion. AF Actual fault,
Run your heater at least once a month during the year F1-F5 Up to five stored faults can be accessed
(for a minimum of 15 minutes). The AF and F1 are the same number.
Maintain your batteries and all electrical connections in
T
I1
- This sign is displayed when the heater is in operation.
good condition. With insufficient power the heater will DlAG The word (Diagnostic) will come on when the
not start. Low and high voltage cutouts will shut the diagnostic number is requested.
heater down automatically.
000 Three digit diagnostic fault code number.
Use fuel suitable for the climate (see engine manufacturers
recommendations). Blending used engine oil with diesel
fuel is not Dermitted. Hook Up
* Disconnect the main harness from heater and insert
adapter cable harness between them
Troubleshooting Connect adapter cable to the cable loom of the Fault code
retrieval device
Basic Troubleshooting * Start diagnostic unit - switch heater on from switch
In the event of failure there are several items which
should be checked first before any major troubleshooting Instructions:
is done. Check:
* Switch the faun code retrieval device on and wait 10 seconds.
Fuses. Press the " D button.
Electrical lines and connections * Wait 3-5 seconds for the current fault code to appear
* Interference in Combustion air and Exhaust pipes. (AF).
To review the previous faults use the arrow buttons
Fuel in the tank.
(F1= Most Recent, F5= Oldest).
Battely voltage
* To erase the faults that are in memory press both "L'
* Coolant flow keys at the same time.
* See the fault code chart on following pages for code
number descriptions.
Self Diagnostics
The heater is equipped with self diagnostic capability. You can
retrieve information on the heaters last 5 faults using the Espar
7 day timer or Espar's Fault Code Retrieval Device.
7 Day Timer
Espar's 7 day timer has a fault code
retrieval device built into the unit. This
function automatically activates if the
heater is experiencing problems.
* Fault codes appear on the LCD display screen

* Codes can then be translated from the charts on the
following pages.
Fault code retrieval device
* See instruction sheet that comes with the timer PIN CA1 05 020
TM 9-2320-312-24-3
Fault Code Fault Description Causes IRepair Fault Signal IFlashing Code
000 Normal Operation
00 1 Advanced warning - overvoltage Check to see if voltage between pins 13 and 14 of control
unit (external plug) is greater than 15 V or 30V
002 Advanced warning - undervoltage Check to see if voltage between pins 13 and 14 of control
111-
un%(externalplug) is less than 10 V or 20V
~ ~ ~
010 Overvoltage shutdown Check voltage between pins 13 and 14 at the control unit
(external plug) is greater than 15 V or 30V. Check vehicle
charging system.
-11
011 Under voltage shut down Check voltage between pins 13 and 14 at the control unit
(external plug) is less than 10 V or 20V. Check batteries -1
and connections.
012 Overheating Check for possible causes of overheat, check water

through flow (water circuit). sensor. Temperature at
temperature sensor is greater than 115°C. Impedance at
temperature sensor < 4000. Check difference at the
control unit. dismantle the control unit, disconnect the
internal plug from the control unit and measure the
difference between pins 5 and 8.
Overheat sensor values: 150 kohms at -25°C
10 kohms at +25%
~~ ____ ~
013 Excessive temperature at flame sensor Flame sensor signals temperature of greater than 700°C.
Difference at flame sensor > 3400 ohms. Check the
impedance at the control unit (internal plug), dismantle
the control unit. disconnect the internal plug from the
control unit and measure the impedance between pins 10
and 12. Flame sensor values: 900 ohms at -25°C
1100 ohms at +25"C 111111111111
014 Possible overheating detected Difference of measured values at temperature sensor
>70"C (difference evaluation) Check temperature sensof
and overheating sensor, open heater slide valve and
8 seconds
check water throughflow. Check the impedance between
5 and 8 at the control unit (internal plug). Over
temperalure sensor values: 150 kohms at -25%
10 kohms at +25"C
TM 9-2320-312-24-3
Fault Code Fault Description Causes I Repair

8 seconds
015 Too many overheats The control unit is interlocked after three successive
overheats (error codes 012, 013 and 014). Eliminate the
case of the overheat. Cancel the interlock by clearing the
error memory with the diagnostic unitJPC.
020 Open circuit - glow pin Check glow pin (nominal value: 2 ohms), replace if
necessary. Check pin 4(white) on the control unit
021 Short circuit - glow plug (internal plug) leading to glow plug to terminal 3 (brown)
111 1
for continuitylshort-circuit. If 0.K.-> replace control unit.
033 Combustion air blower motor Speed deviation for longer than 60 seconds. Nominal
values: 5600 rpm (full-load), 1850 rpm (part load)
* Check burner motor: apply supply voltage to motor.
Connect + t o 1.5 black and - t o 1.5 orange. Motor does
not turn -> replace burner motor with integrated sensor.
* Check sensor supply. Switch on heater and measure
voltage between output 13 (0.25 red) and 14 (0.25 green)
at the control unit (internal plug). Nominal value: 8 V. If
deviation -> replace control unit.
*Check sensor: Measure voltage between terminal 15
(0.25 violet) and 14 (0.25 green) with an analog voltmeter
when the blower is running. Nominal value: 4 V (+ 0.3 V)
average value (8 V square-wave signal). If deviation ->
replace motor with integrated sensor. If sensor signal is
O.K.. then the speed controller is defective -> Change
control unit.
037 Water pump is not working Check water pump (driven externally)
042 Water oumo short-circuit Check water DumD and leads
043 Short circuit at external components Check terminal 2 (1 green) of control unit (external plug)
for short-circuit. Check connected components (max.
current 6A), replace them if necessary.
047 Short circuit - fuel metering pump Check terminal 1 (1 blue) of control unit (external plug)
and leads up to metering pump for short-circuit/
interruption. Check the metering pump. Nominal value:
048 Open circuit - fuel metering pump approx. 20 ohms. Replace if necessary.
TM 9-2320-312-24-3
Fault Code Fault Description Causes I Repair Fault Signal I Flashing Code
050 Too many no start attempts The control unit is interlocked after it has been switched
on 10 times in succession ( S Ofailed starts) without
flame detection (fault code 052). Check the fuel supply,
glow plug, exhaust piping, combustion air piping and
flame sensor. Cancel the interlock by clearing the error
memory with the diagnostic uniVPC.
051 Faulty flame recognition Flame sensor signals a temperature of greater than
80% despite 4 minutes of cooling with cold air.
Impedance at flame sensor > 1300 ohm. If no
combustion takes place -> check the flame sensor,
replace it if necessary. Flame sensor values:900 ohms
at -25"C, I100 ohms at +25"C
052 No start safety time exceeded No flame was detected during the start-up phase.
Flame sensor value of less than 9 0 4 (1350 ohms).
Check the fuel supply, glow plug, exhaust piping, com
bustion air piping and flame sensor. Flame sensor
values: 900 ohms at -25"C, 1100 ohms at +25"C
053 Flame cutout in boost mode Heater has started (flame detected) and indicates flame
loss in a power setting. Check fuel flow rate, blower 111
054 Flame cutout in high mode speed, fuel supply, exhaust pipe and combustion air
056 Flame cutout in medium mode piping. If combustion is O.K., check flame sensor,
056 Flame cutout in low mode replace if necessary. Flame sensor values:900 ohms 11
at -25°C. 1100 ohms at +25"C
059 Water temperature rises to quickly Check water circulation (012) and temperature control
sensor (060l06 1)
11111 1
060 Temperature control sensor interruption Control sensor signals temperature value outside
measurement range. Check the connecting leads (0.35
yellow). For this purpose. dismantle the control unit,
061 Short circuit - temperature control disconnect the internal plug from the control unit and
measure the impedance between 9 and 11. Impedance
between terminals 9 and 11 of the control unit (internal 11-
plug): greater than 10 kohms (in the event of 8 seconds
interruption) less than 100 ohms (in the event of short
circuit).Temperature sensor values: 650 ohms at -25"C,
1000 ohms at +25"C
TM 9-2320-312-24-3
Fault Code Fault Description Causes I Repair
064 Open circuit - flame sensor Flame sensor signals temperature value outside
green). Impedance between terminals 10 and 12 of the
065 Short circuit - flame sensor control unit (internal plug): greater than 50 kohms (in the
event of interruption) less than 100 ohms (in the event
of short-circuit). Flame sensor vaiues:
900 ohms at -25°C. 1100 ohms at +25"C
071 Open circuit - overheat sensor Overheat sensor signals temperature value outside
072 Short circuit - ovebeat sensor blue). Impedance between terminals 5 and 8 of the
control unit (internal plug): greater than 700 kohms
(in the event of interruption) less than 100 ohms (in the
event of sholt-circuit). Overheat sensor values:
150 kohms at -25"C, 10 kohms at +25"C
090 Control unit defect (internal fault) Internal control unit error in microprocessorlmemory
detected. Replace control unit.
093 Control unit defective(RAMerror)
094 Control unit defective(EPR0M fault)
097 Control unit defective (power failure)
8 seconds
TM 9-2320-312-24-3
Fuel Quantity Test
The fuel Quantity should be tested if the heater has difficulty Measurement
starting or maintaining a flame.
* Switch heater on
Fuel delivery stars automatically approximately 63
neasure me iuei quanrny wnen me Darrety I
seconds after switching on
sufficiently charged At least HVi22V and a
nost 13Vi26V should be applied at the contr * After 105 seconds of fuel delivery, it will shut off
Preparation
IJnit during measurement.
-
*
automatically
Wait for restart.
Fuel pump is automatically switched off
Pull the fuel line from the heater and insert into a
graduated measuring glass (size:50cm3)
- after another 75 seconds.
Switch off the heater.
Measure the fuel in the measuring glass
* Switch the heater on, when fuel delivery is uniform
(approximately 63 seconds after switching on). the fuel
line is full and bled. Evaluation
Switch the heater off and empty the measuring glass. Nominal value: 19 ml+ 10%
If the quantity is less than the tolerance, replace the fuel

metering pump
Repair Steps
Disassembly I Assembly
7 Housing including heat exchanger, dismantled

1 Control unit
8 Burner
2 Glow pin cable
9 Burner dismantled
3 Glow pin
10 Heat exchanger
4 Overheat sensor Itemperature sensor
11 Heat exchanger dismantled
5 Cover Blower
6 Flame sensorlheat exchanger fastening screws
1 Control unit (on installation of control unit, grease the

gasket with sealing paste 2 Glow pin cable
c
TM 9-2320-312-24-3
26
3 Glow pin 4 Overheat sensor I temperature sensor
5 Cover Blower (on installation of the cover, clean the seal- 6 Flame sensodheat exchanger fastening screws
ing sulface and apply liquid seal
7 Housing including heat exchanger, dismantled 8 Burner

TM 9-2320-312-24-3
27 #
i;,
9 Burner dismantled 10 Heat exchanger i-
s
I
11 Heat exchanger dismantled
Resistance Values
Temperature sensor -25°C 650 ohms

25°C 1000 ohms
Flame sensor -25°C 900 ohms

25°C 1100 ohms
Overheat sensor -25°C 150 Kohms

25°C 10Kohms
Glow Pin -2 ohms
Fuel Metering Pump -2Oohms
Coolant Pump varies with motor speed
Combustion Air Blower varies with motor speed

TM 9-2320-312-24-3
28
Hydronic 10 Parts Diagram
25 2081 - 12 volt
25 2044 24 volt
~
i1 i
J
I
I
TM 9-2320-312-24-3
1 Outer casing 25 1997 01 00 02

2 Combustion air blower with cover 251815991500
251816991500
3 Burner assembly 25 2044 11 00 00
4 Flame lube and burner 25 1816 11 01 00
5 Seal 25 1816 99 11 07
6 Water pump 25 1815 25 01 00
25 1816 25 01 00
7 Temperature Sensor 25 1816 99 01 11
8 Overheat sensor 25 1997 99 41 00
9 Flame sensor 25 181601 03 00

10 Glow pin 12v 25 1996 99 01 01
24V 25 1997 99 01 01
Ila Seal 252044010012
11 Glow plug cable 25 2044 01 04 00
12 Heat exchanger 25 1816 06 00 01
13 Cover 25 2044 01 00 11
14 Screw 10061 317
15 Washer 171 22 118
16 Seal 25 1816 01 00 04
17 Seal 25181601 1300
18 Sleeve 25 1816 01 00 12
19 Clamp I020650500 70
20 O-ring 320 75 109
21 O-ring 32075 111
22 O-ring 320 75 110
23 Fillister head bolt 10361 115
24 Spring washer 171 22 101
25 Taptile screw 109 00 042
26 Taptite screw 109 10 023
27 Clip 156 22 021
28 Control unit 25 2081 99 50 03
25204499 5007
29 Hexagon nut 171 19254
30 Taptite screw 109 10020
31 Twist tie 209 31 08
TM 9-2320-312-24-3
30

TM 9-2320-312-24-3
1 Hydronic 10 heater 25 2081 05

25 2044 05
2 Heater mounting bracket 251816800001
3 Molded hose CAO 11 023
4 Spring loaded clamp 17-32mm CAI 10 046
5 Flexible Exhaust w/ end cap 25 1818 80 08 00
6 Bolts 5/16x1/2 b18 stainless CA3 00 102-001
7 Box Base CAO 10 069
8 Fuel metering pump 251894450000
25 1963460000
9 FMP Nbber ring 20 1449 00 10 01
10 Fuel metering pump holder 251156200011
11 Clamp I l m 102063011098
12 Bulk head hose connector 3W CAO 11 011
13 Washer Bulkhead CA3 00 311
14 Heavy duty shock mount kit CAO 00 061
15 Dust cap .bulkhead fining CAO I1 016
16 Grommet CAO 11 061
17 -
Silicon Seal exhaust 251216880301
18 Blower relay block 203 00 085
19 Relay 203 00 065
203 00 066
20 Fuse holder 204 31 004
21 Fuse inserts 5 amp 204 00 079
15 amp CA1 07 002
20 amp CA1 07 005
22 Fuse holder cover 204 31 005
23 Fuel hose 3M) 75 350
24 Hex bolt M6x12 CA3 00 103
25 Clamp 9mm 10 2063 00 90 98
26 Fuel hose 3.5mm 3M) 75 300
27 Hex nut CA3 00 206
28 Plastic fuel line 2mm 09031 117
29 Grommet 20 1280 09 01 03
30 Washer 6mm CA3 00 308
31 Screw M3x30 CA3 00 115-001
32 Bolt Max16 CA3W137
33 Washer 8mm CA3 00 309
34 Nut hex 8mm CA3 00 029
35 Bolt Max50 CA3 00 128
36 Washer lender 5/16"x1.25 CA3 00 305
37 Shock mount 8mm CA3 00 128
38 Threaded washer CA3 00 333
39 Spring washer 8mm CA3 00 302
40 Hex nut 8mm CA3 00 209
41 Fuse holder cover CA1 07 009
41a Fuse holder base CA1 07 005
42 Ring terminal 3/8" awg 1012 CA1 90 014
43 Box cover CAO 10 070
44 Exhaust clamp 30-33mm 152 10061
45 Coolant hose for boxed unit CAO 11 023
46 Clamp 'C" 34mm 152 10043
47 End sleeve 25 1785 80 02 00
48 Harness boxed 12V FMP in CAI 60 910
24V FMP in CA1 60 912
12V FMPoui CA1 60 911
24V FMP out CA1 60 913
49 Power pig tail 12v CA1 60 901-002
24V CA1 60 901-001
50 Cup sieve 20 1312 00 00 06
51 Fuel connection piece 20 1621 45 00 02
52 Connector 206 31 290
TM 9-2320-312-24-3
32

Universal version
TM 9-2320-312-24-3
1 Universal Harness 25 1816 80 07 00

2 Cable 201668800500
3 Fuse holder bottom 204 31 004
4 Fuse holder cover 204 31 005
5 Fuse inserts 5 amp 204 00 079
15 amp CAI 07 002
20 amp CAI 07 005
6 Relay 203 00 065
203 00 066
7 Ring terminal 3/8"awg 10-12 CAI 90 014
8 Twin leaf spring contact awg 12 206 73 033
9 Socket housing 206 31 290
10 Female terminals 206 00 182
1 Oa Seal 206 75 022
11/12 Tie cables CAI 00 005
13 Fuel metering pump 25 1894 45 00 00
251963460000
14 Cup sieve 201312000006
15 Fuel connection piece 20 1621 45 00 02
16 Fuel line 090 31 117
17 Fuel line- suction side 090 31 101
18 Fuel hose 360 75 350
19 Fuel hose-pressure side 360 75 300
20 Clamps I02063009098
21 Clamp (suction side) 10206301 1098
22 "Cclamp 152 10 040
23 Metal rubber buffer 20 1185 00 00 01
24 Angle 201348030004
25 Intake silencer 25178680 0200
26 Exhaust (flexible) 25 1816 80 08 00
27 Flexible spiral tubing 360 61 580
28 End sleeve 251785800200
29 Muffler 25 1808 80 01 00
30 Coolant hose 20 1673 80 00 01
31 Coolant hose 20 1673 80 00 03
32 Connection piece 20 1534 88 00 01
33 Clamps 10 2065 02 00 32
34 Hose clamps 152 10 061
35 Muffler clamps 152 10 049
TM 9-2320-312-24-3
34
Hydronic 10 Accessories
TM 9-2320-312-24-3
35
Hydronic 10 Description & Part #'s
Ref.
* $ a>
5 & Z
No. Description Part Number n8is
2 2 %
1 Bracket - 99 hour timer CAO 00 032
2 99 hr timer with bracket CA1 00 050
99 hr timer without bracket CAI 00 051
3 7 day timer bezel 25 1482 70 01 00
4 Bracket for 7 day timer CAO 10 061
5 7 day timer with kit (harness &: relay) CA1 00 135
6 Relay 203 00 093
7 Push / Pull switch 12v CAI 00 003
24V CA1 00 004
8 7 day timer harness adapter CAI 60 008-001
9 Cross frame mounting tray CAO 10 028
with hardware CAO 10 022
10 Side mount bracket CAO 10 057
11 Hex nut 5/16 CA3 00 203
12 Spring washer 8mm CA3 00 309
13 Shock mount 5/16 - 1 piece CAO 00 040
14 90" bulkhead hose connector CAO 11 037
15 Washer - bulkhead CA3 00 31I
16 Water thermostat 3x18 330 00 160
17 Reducing piece 20~18mm 201645890006
18 Connecting pipe 20 1534 88 00 01
19 Clamp 20mm - 32mm I02065020032
20 Coolant hose 90" 20 1673 80 00 01
21 T-piece 2Ox20x2Omm 20 1673 80 11 00
22 Coolant hose 180" 20 1673 80 00 03
23 Fault code harness adapter CAI 05 030
24 Fault code retrieval device CAI 05 020
25 Fuel pick up pipe CAO 12 058
26 Gasket CAO 12 040
27 Single pick up with ring fitting CAO 12 012
28 Custom straight pick up 16 CAO 00 030
24" CAO 12 053
29 Compression fittings 1/4" NPT CAO 12 044
3 / 8 NPT CAO 00 031
1 / 2 NPT CAO 12 005
30 Fuse link Dower harness 12v CAl 60 901-002
24V CA1 60 901-001
31 Bulb (pushlpull switch) 12v 207 00 005
24V 207 00 005
TM 9-2320-312-24-3
1st. Printing - June 1999
Printed in Canada
PIN: 610-124-0299
6435 Kestrel Road

Mississauga, Ontario
Canada L5T 128
9675 Harrison Rd.

Suite 102
Romulus, Michigan
48174
USA
Canada (Tel). 905-670-0960

800-668-5676
Fax: 905-670-0728
U S . (Tel): 800-387-4800
A member of the Worldwide Eberspacher GmbH Group of Companies

TM 9-2320-312-24-3
AIR SYSTEM
System
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
9/98
TM 9-2320-312-24-3
The rear dry tank is supplied by the wet tank through

System Description another single check valve. This tank supplies air to
The air system supplies compressed air for both the the rear service brakes, parking brakes, and trailer
truck and trailer brakes as well as many other brakes.
components including air suspensions, fifth-wheel All air tanks are equipped with drain valves. Manual
slide locks, axle and transmission shift mechanisms, drain valves are standard. Automatic drain valves
windshield wipers, air seats, and air horns. are optional.
All vehicles use an air compressor driven directly off All vehicles are equipped with low pressure warning
the engine. The maximum system pressure is systems on both dry tanks (low pressure switches
limited to 120 PSI by a governor and compressor located in bulk heads at cab floor). If pressure in
unloader mechanism. Hot air from the compressor either dry tank falls below 66 ± 6 PSI, indicator lights
is discharged into a teflon lined wire braid hose and a buzzer are activated.
which is designed for the high temperatures of air
leaving the compressor. Federal Motor Vehicle Safety Standard (FMVSS)
121 sets performance and equipment standards for
All vehicles use a dual air system consisting of a vehicles equipped with air brake systems. Unless
wet tank, forward dry tank, and rear dry tank. The exempt from this standard (exemptions listed in
dry tanks have a single check valve in the tank inlet. FMVSS 121), Crane Carrier vehicles are designed
The check valves prevent a complete loss of air in to comply with FMVSS 121. This standard sets
the event of an air system failure (tank or hose requirements for:
failure). This ensures a controlled stop (with reduced
braking capability). ! Minimum air tank volume and strength.
The wet tank is supplied directly by the air ! Minimum compressor capacity.
compressor. This tank allows the air to cool and any ! Check valves in dry tanks.
moisture to condense. The wet tank is equipped with
a 150 PSI pressure relief valve. The forward dry ! Low pressure indicators.
tank is supplied by the wet tank through the check ! Drain valves.
valve. This tank supplies air to the front brakes and
other components such as fifth-wheel slide locks, ! Dual air system.
axle and transmission shift mechanisms, and air CAUTION: To maintain compliance with FMVSS
suspensions. The front dry tank is also a secondary 121, no part of the air supply or brake system should
air source for the parking and trailer brakes and be modified without Crane Carrier Engineering
provides air for the spring brake modulator (if approval.
equipped).
9/98 -1-
TM 9-2320-312-24-3
Air System Maintenance Maintenance Intervals

Since no two vehicles operate under identical
Precautions conditions, maintenance intervals will vary.
CAUTION: When working on or around brake Experience is a valuable guide in determining the
systems or components, the following precautions best maintenance interval for a given operating
should be observed: condition. The maintenance intervals shown in this
section should be considered maximum intervals.
1. Always block vehicle wheels. Depleting air Vehicles operating under severe or adverse
system pressure may cause the vehicle to roll. conditions may require more frequent service.
Stop engine when working on vehicle. Keep
hands away from chamber push rods and slack
adjusters. They may apply as system pressure Air Tank Draining
drops.
Draining the air tanks is the single most important
2. Never connect or disconnect a hose or line action in air system maintenance. Air tanks which
containing air pressure. It may whip as air are not equipped with automatic draining devices
escapes. Never remove a component or pipe should be drained daily. If contaminants such as
plug unless you are sure all system pressure has water condensed from the air or oil from the air
been released. compressor are allowed to collect, small passages
3. Never exceed recommended air pressure. in the air system may become blocked.
Always wear safety glasses when working with
pressurized air. Do not look into air jets or direct
them at another person.
4. Never attempt to disassemble a component
before you have read and understand the
recommended procedures. Some components
contain powerful springs and can cause injury if
not properly disassembled. Use proper tools and
observe all related precautions.
5. Use only quality replacement parts. Components
such as air lines, valve fittings, and air tanks
should be designed for use in an air system.
Replacement hardware such as fittings and
valves should be of equivalent size, type, length,
and strength as the original equipment.
-2- 9/98
TM 9-2320-312-24-3
Air System Maintenance Chart

Component Every Month or 8,000 Every Three Months or Every Six Months or Every 12 Months or
Miles or 300 operating 25,000 Miles or 900 50,000 Miles or 1,800 100,000 Miles or 3,600
Hours Operating Hours Operating Hours Operating Hours
Air Lines Check for cracking or signs

of wear. Replace if
damaged.
Air Compressor Check unloader for proper Check for excessive carbon
operation and leakage. build-up on cylinder head,
discharge cavity, and
discharge line.
Compressor Clean or replace filters. Disassemble, clean

Governor and replace parts if
necessary.
System Check Perform test. Correct

Procedure problems. Test air operated
accessories for function.
Check Valves: Check for proper operation. Disassemble and

Single and clean parts. Replace all
Double rubber parts and any worn
parts. Check operation
before use.
Air Dryer Check air tanks for Check operation of Check

moisture. A small amount valve between dryer and
(ltsp) is normal. tank. Check operation of
purge valve.
Automatic Drain Check for proper operation. Disassemble, clean, and

Valves replace parts if necessary.
Pressure Relief Clean and check for proper

Valves operation.
Air Tanks Inspect water drained from

(Drain Daily) air tanks for rust and other
signs of contamination. If
found, locate problem and
correct.
System Check Procedure 6. Push in parking brake valve to the "released"

position (yellow control).
This check procedure tests the functioning of the 7. Ensure the parking brake valve stays in the
dual air system and some of the main functions of "released" position. Record air pressure.
the brake air system.
8. Drain air from rear dry tank. Drain valve should
1. Block the wheels so vehicle cannot move when be fully opened to quickly exhaust air pressure.
parking brakes are released.
9. Check that the red needle on the dual air gauge
2. Plug the trailer emergency line. Leave the trailer goes to zero and the green needle does not
service line open. drop more than 10 PSI.
3. Start engine and build air pressure up to at least 10. With ignition on, check that all low pressure
100 PSI. Shut engine off. indicators are on.
4. Check that both needles on dual air gauge read 11. Ensure the parking brake valve stays in the
approximately the same pressure. "released" position.
5. With ignition on, check to see all low pressure 12. Check that the parking brakes are released.
indicators are off.
13. Apply foot valve and check that rear service
9/98 -3-
TM 9-2320-312-24-3
brakes do not apply. ! On vehicles with a rear axle without spring

brakes, check service brakes at this axle.
! On vehicles with a rear axle without spring
brakes, check service brakes at this axle. ! On vehicles with spring brakes on all rear axles,
install an air pressure gauge in one service air
! On vehicles with spring brakes on all rear axles,
line (disconnected from brake chamber). When
install an air pressure gauge in one service air
the foot valve is applied, pressure at gauge
line (disconnected from brake chamber). When
should increase.
the foot valve is applied, gauge should remain
at zero. 29. Push in trailer supply valve to supply air to
trailer (red control). If your vehicle is not
14 Apply foot valve and check that front service
equipped with trailer air connections, skip to
brakes do apply.
step 33.
15 If your vehicle is not equipped with a spring
30. Check that air does not flow out the trailer
brake modulator valve, skip to step 16.
service port when the hand valve is applied.
! Initial pressure must be at least 80 pounds. If
31. Check that air flows out the trailer service port
engine is used to build pressure, rear dry tank
when the foot valve is applied.
must be drained to relieve pressure.
32. Pull out trailer supply valve to shut off air to
! Apply the foot valve and check to see all spring
trailer (red control).
brakes apply.
33. Close drain in front dry tank.
! Release the foot valve and check to see all
spring brakes release within 2 seconds. 34. Start engine and build air pressure up to at least
100 PSI. Shut engine off. Record air pressure.
16. Push in trailer supply valve to supply air to
trailer (red control). If your vehicle is not 35. Drain the wet tank.
equipped with trailer air connections, skip to
36. Check that both the red and green needles on
step 28.
the dual air gauge do not drop more than 10
17. Check that air flows out the trailer service port PSI.
when the hand valve is applied.
37. Ensure the parking brake valve stays in the
18. Check that air flows out the trailer service port "released" position (yellow control).
when the foot valve is applied.
38. Close drain in wet tank.
19. Pull out trailer supply valve to shut off air to
39. Start engine and build air pressure up to at least
trailer (red control).
100 PSI. Shut engine off.
20. Close the drain in the rear tank.
40. Ensure the parking brake valve stays in the "re-
21. Start engine and build air pressure up to at least leased" position (yellow control).
100 PSI. Shut engine off. Record air pressure.
41. Push in trailer supply valve to supply air to
22. Drain air from front dry tank. Drain valve should trailer (red control).
be fully opened to quickly exhaust air.
42. Drain both forward and rear tanks at the same
23. Check that the green needle on the dual air time. Drain valves should be fully opened to
gauge goes to zero and the red needle does not quickly exhaust air pressure.
drop more than 10 PSI.
42. Check that the following events occur at the
24. With the ignition on, check that all low pressure specified pressure (use dual air gauge for
indicators are on. pressure readings).
25. Ensure the parking brake valve stays in the "re- ! At 66 PSI ± 6 PSI (in the lowest pressure tank)
leased" position. the low pressure indicators should come on.
26. Check that the parking brakes are released. ! In the two valve parking system:
27. Apply foot valve and check that front service At 40 PSI ± 5 PSI (in the highest pressure tank)
brakes do not apply. the trailer air supply control (red) should pop
out.
28. Apply foot valve and check that rear service
brakes do apply. At 25 PSI ± 5 PSI (in the highest pressure tank)
the parking brake control (yellow) should pop
-4- 9/98
TM 9-2320-312-24-3
out. Low Pressure Indicators Do Not Function

! In the three valve parking system:
At 40 PSI ± 5 PSI (in the highest pressure tank)
the parking brake control (yellow) and the trailer Ignition not on. Turn on Ignition.
air supply control (red) should both pop out.
Low pressure indicator Test indicator switch.
! In the one valve parking system: switches not Switch should close at
At 40 PSI ± 5 PSI (in the highest pressure tank) functioning. 66 ± 6 PSI and below.
the parking brake control (yellow) should pop
out. Wiring disconnected. Connect wiring.
Burned out bulb or Check for power at

buzzer. socket. Replace bulb or
buzzer as necessary.
Troubleshooting
Air Pressure Does Not Build Up To 100 PSI
Air Loss From Both Dry Tanks When Draining Possible Cause Correction
One Dry Tank or One Wet Tank
Malfunctioning or Refer to "Bendix D2
improperly adjusted governor.
Governor".
Malfunctioning check Test check valve. Air
valve in the dry tank should only flow in the Air leak. Locate leak and
not being drained. direction of the arrow. repair.
Malfunctioning shuttle Test shuttle valve. Malfunctioning air Refer to "Compressor"

valve in two valve Refer to "Bendix MV-2 compressor.
parking control. Valve".
Malfunctioning double Test check valve.
Air Pressure Builds Up To More Than 120 PSI
check valve in one or Refer to Brake Section.
three valve parking
control.
Malfunctioning or Refer to "Bendix D2
Malfunctioning spring Test spring brake improperly adjusted Governor".
brake modulator. modulator. Refer to governor.
Brake Section.
Plugged governor Check that signal line
signal line from wet is open and free of
tank. restrictions.
9/98 -5-
TM 9-2320-312-24-3
NOTE
The M878A2 Yard Tractor is equipped with a System Saver Series 1200 Air Dryer.
TM 9-2320-312-24-3
$2.50
System Saver Series

Single Cartridge
Air Dryers
Maintenance Manual 34
Revised 01-02
System Saver Series
• 1000
• 1200E, P, U
• 1800E, P, U
TM 9-2320-312-24-3
Service Notes
Before You Begin

Service Notes
Access Product and Service
This manual provides instructions for Meritor Information on our Web Site
WABCO’s System Saver Series single cartridge air Enter meritorwabco.com in your browser’s
dryers. Before you begin procedures: address box for quick access to our web site. At
1. Read and understand all instructions and our home page, click on literature to access our
procedures before you begin to service publications.
components. meritorwabco.com
2. Read and observe all Caution and Warning
safety alerts that precede instructions or To Order Information by Phone
procedures you will perform. These alerts help
to avoid damage to components, serious Call ArvinMeritor’s Customer Service Center at
personal injury, or both. 800-535-5560 to order the following item.
3. Follow your company’s maintenance and O Drivetrain PlusTM by ArvinMeritor Technical
service, installation, and diagnostics Electronic Library on CD. Features product
guidelines. and service information on most Meritor,
ZF Meritor and Meritor WABCO products.
4. Use special tools when required to help avoid $20. Order TP-9853.
serious personal injury and damage to
components.
Safety Alerts, Torque Symbol

and Notes
A Warning alerts you to an

WARNING instruction or procedure
that you must follow
exactly to avoid serious
personal injury.
A Caution alerts you to an
CAUTION instruction or procedure
that you must follow
exactly to avoid damage to
components.
A torque symbol alerts you
to tighten fasteners to a
specified torque value.
NOTE A Note provides
information or suggestions
that help you correctly
service a component.
1
TM 9-2320-312-24-3
Table of Contents
Section 1: Troubleshooting & Testing

Routine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Maintenance Tips
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Heater Resistance
Leak Test
Air Pressure Checks
Operational Test for System Saver Series Air Dryers — Regeneration and Purge Style
Pressure-Controlled Check Valve Test — Regeneration Style Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Section 2: Installing Replacement Parts
Replacement Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Component Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Desiccant Cartridge
Outlet Check Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Heater Assembly
Turbo Cut-Off Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Regeneration Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Purge Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Pressure-Controlled Check Valve (PCCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Bypass Valve
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Purge Silencer (Muf er) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Air Dryer Assembly
Testing the Meritor WABCO System Saver Series Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
TM 9-2320-312-24-3
Notes
TM 9-2320-312-24-3
Section 1
Troubleshooting & Testing
Section
Troubleshooting
2 & Testing
WARNING
To prevent serious eye injury, always wear safe
eye protection when you perform vehicle
maintenance or service.
Routine Maintenance
To keep your Meritor WABCO air dryer operating efficiently, the following routine maintenance is
recommended.
Interval Required Action
Weekly. Ensure dryer purges when compressor unloads.
Weekly, or as recommended by the manufacturer. Drain purge tank (dedicated purge tank dryers).
Weekly, or as recommended by the manufacturer, Check for moisture in the system by opening the
whichever is most frequent. drain cock slowly.
O Every 2-3 years, or more often depending on usage, Replace the desiccant cartridge.
vocation, and condition of compressor.
O Whenever compressor is rebuilt.
Maintenance Tips
The Meritor WABCO air dryer will provide years of reliable service, even under adverse operating
conditions. To provide additional protection against the harmful effects of extreme heat or cold, here are
a few helpful tips.
Figure 2.1
Dedicated Purge Tank
Optimum mounting location for the dedicated
purge tank is ABOVE the air dryer.
Extreme Heat
Make sure the compressor discharge line is
long enough to keep inlet air below 175°F
(80°C). (Refer to Operating Environment
Requirements in Appendix II.)
Extreme Cold
Make sure the air dryer heater is in good
working order by running a heater resistance
test. Refer to Heater Resistance in this section.
Check the line from the governor to port 4 of the
dryer for oil and/or water. Keep this line clean to
help prevent freezing.
1002159a
Meritor WABCO air dryer components are installed in the air dryer at the factory and are designed to last
for the life of the dryer. Under some operating conditions, however, a replacement may be required. Refer
to Section 3 for replacement guide instructions.
MM-34
Revised 01-02 Page 1
TM 9-2320-312-24-3
Section 1
Troubleshooting NOTE: The exploded view of the System Saver

single canister air dryer in Section 1 illustrates the
Conditions you may experience, and suggested location of components in the dryer.
solutions, appear in the following System Saver
Series Air Dryer Troubleshooting table.
Conditions May Occur In:

Regeneration Dedicated
Style Air Purge Tank
Condition Possible Cause Dryers Air Dryers Solution
Dryer leaks from Purge valve frozen open (cold Yes Yes Check heater. Repair/replace if
purge valve during weather operation). necessary. Make sure governor to
compressor dryer port 4 line is free of water/oil.
loaded cycle. The
leak may cause Remove and inspect purge valve
excessive and clean water/oil from top of
compressor piston.
cycling or prevent Disassemble and clean purge valve.
the system from Debris under purge valve seat,
building air such as particles from fittings or
pressure. air inlet line. Remove cartridge and clean dryer
sump area.
Purge valve washer installed
upside-down. Ensure lip on aluminum washer
faces DOWN, away from dryer.
Verify correct air line installation
and correct as needed.
Wrong air line connected to dryer
port 4 (unloader port). Seat snap ring fully into groove.
Purge valve snap ring not fully

seated in groove.
Slight leak from Outlet check valve not seating or Yes No Remove, inspect, and clean outlet
purge valve. After regeneration valve not shutting check valve and regeneration valve
several hours, the off regeneration airflow. diaphragm. Replace if worn or
supply tank may damaged.
be empty.
Regeneration Outlet check valve not seating. Yes Yes Inspect and replace outlet check
cycle too long valve as needed.
(more than
30 seconds), Regeneration valve not shutting Yes No Replace regeneration valve.
accompanied by off regeneration airflow.
loss of pressure in
the supply tank.
Regeneration High air system demands during Yes Yes Increase air system capacity or
cycle too short compressor unloaded cycle. reduce air demands.
(less than
10 seconds). Pressure-controlled check valve Yes No Check and replace pressure-
not installed in system or not controlled check valve as needed.
working properly.
One-way check valve installed in Yes No Remove one-way check valve. Make
system reservoir instead of, or sure pressure-controlled check
with, pressure-controlled check valve is installed correctly.
valve.
Regeneration valve not working. Yes No Remove regeneration valve and
clean oil from diaphragm. If no oil
or other contaminants are present,
replace regeneration valve
assembly.
Air governor not working Yes Yes Inspect per manufacturer’s
properly. instructions and repair/replace as
needed.
Water in purge Block in purge tank line. N/A Yes Clear blockage. Replace desiccant
tank cartridge.
MM-34
Page 2 Revised 01-02
TM 9-2320-312-24-3
Section 1

No regeneration Air dryer not connected to supply Yes No Verify proper dryer installation per
cycle. No airflow tank or connections reversed at system diagram.
from purge valve dryer.
after initial purge
blast (dryer Regeneration valve not working. Yes No Replace regeneration valve.
decompression). One-way check valve installed in Yes No Remove one-way check valve.
supply tank.
Alcohol evaporator installed Yes No Install bypass line around
between dryer and supply tank. evaporator or remove evaporator
from system.
Blocked line/pinched line from No Yes Clear/repair line.
purge tank.
Air dryer does not Air line between governor and air Yes Yes Repair air line.
purge when dryer port 4 kinked or plugged.
compressor
unloads (no blast Purge valve stuck closed. Yes Yes Replace purge valve.
of air from purge Air governor not working Yes Yes Inspect air governor. Repair/replace
valve). properly. per manufacturer’s instructions.
Cut-out pressure never achieved Yes Yes Check for air leaks in system and
by air compressor. repair as needed. If no leaks in
system, check compressor output.
Repair/replace per manufacturer’s
instructions.
Air dryer purges Leak in line between governor Yes No Repair air line.
too often, perhaps and dryer port 4.
as frequently as
every 15 seconds, Leak in line between supply tank Yes Yes Repair air line.
accompanied by and governor.
excessive cycling Excessive air system leaks. Yes Yes Repair leaks.
of the compressor.
Excessive air system demands. Yes Yes Increase air system capacity or
reduce air demand.
Outlet check valve not seating. Yes Yes Inspect and replace outlet check
valve as needed.
Regeneration valve not shutting Yes No Replace regeneration valve.
off properly.
Air governor has less than 16 psi Yes Yes Replace air governor.
range.
Leaking air compressor Yes Yes Inspect compressor. Repair/replace
unloader(s). per manufacturer’s instructions.
Air flows out of Turbo cut-off valve not sealing. Yes No Replace turbo cut-off valve.
purge valve entire
time compressor NOTE: With U Series air dryers
is unloaded. the compressor unloads through
the dryer, so a steady flow of air
is normal.
Rapid “spitting” of Holset E-type compressor used, Yes Yes Install Econ valve to provide
air from purge but no Econ valve installed. make-up air to compressor.
valve in small
amounts. Compressor not completely Yes Yes Inspect compressor. Repair/replace
Frequency varies unloading when cut-out pressure per manufacturer’s instructions.
with engine speed. is reached.
Air leak at turbo Temperature of air coming into Yes Yes Move dryer farther from
cut-off valve vent. dryer is too high — not enough compressor. Add additional
Hole burned in cooling takes place before dryer compressor discharge line before
piston. inlet. air dryer. Add cooling coil or heat
exchanger before air dryer.
NOTE: Inlet air temperature must

not exceed 175°F (80°C).
MM-34
TM 9-2320-312-24-3
Section 1

Air leak at turbo Lip seal installed upside-down on Yes Yes Install lip seal correctly.
cut-off valve vent. piston. Lip must face UP (towards
dryer).
Valve bore worn excessively. Yes Yes Inspect valve bore for wear. If a new
turbo cut-off valve does not seal in
a clean, lubricated bore, replace the
air dryer.
Air dryer frozen No electrical power to heater Yes Yes Check for a blown fuse. Repair
(water collecting connector. heater circuit.
in base of dryer is
freezing). Yes Yes NOTE: There must be power to the
heater connector the entire time the
vehicle’s ignition is ON.
Low voltage to heater connector. Yes Yes Repair cause of low voltage, such
as poor electrical ground, bad
connections, corroded wire splices,
etc.
Heater assembly not working. Yes Yes Replace heater assembly.
Wrong voltage air dryer used; i.e., Yes Yes Replace with correct voltage air
12-volt air dryer used in a 24-volt dryer.
system.
No air pressure Air dryer not plumbed correctly Yes Yes Ensure compressor discharge line
build-up in (connections reversed). is plumbed to air dryer port 1, and
system. air dryer port 21 is connected to
vehicle’s supply tank.
Wrong air line connected to dryer Yes Yes Ensure dryer port 4 line is
port 4. connected to the “UNL” port of the
air governor.
Air governor not working Yes Yes Inspect governor per
properly. manufacturer’s instructions. Repair
or replace as needed.
Air system leaks, such as Yes Yes Locate leak(s) and repair.
compressor discharge line, air
dryer, reservoirs, brake or
suspension valves, etc.
Air dryer leaks from purge valve. Yes Yes Refer to purge valve conditions
listed in this chart.
Water in tanks; Pressure-controlled check valve Yes No Install pressure-controlled check

often following not installed in correct tank or not valve in secondary tank.
aftermarket installed at all.
installation or
when dryer is a Pressure-controlled check valve Yes No Remove one-way check valve so
replacement for a properly installed, but one-way that only the pressure-controlled
competitive brand. check valve not removed. check valve is installed between the
secondary tank and supply tank.
Water, oil, or Desiccant contaminated with oil. Yes Yes Replace desiccant. Inspect
sludge in air compressor per manufacturer’s
system tanks. instructions.
Water in system Dryer not suitable for application. Yes Yes Review application guidelines. For
tanks, everything assistance, call ArvinMeritor’s
else checks out Customer Service Center at
okay. 800-535-5560.
MM-34
TM 9-2320-312-24-3
Section 1
System Tests 5. Shut off the engine.

6. Apply a soap solution to each connection that
Heater Resistance contains pressurized air. Check the
connections to see if soap solution bubbles.
To avoid damaging components, Meritor WABCO No Soap Bubbles: Connections are sealed
recommends performing this resistance check properly.
with the heater in place.
Soap Bubbles Appear: Connections are NOT
1. Set volt-ohmmeter to ohms. sealed properly.
2. Disconnect vehicle harness at the heater.
3. Remove the two screws holding the external
To repair improperly sealed connections:
components in place. 1. Drain all reservoirs.
4. With wires connected and properly secured, 2. Remove leaking connection.
touch one probe to each heater element lead.
3. Inspect the connectors and ports for damaged
threads or cracks. Replace if necessary.
Figure 2.2
4. Apply pipe sealant to the connection.
NOTE: Repeat leak test until all connections are

sealed.
Air Pressure Checks

NOTE: When checking air pressure during these
tests, do not rely on cab air gauges for accurate
readings. Install a calibrated air gauge (accurate to
within 1 psi) in the secondary air tank for making
determinations about the continued use or
replacement of equipment.
Operational Test for System Saver

5. Measure the resistance. Acceptable resistance
Series Air Dryers — Regeneration
is: and Purge Style
O 12 Volt: 1.0-2.0 ohms 1. Check compressor loaded and unloaded cycle.
O 24 Volt: 5.0-7.0 ohms When the compressor is in the loaded cycle,
air pressure will build to approximately 120 psi
If resistance is less than 1.0 ohm for a 12-volt (cut-out pressure). When the compressor
or 5.0 ohms for a 24-volt system, replace the reaches the unloaded cycle, the air dryer will
heater. purge, initiating regeneration of the air dryer.
6. Reinstall components and vehicle harness.
Figure 2.3
Leak Test
1. Drain air from all system tanks.
80
2. Close reservoir draincocks. 60 100
3. Start the vehicle. Allow air system pressure to Secondary
40 110
Air Supply
build while engine idles. (White)
4. When the system reaches cut-out pressure Primary
20 120
there will be a purge, or strong blast of air, Air Supply

PSI
followed by a mild flow which will last (Red)
10-25 seconds. 1002161a
MM-34
TM 9-2320-312-24-3
Section 1
2. During the regeneration cycle, which lasts 2. Drain the supply tank down to 80 psi or lower.
from 10-25 seconds, supply and secondary
3. Check the secondary tank air gauge. It should
tanks will drop approximately 10 psi in
read 95 ± 5 psi.
pressure. Check the secondary air gauge on
the vehicle dash panel to verify this drop.
NOTE: A drop from 120 to 95 ± 5 psi during
this test is normal for vehicles equipped with
NOTE: A 10 psi drop in pressure in the
the System Saver Series air dryer and a
secondary air system is normal for Meritor
pressure-controlled check valve.
WABCO System Saver Series regeneration
style air dryers. There should be no visible
pressure drop for P Series dryers. If there is a Figure 2.4
visible pressure drop (P Series dryer), perform
a check valve leak test on the system check
valves.
80
60 95 Secondary
Step 3 applies to regeneration style air dryers only. Air Supply
40 110
(White)
3. If there is no drop in pressure, one of the
following conditions may apply:
20 120
Primary
O Pressure-controlled check valve not Air Supply PSI
installed, or installed on wrong air tank. (Red)
O Pressure-controlled check valve installed to 1002162a

a one-way check valve, instead of in place of
a one-way check valve.
4. If the secondary tank air gauge reading is less
O There is another check valve located than 90 psi:
between the air dryer and the secondary air
tank, usually at the supply tank. O Pressure-controlled check valve may be
installed backwards (arrow on valve must
O Secondary air gauge not plumbed to the point toward host reservoir). Make
secondary air system. Use a calibrated air necessary corrections and retest.
gauge in the secondary tank to check air
pressure. O Check for leaks in the secondary air system.
Identify and repair any leaks.
— Make the necessary installation changes
or repairs and repeat the operational test. 5. If the secondary tank air gauge reading does
not change — or the reading does not drop
O If the secondary pressure drops 25 psi or below 100 psi:
more during the regeneration cycle — and
there are no other air-operated components O Pressure-controlled check valve not
using air during this cycle — there are air installed, or installed on wrong air tank.
leaks or other air system problems. O Pressure-controlled check valve installed TO
— Identify and repair all air leaks and air a one-way check valve, rather than IN PLACE
system problems. OF a one-way check valve.
— Clean the Regeneration and Outlet Check O There is another check valve located
valves. between the air dryer and the secondary air
tank, usually at the supply tank.
— Disconnect the compressor line from the
air dryer (Dryer Port 4). Check the O Secondary air gauge not plumbed to the
compressor and governor per the secondary air system. Use a calibrated air
manufacturer’s recommendation. gauge in the secondary tank to check air
pressure.
Pressure-Controlled Check Valve — Make the necessary installation changes
Test — Regeneration Style Only or repairs and repeat the operational
test.
1. Turn off the engine after the air system reaches
cut-out pressure (approximately
120 psi) and the air compressor has unloaded.
MM-34
TM 9-2320-312-24-3
Section 2
Installing Replacement Parts
Section
Installing
3 Replacement Parts
WARNING
Replacement Requirements
To prevent serious eye injury, always wear safe Before replacing any air dryer component, make
eye protection when you perform vehicle sure the air compressor and air governor are
maintenance or service. working properly. Repair or replace these parts, if
necessary. Check the entire air system for leaks,
and repair as necessary. When draining air tanks
Remove all pressure from the air system before
before servicing the air dryer, check for water
you disconnect any component, including the
and/or oil that may have accumulated in the tanks.
desiccant cartridge. Pressurized air can cause
Water and/or oil in the air tanks could indicate a
serious personal injury.
problem with the dryer or compressor.
Park the vehicle on a level surface. Block the
wheels to prevent the vehicle from moving.
Serious personal injury can result.
Replacement Requirements
Component When to Replace Why

Desiccant Cartridge Every two to three years. Preventative maintenance.
When compressor is replaced. Contaminated cartridge.
Water in supply tank. Saturated or contaminated cartridge, high duty

cycle (wrong application of air dryer).
Bypass Valve (dryers with Valve leaking, inlet to outlet. Cut O-ring, bad seat.
date codes earlier than
0894)
Heater Assembly Water collecting in air dryer is freezing — Heater assembly not working (internal short or
electrical power to dryer is O.K. open circuit).
Outlet Check Valve Air continues to flow from purge valve after Valve is stuck in the open position, or not
purge cycle, but stops flowing when the functioning properly.
compressor load cycle begins.
No pressure build-up in system, everything Valve is stuck in closed position.

else is O.K.
Purge Valve No purge cycle when compressor unloads — Valve is stuck in the closed position, or not
normal pressure at dryer control port 4 functioning properly.
(governor port).
Air flows from purge valve during Valve is stuck in the open position, or not
compressor’s load cycle — no pressure at dryer functioning properly.
control port.
Turbo Cut-Off Valve Air flows from purge valve during compressor Turbo cut-off valve leaking.
unload cycle after purge cycle, and flow is
noticeably stronger at high engine RPM,
especially under load.
No pressure build-up in system — high Valve stuck in closed position.

compressor discharge line pressure.
Regeneration Valve Regeneration cycle continues after compressor Regeneration valve allowing too much air to
begins, and secondary tank pressure drops come back into cartridge.
15 psi or more.
Purge cycle is too short (5 seconds or less) — Regeneration valve not allowing enough air to
pressure-controlled check valve is O.K., no leak come back into cartridge.
in governor control line.
Air dryer purges — but no regeneration, no Regeneration valve not allowing any air to
check valve between air dryer and supply tank, come back into cartridge.
and purge valve has not closed.
Pressure-Controlled Regeneration cycle too short; may result in Valve checks (stops airflow) too high.
Check Valve water in tank.
MM-34
TM 9-2320-312-24-3
Section 2
NOTE: When replacing air dryer components, use 2. Loosen and remove the old cartridge. Use
only Meritor WABCO replacement parts. strap wrench if necessary.
3. Remove and discard O-ring from dryer base.
The exploded view of the air dryer in Section 1
shows the location of the various air dryer 4. Inspect and clean seal seat. Repair any minor
components. damage.
NOTE: If seats are damaged so badly that a

Component Replacement tight seal cannot be maintained, replace the air
dryer.
WARNING 5. Lubricate and install new O-ring on stem.
To prevent serious eye injury, always wear safe
6. Lubricate cartridge seal.
eye protection when you perform vehicle
maintenance or service. 7. Thread replacement cartridge onto the base
until the seal touches the base. Then, tighten
Remove all pressure from the air system before the cartridge ONE addition turn. DO NOT
you disconnect any component, including the OVERTIGHTEN. Figure 3.2.
desiccant cartridge. Pressurized air can cause
serious personal injury.
Figure 3.2
Park the vehicle on a level surface. Block the
wheels to prevent the vehicle from moving.
Support the vehicle with safety stands. Do not
work under a vehicle supported only by jacks.
Jacks can slip and fall over. Serious personal injury
can result. O-RING
Desiccant Cartridge
SEAL SEAT
1. Replacement kit contains one cartridge and
one O-ring. Figure 3.1. SEAL
NOTE: Replacement cartridges are marked

“System Saver Series.” 1002164a
Figure 3.1
1800
1200
1002163b
MM-34
TM 9-2320-312-24-3
Section 2
Outlet Check Valve Assembly 7. Install the new spring with its small end
around the “Y”-shaped fins on the valve body.
1. Review Figure 3.3 to make sure you have all of
the parts required to replace the outlet check 8. Install the new washer and the new snap ring
valve. to hold the components in place.
Use the grease included with the replacement

kit to lubricate the O-ring seal.
Heater Assembly
the parts required to replace the heater
Figure 3.3 assembly.
Figure 3.5
1002167a
1002165a
2. Remove the snap ring, washer, spring, valve 2. Disconnect the plug.
body and O-ring. 3. Remove the screws, receptacle and O-ring
3. Clean and inspect the valve bore. If the bore is from the base to access the retainer screw.
damaged so that a tight seal cannot be 4. Remove the retainer screw and then remove
maintained, replace the air dryer. the entire heater assembly.
4. Install the new O-ring on the valve body. 5. Install the new element and thermostat in their
Figure 3.4. cavities.
Figure 3.4
O-RING
VALVE
BODY
SPRING
WASHER
SNAP RING
1002166a
5. Apply a thin layer of grease to the valve bore

and the O-ring.
6. Install the new valve body with its long end in
the bore.
MM-34
TM 9-2320-312-24-3
Section 2
NOTE: For dryers with date codes of 0894 or

Figure 3.7
earlier, follow the special instructions in the
replacement kit to complete the installation.
Spring not used in
6. Install the new retainer and screw to hold the U Series air dryers.
element and the thermostat in place.
7. Install the new O-ring and receptacle and
fasten them in place with the screws.
Figure 3.6.
Figure 3.6
O-RING
RECEPTACLE
Figure 3.8
THERMOSTAT HEATER
1002168a
Turbo Cut-Off Valve Assembly

NOTE: E Series air dryers use a different turbo
cut-off valve assembly. Refer to PB-96134 for
information.

the parts required to replace the turbo cut-off PISTON
valve.
SPRING
kit to lubricate O-rings and seals. COVER
1002170a
2. Remove the snap ring. The cover and spring
may fall out of the bore when the snap ring is
removed. 6. Install new O-ring on cover.
3. Remove the desiccant cartridge as described 7. Apply a thin layer of grease to the valve bore
above. Use a wooden stick to push the piston, and the O-rings.
spring and cover out of the bore. Figure 3.8. 8. Install the new piston with flat side toward
4. Clean and inspect the valve bore. If the bore is dryer.
damaged so that a tight seal cannot be 9. Install the new spring, cover and snap ring to
maintained, replace the air dryer. Figure 3.8. hold the components in place.
5. Install new lip seal on piston. Seal lip must 10. Install plug.
face up (toward top of piston).
11. Replace the desiccant cartridge.
MM-34
TM 9-2320-312-24-3
Section 2
alve Assembly 4. Clean and inspect the diaphragm lip groove. IfRegen
the groove is damaged so that a tight seal
The regeneration valve assembly kit contains two cannot be maintained, replace the air dryer.
different diaphragms to service the regeneration
valve assembly for System Saver 1000, 1200 or 5. Install the new diaphragm with its lip in the
1800 air dryers. Use the correct diaphragm for the groove. DO NOT GREASE THE DIAPHRAGM.
style of regeneration valve housing as indicated in 6. Install the new spring and cap with the cap lip
the sketches below. Use of the incorrect part will facing out. Install the valve housing assembly
result in unsatisfactory purging of the desiccant with the new lubricated O-ring and filter over
cartridge and may result in excess water in the air the orifice. Install the new mounting bolts and
system. tighten to 53 lb-in (6 N•m). Figure 3.10. T
the parts required to replace the regeneration Figure 3.10
valve. Use the grease included with the
replacement kit to lubricate O-rings and seals. SPRING
VALVE
2. Remove the four mounting bolts and the valve HOUSING
housing assembly. When you remove the ASSEMBLY
housing, the spring and cap will fall out.
3. Remove the rubber diaphragm.
Figure 3.9
The smooth diaphragm is
used with the smooth,
cylindrical Regeneration CAP
Valve Housing. DIAPHRAGM 1002172a
INCLUDED IN KIT
The speckled/dotted diaphragm

is used with the finned/ribbed
die cast Housing.
INCLUDED IN KIT
Only one diaphragm is used per assembly.

DO NOT GREASE THE DIAPHRAGM.
MM-34
TM 9-2320-312-24-3
Section 2
Purge Valve Assembly 4. Remove washer and O-rings from the base.
1. Review Figure 3.11 to make sure you have all 5. Clean and inspect the valve bore. If the bore is
of the parts required to replace the purge valve. damaged so that a tight seal cannot be
maintained, replace the air dryer.
kit to lubricate O-rings and seals. Do not 6. Apply a thin layer of grease to the valve bore
grease the rubber seat. and to all O-rings (use the grease included
with replacement kit).
If shims are included in the replacement kit,
they must be installed above and below the 7. Install new washer and O-ring in dryer base
spring. If they are not included, they are not and on valve head.
needed. 8. Assemble piston assembly:
O Install O-ring in groove on piston head.
Figure 3.11 O Install piston seat in groove on piston base.
O Install washer on piston.
NOTE: Lip on washer must face piston seat.

Figure 3.13.
METAL Figure 3.13

SHIMS
(IF REQUIRED)
LIP
1002173b
2. Remove the snap ring, valve head and spring.

3. Remove the piston assembly from the base.
Figure 3.12.
1002175b
Figure 3.12
9. Install washer on piston assembly. Figure 3.14.
SPRING
PISTON Figure 3.14
ASSEMBLY
VALVE HEAD
1002174a
1002176a
MM-34
TM 9-2320-312-24-3
Section 2
10. Install spring in valve head; fit valve head 3. Install the new valve.
assembly into bore.
O Whatever orientation (up or down) the valve
is in when it is tight is acceptable, as long as
NOTE: If shims are included in the the arrow is pointing in the right direction.
replacement kit, they must be installed above
and below the spring. If they are not included, 4. Apply pipe sealant to the fittings and connect
they are not needed. the air line to the PC check valve.
5. Test the installation for proper operation.
11. Install snap ring to hold the valve head in (Refer to Testing the Meritor WABCO System
place. Saver Series Air Dryer in this section.)
NOTE: Make sure snap ring is fully seated or
assembly will leak from the purge valve. Bypass Valve
Pressure-Controlled Check
DATE
Valve (PCCV) CODE
0894
WARNING
Remove all air pressure from the tank before you
remove the pressure-controlled check valve. NOTE: Used only on dryers with date codes of
Pressurized air can cause serious personal injury. 0894 or earlier.
1. Before replacing, look at the arrow on this 1. Review Figure 3.16 to make sure you have all
valve. You must install the valve so that the of the parts required to replace the bypass
arrow faces the tank on which it is installed. valve.
Figure 3.15.
NOTE: New style valves have the hex nipple kit to lubricate O-rings and seals.
pipe fitting installed.
Figure 3.16
Figure 3.15
TANK
COVER
PRESSURE-CONTROLLED
CHECK VALVE SPRING O-RING
VALVE
SNAP O-RING BODY
AIR LINE RING
HEX NIPPLE
Arrow on PIPE FITTING
bottom of 1002179a
valve must
face tank.
1002177b
2. Remove the snap ring, cover, spring and
valve body.
2. Disconnect the air line from the
pressure-controlled check valve and remove 3. Clean and inspect the valve bore. If the bore
the valve from the tank and hex nipple pipe is damaged so that a tight seal cannot be
fitting. maintained, then replace the air dryer.
MM-34
TM 9-2320-312-24-3
Section 2
4. Install the new O-rings on the new valve body

Figure 3.18
and cover.
5. Apply a thin layer of grease to the valve bore
and the O-rings.
6. Install the new valve body with its long end in
the bore. Figure 3.17.
7. Install the new spring so it fits around the
PORT 31
“Y”-shaped fins on the valve body.
PORT 1
8. Install the new cover and the new snap ring to
hold the components in place. PRESSURE
RELIEF VALVE IN
STREET-TEE FITTING PRESSURE
Figure 3.17 RELIEF VALVE
1002181b
WARNING
For Street-Tee installations, install the pressure
SNAP relief valve in the UP position, or within 30° of
RING
vertical. Figure 3.19. If not installed in the correct
position, serious personal injury and damage can
result.
VALVE 3. Screw the replacement valve into the

BODY Street-Tee fitting or the dryer base, depending
COVER SPRING 1002180a on the model air dryer you have.
Do not exceed torque of 30 lb-ft (40.8 N•m) for
3/8-inch thread, or 65 lb-ft (88.4 N•m) for
Pressure Relief Valve 1/2-inch thread. T
NOTE: If you plan to replace the Street-Tee fitting, NOTE: The threads on the replacement
refer to TP-9557, Pressure Relief Valve Installation, pressure relief valve provided by Meritor
for instructions. This publication is available from WABCO are coated with sealant. They do not
Meritor WABCO, 800-535-5560. require any additional sealant.
1. Remove the old valve from the dryer.
If your dryer uses a bypass valve (date code of Figure 3.19
2295 or earlier), the pressure relief valve will
be installed with a Street-Tee fitting at the
front (Port 1) of the dryer. On dryers with date
codes later than 2295, the pressure relief valve
± 30°
is located at the side of the dryer (Port 31).
Figure 3.18.
2. Unscrew and remove the old pressure relief
valve. Figure 3.18.
PORT 1
1002182a
MM-34
Page 14 Revised 01-02 2
TM 9-2320-312-24-3
Section 2
Figure 3.21 er)

NOTE: This is an optional part designed to reduce
dryer purge noise level.
1. Remove retainer ring. Remove old silencer

from purge valve head. Do not damage purge
valve head.
2. Clean purge valve head.
3. Install replacement silencer firmly onto purge
valve head until fully seated. Secure with
retainer ring. Figure 3.20.
Figure 3.20
1002184b
PURGE
VALVE
HEAD 4. Attach the new unit to the frame or mounting
bracket with new mounting capscrews and
SILENCER washers. Tighten the capscrews to 22 to
30 lb-ft (30-40 N•m). Figure 3.22. T
Figure 3.22
1002183a
Air Dryer Assembly

NOTE: This procedure is for removing and
replacing a unit. For instructions on an initial
installation, refer to TP-92116, Installing the
Meritor WABCO System Saver Air Dryer.
1. Drain all pressure from the air system. 1002185b

Disconnect all air lines.
Use markers to label the lines for proper
reinstallation.
5. Connect heater electrical plug to heater
2. Disconnect the heater electrical plug from the receptacle.
heater receptacle.
6. Reconnect all system air lines.
3. Remove the three mounting bolts. Remove the
7. Test the installation for proper operation.
air dryer from its mounting location.
(Refer to Testing the Meritor WABCO System
Figure 3.21.
Saver Series Air Dryer which follows.)
MM-34
TM 9-2320-312-24-3
Section 2
Testing the Meritor WABCO

System Saver Series Air Dryer
1. Turn off the engine after the air system
reaches cut-out pressure (approximately
120 psi) and the air compressor has unloaded.
2. Drain the primary air tank(s) down to 80 psi
or lower.
3. Check the secondary tank air gauge. It should
read 95 ± 5 psi. This drop from cut-out
pressure to 95 ± 5 psi for this particular test is
normal for vehicles equipped with any Meritor
WABCO single cartridge air dryer and the
pressure-controlled check valve.
4. If the secondary tank air gauge reading is
less than 90 psi, check to see if the
pressure-controlled check valve is installed
backwards. If so, install correctly and re-test.
If not, check for air leaks in the secondary air
system. If no significant air leaks are found,
then replace the valve and re-test.
5. If the secondary tank air gauge reading
does not change, or the reading does not fall
below 100 psi, then check for one of the
possibilities listed above in Step 4. If none
of those possibilities is found, then the
pressure-controlled check valve may be
shutting off at 100 psi or higher. Replace the
valve and retest.
NOTE: When checking air pressures during

these procedures, do not rely on cab air
gauges for accurate readings. Install a
calibrated air gauge (accurate to within 1 psi)
in the secondary air tank for making
determinations about the continued use or
replacement of any equipment.
MM-34
TM 9-2320-312-24-3
Appendix I
Glossary
Basic Air System/Air Dryer Terms

Appendix I
Glossary
Air Compressor A device that pumps air to and builds air pressure in an air system.
Air Dryer A device that cools, filters, and dries the air delivered by an air
compressor.
Air Governor A device that controls the operation of the air compressor by constantly
monitoring air pressure in the supply tank of the air system. The air
governor initiates the compressor load cycle when “cut-in” pressure is
realized, and initiates the compressor unload cycle when the “cut-out”
pressure is reached. The air governor also controls the air dryer by
sending an air signal (at the beginning of the compressor unload cycle)
to the control port of the air dryer, initiating the purge cycle. When this
air signal is removed by the governor (at the beginning of the
compressor load cycle), the purge valve closes and the drying cycle
begins.
Compressor Load Cycle The time during which the air compressor is building air pressure in an
air system.
Compressor Unload Cycle The time during which the air compressor is idling and is not building air
pressure in an air system.
Cut-In Pressure The pressure level in the air system supply tank which triggers the
compressor load cycle.
Cut-Out Pressure The pressure level in the air system supply tank which triggers the
compressor unload cycle.
Dedicated Purge Tank A separate air tank used exclusively for holding air used in an air drying
cycle. This tank eliminates the need for a regeneration valve. Optimum
mounting location for the dedicated purge tank is ABOVE the air dryer.
Desiccant A granular substance that has a high affinity for water and is used to
retain moisture from the air stream flowing through the air dryer
cartridge.
Discharge Line — An unloader or air discharge line used to dump unused air to
Unloaded Compressor atmosphere once system has reached cut-out pressure.
Drying Cycle The time during which the air dryer cools, filters, and removes moisture
from the air delivered by the air compressor. The drying cycle begins
and ends the same as the compressor load cycle.
Purge The initial blast of air (decompression) from the air dryer purge valve at
the beginning of the unload cycle of the air compressor.
Purge Cycle The time during which the air dryer is undergoing purge and
regeneration. This cycle starts at the beginning of the compressor
unload cycle and normally ends well before the beginning of the
compressor load cycle.
Regeneration The mild backflow of air through the air dryer and out the purge valve
that begins immediately after the purge and lasts normally 10 to
25 seconds. This backflow of air from the air system and through the air
dryer removes moisture from the desiccant cartridge and readies the air
dryer for the next compressor load cycle.
MM-34
TM 9-2320-312-24-3
Meritor WABCO Information contained in this publication was in effect at the time the publication was approved for
Vehicle Control Systems printing and is subject to change without notice or liability. ArvinMeritor Commercial Vehicle Systems
3331 West Big Beaver Road, Suite 300 reserves the right to revise the information presented or discontinue the production of parts described at
Troy, MI 48084 USA any time.
800-535-5560
meritorwabco.com Copyright 2002 Maintenance Manual 34
ArvinMeritor, Inc. Revised 01-02
All Rights Reserved Printed in the USA 16579/24240
TM 9-2320-312-24-3
GO THE DISTANCE.
FIFTH REPAIR KIT
INSTRUCTIONS
WHEELS HITCH
RK-09063 for FW35-03344 Series
Yard Spotter Fifth Wheels
1. All fifth wheel maintenance must be performed by a

qualified service technician using proper tools and
safe procedures.
WARNING 2. Use only genuine Holland parts.
3. Wear safety goggles during disassembly and assembly
of the fifth wheel.
4. Keep fingers away from all potential pinch points in
the fifth wheel.
5. Do not weld on this product other than as directed in this
manual. Do not deviate from the instructions contained
in this manual. Any changes or deviations from these
procedures will void all warranties, express or implied,
unless prior written consent is obtained from Holland.
6. Always verify proper operation and adjust the fifth
wheel following the procedures contained in this manual
before placing it back in service.
XL-FW342-01 1
TM 9-2320-312-24-3
PARTS EXPLOSION FOR RK-09063 REBUILD KIT
3
16
2
14
WHITE CAM ROLLER
8
1
8
10 7
4
13
9
12
11
5
4 6
2
TM 9-2320-312-24-3
RK-09063 PARTS SCHEMATIC AND DESCRIPTION
14 1.0˝ DIA. x 3/8˝ THICK CAM ROLLER (WHITE) (between thick washer
and thick spacer inside cam plate)
2 2 5/8˝ DIA. x 3/16˝ THICK WASHER (between bolt head and cam plate)
10 2 5/8˝ DIA. x 3/8˝ THICK SPACER (between cam plate and yoke)
3 /8˝-18 x 2˝ BOLT
5 16 21/4˝ DIA. O.D. WASHER (above the cam plate)
1 CAM PLATE
13 YOKE SHAFT 7 13/4˝ DIA. x 1/8˝ THICK WASHER (under the cam plate)
4 NEW 5/16˝ THICK YOKE STOP TO BE
11/16˝ 12 CENTERED SIDE TO SIDE AND FLUSH
O.D. PLAIN WITH THE TOP OF THE OLD STOP
WASHER
6 RELEASE 8 /8˝-16 LOCKNUT
3
HANDLE
9 /8˝-16 SHOULDER BOLT
3
TACK WELD
2 PLACES MEASURED
FROM
HORIZONTAL
A 5/16˝ CENTERLINE
3 3/4˝ OF LOCK PINS
TO TOP OF
YOKE STOP
BLOCK
8 /8˝-16 LOCKNUT
3
5 9 /8˝-16 SHOULDER BOLT

3
SPRING 4 11/16˝ O.D. PLAIN WASHER

11
HANDLE GUIDE
TACK WELD
4 PLACES
CAM PLATE BRACKET PIN
11/8˝
4 15
WASHER /8˝ ROLL PIN
3
SECTION A-A
ITEM PART NO. QTY. DESCRIPTION

1 XA-08988 1 Cam Plate
2 XB-07431 1 Washer (25/8˝ dia. x 3/16˝ thick)
3 XB-10035 1 Bolt (5/8˝-18 x 2˝ HHCS)
4 XB-PW-1732-1-116 3 Washer (11/16˝ O.D.)
5 XB-07291 1 Spring, Compression
6 XA-09041 1 Release Handle
7 XB-08559 2 Washer (13/4˝ dia. x 1/8˝ thick)
8 XB-08987 2 Lock Nut ( 3/8˝-16)
9 XB-08974 2 Shoulder Bolt ( 3/8˝-16)
10 XA-09040 1 Cam Spacer
11 XA-09039 1 Handle Guide
12 XA-09043 1 Yoke Stop Block
13 XA-1706-1 1 Yoke Shaft
14 XA-1507-1 1 Roller, Cam (white)
15 XB-21-S-375-1750 2 Roll Pin (3/8˝)
16 XB-1030 1 Washer (21/4˝ O.D.)
3
TM 9-2320-312-24-3
DISASSEMBLY
1. Disconnect the air line, remove the fifth wheel top 4. Remove the yoke bolt (see figure below).
plate from the mounting brackets, and place the Discard the bolt, washers, and roller.
fifth wheel upside down on a level working surface.
XA-2016, YOKE BOLT DISCARD
BRACKET PIN
XB-21-S-375-1750, DISCARD
ROLL PIN
DISCARD
XB-21-S-375-1750,
ROLL PIN
DISCARD
XA-2016,
BRACKET PIN
2. Close the locks by prying each of the locks as

shown below until the yoke snaps closed.
5. Remove the cam

plate-to-casting pivot
CAM PIVOT BOLT
bolt (see figure).
Discard the washers. KEEP
Keep the bolt, DISCARD
roller, and nut
PRY LOCK for re-assembly. KEEP
IN HERE
DISCARD
PRY LOCK IN HERE
DISCARD
3. Disconnect the air cylinder from the cam plate
and the mounting tab on the casting. Discard
the clevis pins, washers, and cotter pins.
MOUNTING CAM PLATE
CLEVIS PIN TAB ON ATTACHMENT LUG KEEP
CASTING
AIR
CYLINDER
6. Lift the cam plate and disconnect it from the
CAM PLATE WASHER release handle rod. Discard the cam plate.
7. Remove the release handle rod and discard the

COTTER
PIN handle rod, spring, and both washers.
DISCARD ALL 4 PARTS
CASTING HOLE
4
TM 9-2320-312-24-3
DISASSEMBLY continued REASSEMBLY

8. Keeping the spring in place, slide the yoke shaft 1. Position NEW handle guide (Item 11) on inside
out through the front of the fifth wheel. Discard rib of fifth wheel and weld in place as shown.
the yoke shaft. NOTE: Handle guide (Item 11) has a 11/4˝
diameter, a 1/4˝ thick wall, and is 1/2˝ thick.
DISCARD
11 HANDLE GUIDE
TACK
WELD 4
PLACES
11/8˝
VIEW FROM ABOVE SIDE VIEW
11 HANDLE GUIDE
9. Remove the handle guide washer. 11/4˝ DO NOT USE
THE WHITE
CAM ROLLER
(ITEM 14) AS A
SUBSTITUTE
FOR THE
/4˝
1 1/2˝ HANDLE GUIDE.
REMOVE WASHER BY GRINDING
When welding, use a

procedure and filler metal
which assures a sound,
CAUTION good quality weld which
protects the welding
operator and others.
Overwelding may cause
distortion or damage and underwelding may
not develop sufficient strength. An AWS
E70XX or E6OXX filler metal, used in
conjunction with either GMAW (gas shielded
solid wire), FCAW(gas shielded flux core wire)
or SMAW(AC or DC stick) is recommended.
5
TM 9-2320-312-24-3
REASSEMBLY continued
2. Measure the distance between the yoke stop 4. Assemble washers (Item 4) and spring (Item 5)
block and the centerline of the lock pins as onto the NEW release handle rod (Item 6) as
shown below. shown below. Then insert the straight end of the
If the distance is 33/4˝, the yoke stop location is release handle rod through the NEW handle
correct. Proceed to Step 4. guide (Item 11).
YOKE STOP BLOCK 4 5 4 6

11 NEW
HANDLE
GUIDE
33/4˝
5. Insert the “S” bend of the new release handle

rod (Item 6) into the bottom hole in the NEW
MEASURED FROM cam plate (Item 1) as shown.
HORIZONTAL
CENTERLINE OF
LOCK PINS TO
TOP OF YOKE
STOP BLOCK
3. If the distance is 31/2˝ or less, you must tack

weld a new yoke stop (Item 12) in front of the
existing stop as shown below. Center the stop
side-to-side and flush with the existing stop so
that it adds an additional 5/16˝ thickness.
6. Position the
NEW cam plate BOLT
12 pivot hole over
SPACER BLOCK the casting lug 16
TACK WELD as shown. Slide ROLLER
2 PLACES a NEW 13/4˝
washer (Item 7)
between the
cam plate
and the casting
5/16˝ lug with the 7
rounded side
33/4˝
of the washer
facing the
cam plate. NUT
CAM
PLATE
MEASURED FROM LUG
HORIZONTAL
CENTERLINE OF
LOCK PINS TO NOTE: When
TOP OF YOKE
STOP BLOCK installing washers
(Items 2, 7, and 16),
the rounded edge
of the washers
must always face
the cam plate.
ROUNDED EDGE
6
TM 9-2320-312-24-3
7. Re-install the roller into the cam plate and 12. Check the alignment of the recessed hole in the
place a NEW 21/4˝ washer (Item 16) on top yoke shaft. Then install the NEW 5/8.˝-18 x 2˝ bolt
of the roller, with the rounded edge facing the through the washers, roller, and cam plate and
cam plate. into the threaded hole in the yoke.
Make sure the bolt enters the recessed hole in the
8. Re-install the 1/2˝-20 x 13/4˝ bolt through the yoke shaft and tighten securely.
washers, roller, and top plate lug. Secure the bolt Check for adequate clearance between the bolt
with the 1/2˝-20 nut. Tighten securely, then check (Item 3) and washer (Item 2). The washer must
for free movement of the cam plate. spin freely.
If it doesn’t, remove bolt (Item 3), drop a small,
9. Slide the NEW yoke shaft (Item 13 ) into the flat washer into the bolt hole, put Loctite on the
casting, through the spring and into the yoke. threads of bolt (Item 3), then install and
Carefully align the recessed hole in the yoke tighten securely.
shaft with the threaded hole in the yoke.
13. Re-attach the rod end of the air cylinder to the

13 remaining hole in the cam plate using a
NEW shoulder bolt (Item 9), NEW washer (Item 4),
and NEW flanged lock nut (Item 8).
Make sure the head of the bolt is oriented as
shown. Tighten the shoulder bolt to 45 ft-lbs.
maximum torque.
14. Re-attach the opposite end of the air cylinder to

the mounting tab on the casting using a NEW
shoulder bolt (Item 9), and NEW flanged lock nut
(Item 8 ).
Tighten as described in Step 13.
10. Slide the 2 5/8˝ dia. x 3/8˝ thick spacer (Item 10 )

between the yoke and the cam plate.
CAM
2
PLATE
TRACK 14 WHITE ROLLER
1˝ O.D. X 3/8˝
THICK
9
SHOULDER
1 CAM FIFTH WHEEL TOP BOLT
PLATE PLATE SURFACE
10 CAM
PLATE
AIR
CYLINDER
THREADED CAM MOUNTING

HOLE IN TAB ON
YOKE
PLATE 8 CASTING
FLANGE
NUT
4
11. Place the white roller (Item 14) into the cam WASHER
plate track as shown. Then place a 2 5/8˝ washer
(Item 2 ) over the roller, with the rounded side of
the washer facing the cam plate.
7
TM 9-2320-312-24-3
15. Check the air lines for signs of chafing or

other damage and make certain the air breather If the fifth wheel does not oper-
hole on the air cylinder end cap is open. ate properly, DO NOT USE IT!
Repair as needed. Either disassemble and repeat
rebuilding procedures or
WARNING contact your nearest Holland
representative for assistance.
Locations and phone numbers
can be found on Page 8.
Never use a fifth wheel that
does not operate properly.
AIR BREATHER HOLE
18. Reinstall fifth wheel. Reattach air line.
16. Using a Holland lock tester, close the fifth wheel

locks. Verify that the locks are properly closed
around the kingpin. Activate the fifth wheel
release switch and remove the lock tester. Repeat
this step three times to verify proper operation.
LOCKS COMPLETELY CLOSED AROUND KINGPIN
The fifth wheel is now ready for operation.
Copyright © July 2001 • The Holland Group, Inc.

Holland Hitch Holland Binkley Co. Holland Neway International, Inc. Holland Hitch of Canada, Ltd. Holland Equipment, Ltd.
Company Divisions: Warrenton, MO Muskegon, MI Woodstock, Ontario • Canada Norwich, Ontario • Canada
Holland, MI Phone: 636-456-3455 Phone: 231-773-3271 Phone: 519-537-3494 Phone: 519-863-3414
Whitehouse Station, NJ Fax: 636-456-6792 Fax: 231-766-3893 Fax: 800-565-7753 Fax: 519-863-2398
Denmark, SC
Holland Binkley Co. Holland International, Inc. Holland Hitch Western, Ltd.
Wylie, TX Axle Products Division Holland, MI Surrey, British Columbia • Canada
Milpitas, CA Delphos, OH Phone: 616-396-6501 Phone: 604-574-7491
Phone: 888-396-6501 Phone: 419-692-6015 Fax: 616-396-1511 Fax: 604-574-0244
Fax: 800-769-3299 Fax: 419-692-0503
8
TM 9-2320-312-24-3
FW3500 (XA-3501) FIFTH WHEEL

Trouble-Shooting Guide
Before proceeding, verify that your fifth wheel top plate

is a XA-3501 model by following the 3 steps below:
➊
YOKE SHAFT EXTENDS
OUT OF THE FRONT
OF THE FIFTH WHEEL
➋ WRONG
TROUBLESHOOTING
CORRECT
TROUBLESHOOTING
SECTION SECTION
XA-351 SERIES XA-3501 SERIES

(Manufactured after 6/1/96)
Open loop
XA-331 SERIES release handle
Closed loop
release handle
Bolt and nut retention Bracket pin

for bracket pin retained internally
IF YOU HAVE THIS FIFTH WHEEL, TROUBLESHOOTING HINTS FOR

REFER TO THE XA-351 THIS MODEL FIFTH WHEEL TOP PLATE
TROUBLESHOOTING GUIDE SECTION. ARE CONTAINED IN THIS SECTION.
➌
Serial Number Tag Identification
For this troubleshooting section, the part number
on the serial number tag should begin with one
of the following:
• FW3500 • FW3540 • FW3590
• FW2535 • XA-3501 Part & Serial
Number Tag
1
TM 9-2320-312-24-3

TABLE OF CONTENTS
Difficult to uncouple from trailer. . . . . . . . . . . . . . . . . . . . . . . . . . 3 – 5
Difficult to couple to trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 – 6
Excessive kingpin movement within lock jaws. . . . . . . . . . . . . . . . . . . 6
XA-1313 pins rising . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Hard steering or binding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
XA-3501 exploded view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LEFT HAND (ROAD SIDE) RELEASE
REBUILD KIT NUMBERS

LEFT HAND RELEASE
RK-63500 (STANDARD)
RK-63505 (W/Manual Secondary Lock)
RK-63508 (W/Lock Pin Bushings)
RK-63510 (W/Lock Pin Bushings & Manual Secondary Lock)
RIGHT HAND RELEASE

RK-63501 (STANDARD)
RK-63506 (W/Manual Secondary Lock)
RK-63509 (W/Lock Pin Bushings)
RK-63511 (W/Lock Pin Bushings & Manual Secondary Lock)
2
TM 9-2320-312-24-3

PROBLEM: Difficult to uncouple from trailer
Cause Remedy
1. The secondary lock is not released. 1. If manual secondary, pull manual
secondary release handle out and up,
hooking it on casting, as shown in
Figure 1.
Figure 1
2. The tractor may be putting 2. Lock the trailer brakes, then back the
pressure against locks. tractor tight against the kingpin to
relieve pressure on the locks. Lock the
tractor brakes. Pull release handle.
3. Rust or grime build-up on locking 3. Lubricate all moving parts including
mechanism. release handle, as shown below. Operate
several times to work in lubricant. Follow
recommended lubrication schedule as
detailed in XL-FW303 and Service
Bulletin #9. (See Figure 2).
YOKE SHANK LOCK PINS

Lubricate only
CAM ANCHOR if required.
WASHERS Use only
NEVER-SEEZ
& ROLLER lubricant.
(See detail 1)
CAM PROFILE
(Light grease
or oil)
CAM WASHER
& ROLLER
In cam profile
(See detail 1)
(Light grease
or oil)
YOKE TIPS
Inside & out
(light grease or oil)
HOLLAND XA-3501 TOP PLATE
Figure 2
CAM
WASHER
BOLT
ROLLER
DETAIL 1
LUBRICATE WITH NEVER-SEEZ
Inside & outside of
the roller plus washers
3
TM 9-2320-312-24-3

PROBLEM: Difficult to uncouple from trailer (con’t.)
Cause Remedy
4. Attempting to couple too fast. 4. Slowly back the tractor up to the
trailer. Pick up the trailer with the fifth
wheel. STOP. Then continue backing
until the fifth wheel locks firmly to the
kingpin. Stopping helps prevent hitting
the kingpin too hard.
BACK INTO TRAILER DO NOT
SLOWLY BACK INTO
TRAILER FAST
➠➠ ➠➠
5. Tractor too low – putting 5. Reinflate tractor air suspension to
pressure on locking mechanism return to proper ride height.
6. Bent kingpin, damaged bolster 6. Check the kingpin with a Holland
plate, or improper use of “lube TF-0110 kingpin gage and bolster plate
plate”. with a 48” straight edge — repair or
replace as required. (See Figure 3 and
Figure 4 below, and Service Bulletin #20.)
Figure 3 CORRECT
NOTE FIFTH WHEEL
CORRECT TOP PLATE
ENGAGEMENT FIFTH WHEEL
LOCKS
LUBE PLATE
WRONG
LOST BEARING NOTE
AREA INCORRECT
ACCELERATED ENGAGEMENT.
WEAR KINGPIN MAY
BIND ON LOCKS.
.06” MAX.
Figure 4
BOLSTER PLATE
38”
1.250
1.375 2.875 DIA. .25” MAX. .12” MAX.
2.750
3.312 2.000 DIA.
10” R.
2.815 DIA. 90° ±1°
19” R.
4
TM 9-2320-312-24-3

PROBLEM: Difficult to uncouple from trailer (con’t.)
Cause Remedy
7. Fifth wheel locks adjusted too 7. Re-adjust fifth wheel locks following the
tight. procedures in the Lock Adjustment
section of the maintenance instructions
included with your fifth wheel, Holland
publication #XL-FW-308.
8. Release handle will not stay out 8. Damaged release handle or fifth wheel
or must be held out when requires rebuilding. Replace release
unlocking. handle or rebuild fifth wheel using proper
rebuild kit for your model fifth wheel.
9. Bent yoke shaft (Item 6) damaged 9. Rebuild fifth wheel.
during improper coupling attempt.
10. Other missing or damaged 10. Inspect and replace as necessary with
release system parts. Holland parts.
11. Casting bent at throat restricting 11. Replace complete fifth wheel top plate.
movement.
PROBLEM: Difficult to couple to trailer
Cause Remedy
1. The trailer may be too high; the 1. Chock trailer wheels. Then using LOW
kingpin is not entering the locks GEAR, lower the trailer landing gear
properly. until the bolster plate is aligned with
the fifth wheel as shown in Figure 5.
Figure 5
Wrong
OK
➠
FIFTH WHEEL FIFTH WHEEL

MUST LIFT WILL NOT LIFT
4"- 6" TRAILER TRAILER
➠
FIFTH WHEEL USE LOW

TILTED DOWN
2. Locks are closed. GEAR
2. Pull release handle and verify that

locks are open (see Figure 6.
Figure 6
OPEN
"READY TO COUPLE"
5
TM 9-2320-312-24-3

PROBLEM: Difficult to couple to trailer (con’t.)
Cause Remedy
3. Excess accumulation of rust or 3. Lubricate all moving parts including
grime is interfering with lock release handle. Operate several times to
operation. work in lubricant. Follow recommended
lubrication schedule as detailed in
XL-FW303 and Service Bulletin #9.
4. Bent release handle (Item 12L or 4. Replace release handle using proper
12R) or damaged during Holland release handle kit.
improper coupling attempt.
5. Bent yoke shaft (Item 6) damaged 5. Rebuild fifth wheel.
during improper coupling attempt.
6. Bent kingpin, damaged bolster plate, 6. Repair trailer. (See Service Bulletin #20,
or improper use of “lube plate.” Service Bulletin #4 and #4a.)
7. The locks (Item 1) may be damaged 7. Inspect and replace, or re-install properly,
or installed upside down. using proper rebuild kit for your model
fifth wheel.
8. Casting bent at throat restricting 8. Replace complete fifth wheel top plate.
movement.
9. Cam bolts tightened too tight 9. Loosen bolts as required following rebuild
after rebuild, restricting cam procedures provided with rebuild kit.
plate movement.
10. Release handle spring or crimp 10. Replace release handle using proper
damaged or broken. Holland release handle kit.
PROBLEM: Excessive movement of kingpin

within lock jaws
Cause Remedy
1. Kingpin wear. 1. Check kingpin for wear with Holland
TF-0110. Replace kingpin if necessary.
2. Fifth wheel out of adjustment. 2. Adjust fifth wheel following the
procedures in the Lock Adjustment
section of the maintenance instructions
included with your fifth (Holland
publication XL-FW-303). If fifth wheel
still cannot be adjusted, rebuild fifth
wheel using proper rebuild kit for your
model fifth wheel.
6
TM 9-2320-312-24-3

PROBLEM: XA-1313 pins raising

Cause Remedy
1. Kingpin too short or improperly 1. Check kingpin length using Holland
installed “lube plate.” Kingpin Gage TF-0110. If a lube plate
is used, kingpin length must meet SAE
Figure 7 BOLSTER PLATE dimensions after installation. (For
1.250
additional kingpin specification
1.375 2.875 DIA. information, refer to Holland Service
2.750
3.312 2.000 DIA. Bulletins 4 and 4a, and Figure 7.)
2.815 DIA.
Figure 8
2. Too much movement of jaw(s) in 2. Shim jaw(s) Lock Pin
casting. in casting
Top of
using P/N Fifth Wheel
XB-05859 Plate
as shown
in Figure 8.
Fifth Lock
Wheel Jaw
Casting
Spacers
Cotter
Pin
PROBLEM: Hard steering or binding

Cause Remedy
1. Lack of lubrication on fifth 1. Thoroughly lubricate fifth wheel top
wheel–to–trailer upper coupler plate with a high pressure lithium-base
contact surface. grease.
2. Lack of lubrication in operating 2. Lubricate fifth wheel as shown in
mechanism Figure 9. Follow recommended
lubrication schedule as described in
XL-FW303 and Service Bulletin #9.
YOKE SHANK LOCK PINS
Lubricate only
CAM ANCHOR if required.
WASHERS Use only
NEVER-SEEZ
& ROLLER lubricant.
(See detail 1)
CAM PROFILE
(Light grease
or oil)
CAM WASHER
& ROLLER
In cam profile
(See detail 1)
(Light grease
or oil)
YOKE TIPS
Inside & out
Figure 9
(light grease or oil)
HOLLAND XA-3501 TOP PLATE
3. Warped bolster plate. 3. Check bolster plate for flatness. Replace if

necessary. (Refer to Service Bulletin #20.)
7
TM 9-2320-312-24-3

10
9
8
20L 15
7 MODELS EQUIPPED WITH
MANUAL SECONDARY LOCK
12L 11
11 6 19
5 14
28
NOTE: For LEFT HAND RELEASE. 4 17
13
18 29
21
11 17 F
12R 22
16
11
20R
D
B NOT INCLUDED MODELS EQUIPPED WITH
E IN REBUILD KIT LOCK PIN BUSHINGS
C 33
30A
30B
35A
34
35B 31
35C
A 27
32
ACCESSORIES
1
3 36
26
2
37
38
23 24 25
NO. NO.
ITEM PART NO. REQ’D PART NAME ITEM PART NO. REQ’D PART NAME
1 XA-1704 1 Lock jaws 21 XB-2149 1 Torsion spring
2 XA-1313 2 Lock pin 22 XB-21-S-500-2750 1 Roll pin
3 XB-5 2 Cotter pin 1/4" x 2" 23 XA-3514 1 Lock guard
4 XA-1703-F 1 Yoke sub-assy. 24 XB-1044 1 Torsion spring
5 XB-1505 1 Spring 25 XA-1055 1 Pin
6 XA-1706 1 Yoke shaft 26 XB-16 2 Cotter pin 1/8" x 1"
7 XB-02312 1 Lock adjustment tag 27 XB-H-38 2 Grease fitting
8 XB-1127 1 Rubber washer *28 XA-3542-M 1 Manual secondary lock handle
9 XB-PW-1316-112 1 Washer 11/2" O.D. x 13/16" I.D. *29 XA-3528 1 Manual secondary lock
10 XB-HNH-34-F 1 Locknut 3/4"-16 **30 XA-01241 2 Lock pin bushing
11 XB-T-49 3 Washer 13/4" O.D. x 9/16" I.D. **31 XA-01242 2 Lock pin bushing
12L RK-1707-M 1 Left hand release handle sub-assy. **32 XB-21-S-250-1875 2 Roll pin - MUST be used with part
(Part No. (11) must be installed on nos. (2) when wheel is equipped
handle for complete assembly.) with lock pin bushings
12R RK-1707-6 1 Right hand release handle sub- †33 XA-2016 2 Bracket pin
assy. (Part No. (11) must be †34 XB-21-S-375-1750 2 Roll pin
installed on handle for complete †35A XB-1604-5 2 Rubber bushings (for fifth wheels
assembly.) mfd.prior to 5/82)
13 XA-1705 1 Cam plate †35B XB-0011-1 2 Rub. bush. (no longer available -
14 XA-1029 1 Roller order XA-0011-2 and see service
15 XB-2083 1 Bolt 1/2"-10 x 13/4" bulletin no. 16 for instructions)
16 XB-T-69-A 1 Locknut 1/2"- 20 †35C XB-0011-2 2 Rubber bushings (for fifth wheels
17 XB-1030-1 2 Washer mfd. after 6/87)
18 XA-1507 1 Roller †36 TF-0110 1 Kingpin gage
19 XB-CX-58-F-134 1 Bolt 5/8"-18 x 13/4" †37 TF-0237 1 2" Lock gage
20L XA-3542-L 1 Secondary lock, left hand †38 TF-TLN-1000 1 Kingpin lock tester
20R XA-3542-R 1 Secondary lock, right hand
* Additional parts included in RK-63505, RK-63506, RK-63510 or RK-63511 rebuild kits. ACCESSORIES: TF-TLN-1000 2" Kingpin Lock Tester
** Additional parts included in RK-63508, RK-63510, RK-63511 rebuild kits. TF-0110 Kingpin Gage
† Not included in rebuild kits.
8
TM 9-2320-312-24-3
NOTE
The M878A2 Yard Tractor is equipped with an N1509-1 alternator.
TM 9-2320-312-24-3
N1509 Series Troubleshooting Guide

for N1509-1 Alternators
Hazard Definitions will be lower than the regulator setpoint and the system
These terms are used to bring attention to presence of hazards amps will be high. This is a normal condition for the
of various risk levels or to important information concerning charging system. The measured values of system volts
product life. and amps will depend on the level of battery discharge.
Indicates presence of hazards In other words, the greater the battery discharge level,
CAUTION that will or can cause minor the lower the system volts and higher the system amps
personal injury or property damage if ignored. will be. The volt and amp readings will change, system
Indicates special instructions volts reading will increase up to regulator setpoint and
NOTICE on installation, operation or the system amps will decrease to low level (depending
maintenance that are important but not related to on other loads) as the batteries recover and become fully
personal injury hazards. charged.
• Low Amps: A minimum or lowest charging system
Table of Contents amp value required to maintain battery state of
Section 1: Wiring Diagram ...................................... 2 charge, obtained when testing the charging system
with a fully charged battery and no other loads
Section 2: Basic Troubleshooting ........................... 3
applied. This value will vary with battery type.
Section 3: Advanced Troubleshooting ............... 4 – 6
• Medium Amps: A system amps value which can
cause the battery temperature to rise above the
Battery Conditions adequate charging temperature within 4-8 hours of
Until temperatures of electrical charge time. To prevent battery damage, the charge
NOTICE system components stabilize, these amps should be reduced when battery temperature
conditions may be observed during cold start voltage tests. rises. Check battery manufacturer’s recommenda-
• Maintenance/low maintenance battery: tions for proper rates of charge amps.
— Immediately after engine starts, system volts • High Amps: A system amps value which can cause
are lower than regulator setpoint with medium the battery temperature to rise above adequate
amps. charging temperature within 2-3 hours. To prevent
— 3-5 minutes into charge cycle, higher system battery damage the charge amps should be reduced
volts and reduced amps. when the battery temperature rises. Check battery
— 5-10 minutes into charge cycle, system volts manufacturer’s recommendations for proper rates
are at, or nearly at, regulator setpoint, and of charge amps.
amps are reduced to a minimum. • Battery Voltage: Steady-state voltage value as
— Low maintenance battery has same charac- measured with battery in open circuit with no
teristics with slightly longer recharge times. battery load. This value relates to battery state of
charge.
• Maintenance-free battery:
— Immediately after engine start, system volts • Charge Voltage: A voltage value obtained when the
are lower than regulator setpoint with low charging system is operating. This value will be
charging amps. higher than battery voltage and must never exceed
— 15-30 minutes into charge cycle, still low volts the regulator voltage setpoint.
and low amps. • B+ Voltage: A voltage value obtained when measur-
— 15-30 minutes into charge cycle, volts increase ing voltage at battery positive terminal or alternator
several tenths. Amps increase gradually, then B+ terminal.
quickly to medium to high amps. • Surface Charge: A higher than normal battery
— 20-35 minutes into charge cycle, volts increase voltage occurring when the battery is removed from
to setpoint and amps decrease. a battery charger. The surface charge must be
removed to determine true battery voltage and state
• High-cycle maintenance-free battery:
of charge.
— These batteries respond better than standard
maintenance-free. Charge acceptance of these • Significant Magnetism: A change in the strength or
batteries may display characteristics similar to intensity of a magnetic field present in the alternator
maintenance batteries. rotor shaft when the field coil is energized. The
magnetic field strength when the field coil is ener-
gized should feel stronger than when the field is not
Charge Volt and Amp Values energized.
The volt and amp levels are a function of the battery • Voltage Droop or Sag: A normal condition which
state of charge. If batteries are in a state of discharge, occurs when the load demand on the alternator is
as after extended cranking time to start the engine, the greater than rated alternator output at given rotor
system volts, when measured after the engine is started shaft RPM.
Page 1
TG0014B
TM 9-2320-312-24-3
Section 1: Wiring Diagram
CEN N1509-1 Dual Voltage Alternator 14 V System 28 V System

LED Indicator LED Indicator
Description and Operation
N1509-1 100 A (28 /14 V) dual voltage alternator is AC terminal E terminal
internally rectified. All windings and current-trans-

28 V B+

mitting components are non-moving, so there are no
terminal
brushes or slip rings to wear out. Energize switch AC 14V28V E
14 V B+
(commonly an oil pressure switch) activates regula- terminal

tor. Field coil is then energized. Upper voltage (28 V)
is rectified with standard diodes. Lower voltage (14V)
circuit output current is controlled by SCRs in the
drive end housing. Alternator output current is self-
limiting and will not exceed rated capacity of alterna-
tor.
N3207 regulator used with these units:
• maintains alternator output voltage at regulated
settings as vehicle electrical loads are switched
on and off.
• maintains equal voltage across battery terminals B– Terminal
of series-connected batteries.
N2003 load and battery control device (LBCD) used
with these units provides dual-voltage reverse polar- Figure 1 — N1509 Alternator and N3207 Regulator
ity protection and independant control of battery- Terminals
charging current.
Figure 2 — N1509 Alternator with Regulator
Page 2 TG0014B
TM 9-2320-312-24-3
Section 2: Basic Troubleshooting
A.Tools and Equipment for Job D. Basic Troubleshooting

• Digital Multimeter (DMM) 1. Inspect charging system components
• Ammeter (digital, inductive) Check connections at ground cables, positive
cables, and regulator harness. Repair or replace
• Jumper wires any damaged component before troubleshooting.
If no tools are available, monitor LED code. 2. Inspect load and battery control device
connections
Connections must be in proper sequence and
B. Identification Record clean and tight. See Figure 5, page 7.
List the following for proper troubleshooting: 3. Inspect connections of vehicle batteries
Connections must be clean and tight.
❏ Alternator model number ____________________
4. Determine battery type, voltage and state
❏ Regulator model number _____________________ of charge
Batteries must be all the same type for system
❏ operation. If batteries are discharged, recharge
Setpoint listed on regulator ___________________
or replace batteries as necessary. Electrical
system cannot be properly tested unless batter-
❏ LBCD model number _________________________ ies are charged 95% or higher. See page 1 for
details.
5. Connect meters to alternator
Connect red lead of DMM to alternator 28 V B+
terminal and black lead to alternator B– termi-
C. Preliminary Check-out nal. Clamp inductive ammeter on 28 V B+
cable.
Check symptoms in Table 1 and correct if necessary.
6. Operate vehicle
TABLE 1 – System Conditions Observe charge voltage.
SYMPTOM ACTION If charge voltage is above
CAUTION 33 volts for 28 V system
Low Voltage Output Check: loose drive belt; low
or 16 V for 14 V system, immediately shut down system.
battery state of charge.
Electrical system damage may occur if charging system
Check: current load on system
is greater than alternator is allowed to operate at excessive voltage. Go to
can produce. Table 1 at left.
Check: defective wiring or poor If voltage is at or below regulator setpoint, let
ground path; low regulator
charging system operate for several minutes to
setpoint.
normalize operating temperature.
Check: defective alternator
and/or regulator. 7. Observe charge volts and amps in each circuit
High Voltage Output Check: wrong regulator. Charge voltage should increase and charge amps
Check: high regulator setpoint. should decrease. If charge voltage does not in-
Check: defective regulator. crease within ten minutes, continue to next step.
Check: alternator.
No Voltage Output Check: presence of energize 8. Batteries are considered fully charged if charge
signal. voltage is at regulator setpoint and charge amps
Check: battery voltage at alter- remain at lowest value for 10 minutes.
nator output terminal.
Check: defective alternator 9. If charging system is not performing properly,
and/or regulator. go to Chart 1, page 5.
No 14 V Output Go to “Flashing Amber” in
Table 2, page 4.
Page 3
TG0014B
TM 9-2320-312-24-3
Section 3: Advanced Troubleshooting
N3207 Regulator overvoltage and reacts by signaling relay in F–

DESCRIPTION AND OPERATION alternator circuit to open. This turns off alterna-
tor (28 V LED is steady RED light). OVCO circuit
N3207 Regulator with OVCO is attached directly to
will reset by either:
the outside of alternator. Regulator setpoint has
— Restarting engine (regulator regains control of
negative temperature compensation. At 75ºF, the
alternator output voltage) OR
setting is 28.2 V for 28 V system and 14.1 V for 14 V
system. — System falling below 22 V. OVCO will auto-
matically reset.
Main diagnostic feature of N3207 regulator consists
of two tricolored (red, amber, green) LEDs located on
the side of the regulator. One LED indicates 28 V TROUBLESHOOTING
system performance, the other LED indicates 14 V
Shut down vehicle and restart engine. If alternator
system performance. The two LEDs work indepen-
functions normally after restart, a “no output condi-
dently of each other. See Table 2 for diagnostic
tion” was normal response of voltage regulator to
features and LED explanations.
overvoltage condition. Inspect condition of electrical
OVCO (overvoltage cutout) will trip at any of the system, including loose battery cables, both positive
following conditions: and negative. If battery disconnects from system, it
• 14 V side trips at voltage higher than regulator could cause overvoltage condition in electrical
setpoint that exists longer than 3 seconds of system, causing OVCO circuit to trip.
reading voltage above 16 V. OVCO feature detects If you have reset alternator once, and electrical
overvoltage and reacts by signaling relay in F– system returns to normal charge voltage condition,
alternator circuit to open. This turns off alterna- there may have been a one time, overvoltage spike
tor (14 V LED is steady RED light). OVCO circuit that caused OVCO circuit to trip.
will reset by either:
If OVCO circuit repeats cutout a second time in short
— Restarting engine (regulator regains control of
succession and shuts off alternator F– circuit, try
alternator output voltage) OR
third restart. If OVCO circuit repeats cutout a third
— System falling below 11 V. OVCO will auto- time, check color of LED while engine is running.
matically reset.
28 V RED LED - go to Chart 3, page 6.
• 28 V side trips at voltage higher than regulator
14 V RED LED - go to Chart 4, page 6.
setpoint that exists longer than 2 seconds of
reading voltage above 32 V. OVCO feature detects
TABLE 2 – N3207 Regulator LED Diagnostics
LED COLOR STATUS

OFF Regulator is not energized. Measure E terminal voltage. If voltage above 21 V, regulator is
defective.
FLASHING
Green Respective system voltage is at regulated setting and operating under control.
Amber Respective system voltage is below regulated setting. Alternator is not producing power or circuit
is overloaded. See Chart 1 on page 5 for 28 V systems, Chart 2 for 14 V systems.
Red Respective system voltage is above regulated setting. This may occur intermittently with voltage
transients or with system faults.
STEADY Alternator is shut down and is not producing power for either voltage. 28 V side trips after
Red 2 seconds of reading voltage above 32 V. 14 V side trips after 3 seconds of reading voltage above
16 V. Regulator remains in this mode until reset by restarting engine or if system voltage drops
below 22 V or 11 V, respectively. See Chart 3 on page 6 for 28V systems, Chart 4 for 14 V systems.
Page 4 TG0014B
TM 9-2320-312-24-3

(CONT’D)
Chart 1 – 28 V LED Flashing AMBER – No 28V Alternator Output – Test Charging Circuit
STATIC TEST – MASTER SWITCH ON, KEY ON, ENGINE OFF
Test for battery voltage at alternator 28 V B+ terminal. Does battery voltage exist?
Yes No

Repair vehicle wiring as necessary. Continue test.

Jumper 28 V B+ terminal on alternator to E terminal on regulator. Wait 10 seconds. Run engine. Does
alternator charge and is 28 V LED flashing GREEN?
Yes No

Turn off engine, leave key on. Remove jumper wire. Go to E Turn off engine, leave key on. Connect
terminal on regulator. Test for battery voltage going into E jumper wire from pin A in harness plug to
terminal from battery. Does battery voltage exist? B– terminal on alternator. Spark will occur.
Yes No Touch steel tool to shaft to detect significant
magnetism. is shaft magnetized?

Repair vehicle circuit to E terminal. Yes No
Vehicle charging circuit test is complete.

Regulator is Alternator is
Run engine and re-test charging circuit for operation. defective. defective.
Chart 2 – 14 V LED Flashing AMBER – No 14 V Alternator Output – Test Circuit
Run engine. Is 28 V LED on regulator flashing GREEN?

Yes No

Go to Chart 1.

With engine off, is battery voltage present at alternator 14 V B+ terminal?
Yes No

Repair vehicle wiring as necessary. Continue test.

Connect DMM red lead to pin E on alternator-to-regulator harness plug. Connect black
lead to pin C on same plug. Does battery voltage exist?
Yes No

Alternator is defective.

PIN CONNECTIONS
Substitute a known good regulator. Run engine. Is regulator Pin A F–
setpoint voltage present and is 14 V LED flashing GREEN? Pin B SCR Gate
Pin C B–
Yes No Pin D 28 V B+
Pin E 14V B+
Pin F AC
Original regulator Alternator is
was defective. defective. Figure 3 – Alternator-to-Regulator Harness Plug
Page 5
TG0014B
TM 9-2320-312-24-3

(CONT’D)
Chart 3 – 28 V LED Steady RED– No Alternator Output – Test OVCO Circuit
Remove 28 V and 14 V positive battery cables AT BATTERY PACK before proceeding.

Unplug alternator-to-regulator harness from regulator. Connect red lead from DMM to socket A in plug.
Connect black lead to socket D in plug. Does resistance read 2.2 ± 0.2 ohms?
Yes No


Set DMM to manual ohms scale. Connect red lead from DMM to socket A in plug.
Connect black lead to B– terminal. Does meter read OL (out of limits)? Then connect
red lead to socket D and black lead to B– terminal. Does meter read OL (out of
limits)? Yes No


Reconnect cables. Replace existing regulator with known good regulator.
Run engine. Does OVCO trip?
Yes No

Alternator is defective. Original regulator is defective.
Chart 4 – 14 V LED Steady RED– No Alternator Output – Test OVCO Circuit
Run engine. Is 28 V LED on regulator flashing GREEN?
Yes No

Go to Chart 3.

Replace regulator with known good regulator. Run engine. Does OVCO trip?
Yes No

Alternator is defective. Original regulator is defective.
Page 6 TG0014B
By Order of the Secretary of the Army:
PETER J. SCHOOMAKER
General, United States Army
Chief of Staff
Official:
0310006
DISTRIBUTION:
To be distributed in accordance with the initial distribution requirements for IDN: 381130
TM 9-2320-312-24-3.
RECOMMENDED CHANGES TO PUBLICATIONS Use Part II (reverse) for Repair Parts and DATE
AND BLANK FORMS Special Tool Lists (RPSTL) and Supply
Catalogs/Supply Manuals (SC/SM).
For use of this form, see AR 25-30; the proponent agency is ODISC4.
TO: (Forward to proponent of publication or form) (Include ZIP Code) FROM: (Activity and location) (Include ZIP Code)
AMSTA-LC-LMIT / TECH PUBS, TACOM-RI
1 Rock Island Arsenal
Rock Island, IL 61299-7630
PART I – ALL PUBLICATIONS (EXCEPT RPSTL AND SC/SM) AND BLANK FORMS
PUBLICATION/FORM NUMBER DATE TITLE
TM 9 -2320-312 -24-3 17 DECEMBER 2003 M878A2 Truck, Tractor, Yard Type
ITEM PAGE PARA- LINE FIGURE TABLE RECOMMENDED CHANGES AND REASON
NO. NO. GRAPH NO. * NO. NO. (Provide exact wording of recommended changes, if possible).
*Reference to line numbers within the paragraph or subparagraph.

TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/AUTOVON, PLUS SIGNATURE
EXTENSION
DA FORM 2028, FEB 74 REPLACES DA FORM 2028, 1 DEC 68, WHICH WILL BE USED. USAPPC V3.00
TO: (Forward direct to addressee listed in publication) FROM: (Activity and location) (Include ZIP Code) DATE
PART II – REPAIR PARTS AND SPECIAL TOOL LISTS AND SUPPLY CATALOGS/SUPPLY MANUALS
PUBLICATION NUMBER DATE TITLE
TOTAL NO.
PAGE COLM LINE NATIONAL STOCK REFERENCE FIGURE ITEM OF MAJOR
NO. NO. NO. NUMBER NO. NO. NO. ITEMS RECOMMENDED ACTION
SUPPORTED
PART III – REMARKS (Any general remarks or recommendations, or suggestions for improvement of publications and blank
forms. Additional blank sheets may be used if more space is needed.)
TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/AUTOVON, PLUS EXTENSION SIGNATURE
USAPPC V3.00

EXTENSION
TOTAL NO.
SUPPORTED
USAPPC V3.00

EXTENSION
TOTAL NO.
SUPPORTED
USAPPC V3.00
THE METRIC SYSTEM AND EQUIVALENTS
Linear Measure Square Measure
1 Centimeter = 10 Millimeters = 0.01 Meters = 0.3937 Inches 1 Sq Centimeter = 100 Sq Millimeters = 0.155 Sq Inches
1 Meter = 100 Centimeters = 1000 Millimeters = 39.37 Inches 1 Sq Meter = 10,000 Sq Centimeters = 10.76 Sq Feet
1 Kilometer = 1000 Meters = 0.621 Miles 1 Sq Kilometer = 1,000,000 Sq Meters = 0.0386 Sq Miles
Weights Cubic Measure
1 Gram = 0.001 Kilograms = 1000 Milligrams = 0.035 Ounces 1 Cu Centimeter = 1,000 Cu Millimeters = 0.06 Cu Inches
1 Kilogram = 1000 Grams = 2.2 Pounds 1 Cu Meter = 1,000,000 Cu Centimeters = 35.31 Cu Feet
1 Metric Ton = 1000 Kilograms = 1 Megagram = 1.1 Short Tons
Temperature
Liquid Measure
5/9 (°F - 32) = °C
1 Milliliter = 0.001 Liters = 0.0338 Fluid Ounces 212° Fahrenheit is equivalent to 100° Celsius
1 Liter = 1000 Milliliters = 33.82 Fluid Ounces 90° Fahrenheit is equivalent to 32.2° Celsius
32° Fahrenheit is equivalent to 0° Celsius
9/5 C° +32 = F°
APPROXIMATE CONVERSION FACTORS
To Change To Multiply By To Change To Multiply By
Inches Centimeters 2.540 Centimeters Inches 0.394
Feet Meters 0.305 Meters Feet 3.280
Yards Meters 0.914 Meters Yards 1.094
Miles Kilometers 1.609 Kilometers Miles 0.621
Sq Inches Sq Centimeters 6.451 Sq Centimeters Sq Inches 0.155
Sq Feet Sq Meters 0.093 Sq Meters Sq Feet 10.764
Sq Yards Sq Meters 0.836 Sq Meters Sq Yards 1.196
Sq Miles Sq Kilometers 2.590 Sq Kilometers Sq Miles 0.386
Acres Sq Hectometers 0.405 Sq Hectometers Acres 2.471
Cubic Feet Cubic Meters 0.028 Cubic Meters Cubic Feet 35.315
Cubic Yards Cubic Meters 0.765 Cubic Meters Cubic Yards 1.308
Fluid Ounces Milliliters 29.573 Milliliters Fluid Ounces 0.034
Pints Liters 0.473 Liters Pints 2.113
Quarts Liters 0.946 Liters Quarts 1.057
Gallons Liters 3.785 Liters Gallons 0.264
Ounces Grams 28.349 Grams Ounces 0.035
Pounds Kilograms 0.454 Kilograms Pounds 2.205
Short Tons Metric Tons 0.907 Metric Tons Short Tons 1.102
Pound-Feet Newton-Meters 1.356 Newton-Meters Pound-Feet 0.738
Pounds per Sq Kilopascals 6.895 Kilopascals Pounds per Sq 0.145

Inch Inch
Miles per Gallon Kilometers per Liter 0.425 Kilometers per Liter Miles per Gallon 2.354
Miles per Hour Kilometers per Hour 1.609 Kilometers per Hour Miles per Hour 0.621
PIN: 080765-000
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TM 9-2320-312-24-3

UNIT, DIRECT SUPPORT, AND GENERAL SUPPORT

TRUCK, TRACTOR, YARD TYPE:

Approved for public release; distribution is unlimited.

HEADQUARTERS, DEPARTMENT OF THE ARMY

FOR INFORMATION ON FIRST AID, REFER TO FM 4-25.11

CARBON MONOXIDE (EXHAUST GASES) CAN KILL!

The Best Defense Against Carbon Monoxide Poisoning Is Good Ventilation!

CAB TILT SYSTEM

DRY CLEANING SOLVENT

ELECTRICAL SYSTEM MAINTENANCE

ETHER AUTOMATIC COLD START SYSTEM

HAZARDOUS WASTE DISPOSAL

HYDRAULIC FLUID HANDLING

LIFTING HEAVY COMPONENTS

LUBRICATING OIL HANDLING

To order this NBC decal use:

PRESSURIZED COOLING SYSTEM

YARD TRACTOR OPERATION

WHEEL AND TIRE ASSEMBLIES

TECHNICAL MANUAL HEADQUARTERS

UNIT, DIRECT SUPPORT, AND GENERAL SUPPORT

TRUCK, TRACTOR, YARD TYPE:

TM 9-2320-312-24-3, dated 17 December 2003, is changed as follows:

Remove Pages Insert Pages

Approved for public release; distribution is unlimited.

By Order of the Secretary of the Army:

LIST OF EFFECTIVE PAGES

Dates of issue for original manual and change pages are:

Original 17 December 2003

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 870 CONSISTING OF THE

D-1 through D-38 0

* Zero in this column indicates an original page.

TECHNICAL MANUAL HEADQUARTERS

UNIT, DIRECT SUPPORT, AND GENERAL SUPPORT

TRUCK, TRACTOR, YARD TYPE:

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

DISTRIBUTION STATEMENT A - Approved for public release; distribution is unlimited.

GROUP 070 TRANSMISSION

Allison Transmission Service Manual

Allison Transmission Service Manual - Con’t

Allison Transmission Troubleshooting Manual - Con’t

Allison Transmission Troubleshooting Manual - Con’t

GROUP 080 FRONT AXLE

Dana Spicer Steer Axles Service Manual

Dana Spicer Brakes Service Manual

GROUP 090 REAR AXLE

GROUP 110 STEERING

Sheppard M-Series Power Steering Service Manual

GROUP 120 PROPSHAFT

Crane Carrier Propshaft Manual

GROUP 140 CAB AND SHEET METAL

Espar Hydronic 10 (Water Heater) Installation, Troubleshooting, and Parts Manual

GROUP 150 AIR PIPING AND BRAKE

Crane Carrier Air System Manual

GROUP 160 MISCELLANEOUS

Holland Fifth Wheels Repair Kit Instructions

Holland FW3500 (XA-3501) Fifth Wheel Troubleshooting Guide

GROUP 170 ELECTRICAL

N1509 Series Troubleshooting Guide for N1509-1 Alternators

HOW TO USE THIS MANUAL

ORGANIZATION OF MATERIAL - CONTINUED

CONTENTS OF VOLUME I (WORK PACKAGE-FORMATTED MANUAL)