Ce BD 006203

CEBM006203
Shop
Manual
HD1500-5
DUMP TRUCK
SERIAL NUMBERS
A30039 - A30048
Unsafe use of this machine may cause serious injury or death. Operators and maintenance personnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or disclosed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obligation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NOTES
FOREWORD
This manual is written for use by the service technician and is designed to help the technician become fully knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance personnel
should read and understand the materials in this manual before performing maintenance and/or operational checks
on the truck. All safety notices, warnings and cautions should be understood and followed when performing repairs
on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other general information. The major portion of the manual pertains to disassembly, service and reassembly. Each major
serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout, and all references to "Right",
"Left", "Front", or "Rear" are made with respect to the operator's normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque. All torque specifications have
10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and designates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The Product Identification Number (vehicle serial number) contains information which will identify the original manufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drivetrain, frame, tires, and other components. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: Ensure the dump body is empty, all lubricants (including fuel) are at the proper
level. All accessories that will be used (body liners, tailgates, etc.) should be in place on the truck. When the truck
is in its operating condition, it can now be weighed. Record this value and subtract from the GVW rating. The
remainder is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable payload. To
maximize payload and to keep from exceeding the GVW rating, these accumulations should be removed as often
as practical.
!CAUTION! Exceeding the allowable payload will reduce expected life of truck components.
A00025 11/03
Introduction
A-1
This ALERT symbol is used with the signal words,

DANGER, WARNING, and CAUTION in this manual to alert the reader to hazards arising from improper
operating and maintenance practices.
DANGER identifies a specific potential hazard WHICH WILL

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
WARNING identifies a specific potential hazard WHICH MAY

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
CAUTION is used for general reminders of proper safety

practices OR to direct the readers attention to avoid unsafe
or improper practices which may result in damage to the
A-2
Introduction
11/03 A00025
TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
TRANSMISSION AND TORQUE CONVERTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
SUSPENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00025 11/03
Introduction
A-3
KOMATSU HD1500-5 TRUCK
A-4
Introduction
11/03 A00025
SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
STANDARD TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 02/94
Index
A1-1
NOTES
A1-2
Index
02/94 A01001
MAJOR COMPONENTS AND SPECIFICATIONS

ENGINE
POWER STEERING
The Komatsu HD1500-5 dump truck is powered by a

Komatsu SDA12V160 diesel engine.
The HD1500-5 truck is equipped with a full time

power steering system which provides positive steering control with a minimum of effort by the operator.
The system includes nitrogen-charged accumulators
which automatically provide emergency power if the
steering hydraulic pressure is reduced below an
established minimum.
TRANSMISSION
The Torqflow transmission consists of a 3-element,
single-stage, two-phase torque converter and a planetary gear, multiple disc clutch transmission which is
hydraulically actuated and force-lubricated for optimum heat dissipation.
The Torqflow transmission is capable of seven forward speeds and one reverse gear. Automatic shifting is controlled by an electronic shift control system
with automatic clutch modulation in all gears. A
lockup system consisting of a wet, double-disc
clutch, is activated in F1-F7 gears for increased fuel
savings.
BRAKE SYSTEM
Depressing the brake pedal, or operating the retarder
lever on the RH side of the steering wheel, actuates
the hydraulic front and rear service brakes. Both front
and rear service brakes are oil-cooled, multiple-disc
brakes. These brakes are automatically activated
when the engine speed exceeds the rated revolutions of the shift position. The system includes two
nitrogen-charged accumulators for quick response,
and to provide emergency braking if a problem
occurs in the primary braking circuit.
RETARDER
FINAL DRIVE ASSEMBLY

The final drive consists of a plug-in differential with
planetary wheel drive.
The operator can manually apply both the front and

rear oil-cooled, multiple-disc brakes by moving the
retarder control lever which is mounted on the steering column, or by using the foot-operated brake
pedal.
OPERATOR'S CAB
The HD1500-5 operator's cab has been engineered
for operator comfort and to allow for efficient and safe
operation of the truck.
The cab provides for wide visibility, with an integral 4post ROPS/FOPS structure, and an advanced analog operator environment. It includes a tinted safetyglass windshield and power-operated side windows,
a deluxe interior with a fully adjustable seat with lumbar support, a fully adjustable/tilt steering wheel, controls mounted within easy reach of the operator, and
an electronic display/monitoring panel to keep the
operator informed of the truck's operating circuits.
Audible alarms and indicator lights warn the operator
of system malfunctions.
A02052 08/04
SUSPENSION
Hydro-pneumatic suspension cylinders are used at
each wheel to reduce shock and provide riding comfort for the operator and machine stability.
Major Components and Specifications
A2-1
HD1500-5 MAJOR COMPONENTS
A2-2
08/04 A02052
SPECIFICATIONS
ENGINE
Komatsu . . . . . . . . . . . . . . . . . . . . . . . . SDA12V160
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . 12
Operating Cycle (diesel) . . . . . . . . . . . . . . . 4-Stroke
Rated . 1108 kW (1486 SAE Brake HP) @ 1900 rpm
Flywheel . . . 1048 kW (1406 SAE HP) @ 1900 rpm
Weight (dry) . . . . . . . . . . . . . . . .5813 kg (12,815 lbs)
TRANSMISSION
Automatic Electronic Shift Control with Automatic
Clutch Modulation In All Gears.
Torque Converter. . . . . . . . 3-Element, Single-stage,
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two-phase
Lockup Clutch . . . . . . . . . . . . . . . Wet, Double-disc,
. . . . . . . . . . . . . . . . . . . . . . Activated in F1-F7 gears.
Transmission . . . . . . . 7 Forward Speeds, 1 Reverse
. . . . . . . . . . . . .Planetary Gear, Multiple Disc Clutch,
. . . . . . . . . . Hydraulically Actuated, Force-lubricated
Gear . . . . . . . . . . . . . . . . . . . . Km/h. . . . . . . . MPH
1 . . . . . . . . . . . . . . . . . . . . . . 11.0 . . . . . . . . . 6.8
2 . . . . . . . . . . . . . . . . . . . . . . 14.6 . . . . . . . . . 9.1
3 . . . . . . . . . . . . . . . . . . . . . . 19.5 . . . . . . . . 12.1
4 . . . . . . . . . . . . . . . . . . . . . . 24.5 . . . . . . . . 15.2
5 . . . . . . . . . . . . . . . . . . . . . . 32.6 . . . . . . . . 20.3
6 . . . . . . . . . . . . . . . . . . . . . . 44.2 . . . . . . . . 27.5
7 . . . . . . . . . . . . . . . . . . . . . . 58.0 . . . . . . . . 36.0
Rev . . . . . . . . . . . . . . . . . . . . . 10.6 . . . . . . . . . 6.6
Final Drive . . . . . . . . . . . . . . . . . Plug-in Differential
. . . . . . . . . . . . . . . . . . . . with Planetary Wheel Drive
Reduction Ratios:
Bevel Set . . . . . . . . . . . . . . . . . . . . . . . . . 2.647:1
Planetary Final Drive . . . . . . . . . . . . . . . . . 7.235:1
Total Reduction . . . . . . . . . . . . . . . . . . . 19.151:1
ELECTRIC SYSTEM
Batteries (series-parallel). . 4 x 12V / 220 Amp-Hour
Alternator . . . . . . . . . . . 24 Volt, 240 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt
Cranking Motors . . . . . . . . . . . Two - 24 Volt Electric
Engine . . . . . . . . . . . . . . . . . . 193 . . . . . . (51)

(Includes Lube Oil Filters)
Cooling System . . . . . . . . . . . 532 . . . . . (140.6)
Fuel Tank . . . . . . . . . . . . . . . . 2120 . . . . (560.0)
Transmission . . . . . . . . . . . . . 153 . . . . . . (40.5)
And Torque Converter
Hydraulic System . . . . . . . . . 900 . . . . . . (238)
(Includes Retarder Cooling)
Differential . . . . . . . . . . . . . . . 300 . . . . . . (79.0)
Final Drive (each planetary) . 120 . . . . . . (31.7)
HYDRAULIC SYSTEM
Hydraulic Pumps (3)
Hoist (Tandem Gear)
. . . . 805 l/min. (213 gpm) @ 18 960 kPa (2,750 psi)
Steering (Piston Pump)
. . . 221 l/min. (58.5 gpm) @ 18 960 kPa (2,750 psi)
Brakes (Tandem Gear) . . . . 1512 l/min. (400 gpm)
Hoist Control Valve . . . . . . . . . . . . . . . . . Spool Type
Positions. . . . . . . . . . Raise, Hold, Float, and Lower
Hydraulic Cylinders
Hoist . . . . . . . . . . . . . 3-Stage Telescoping Piston
Steering . . . . . . . . . . . Twin - Double Acting Piston
Relief Valve Setting . . . . . . . .18 960 kPa (2,750 psi)
Filtration . . . . . . . . . . . In-line Replaceable Elements
Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh
Hoist & Steering . . . . . . . . . Dual, Full Flow, In-line
. . . . . . . . . . . . High Pressure. Beta 12 Rating = 200
Transmission . . . . . . . . . . . . . . .Dual, High Pressure
SERVICE BRAKES
Actuation: . . . . . . . . . . . . . . . . . . . . . . . All-Hydraulic
Front . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc
Rear . . . . . . . . . . . . . . . Oil-Cooled, Multiple-Disc
. . . . Both Act as both Service and Retarder Brakes
Retarder Brakes:
Normally Applied . . . . . . . . Manually By Operator.
Automatically Actuated . . . . . . . . . . . . . . . . . . . . . .
when engine speed exceeds the rated revolutions
of the shift position for the transmission.
Parking Brake: . . . . . . Spring-Applied, Oil Released
. . . . Dry Caliper Disc Actuates On Rear Drive Shaft
STEERING
Turning Circle Diameter (SAE) . . . . . . 24.4 m (80 ft)
Automatic Emergency Steering . . . .2 Accumulators
A02052 08/04
SERVICE CAPACITIES
. . . . . . . . . . . . . . . . . . . . . . . .Liters . . U.S Gallons
Emergency Brakes:
An emergency brake valve actuates the brakes
automatically, if hydraulic pressure drops below a
pre-set value. Manual operation is also possible.
A2-3
TIRES
Rock Service (E-3) . . . . . . . . . . . . . . . . . . . Tubeless
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . 33.00 R51
Rim Size . . . . . 61x 12.95 x 12.7 cm (24 x 51 x 5 in.)
Phase II Generation . . . . . . . Separable Tire Rims
DUMP BODY CAPACITY (Standard)

Struck . . . . . . . . . . . . . . . . . . . . . . . 54 m3 (71 yds3)
Heaped @ 2:1 (SAE) . . . . . . . . . . 78 m3 (102 yds3)
OVERALL TRUCK DIMENSIONS

Loading Height . . . . . . . . . . . . . . . . 4.965 m (16' 3")
Minimum Clearance Height . . . . . . . . 5.85 m (19' 2")
Overall Length . . . . . . . . . . . . . . . . . 11.37 m (37' 4")
Maximum Width . . . . . . . . . . . . . . . . . 6.62 m (21' 9")
A2-4
WEIGHT DISTRIBUTION
Based on SAE 2:1 Heaped . . . . . .78 m3 (102 yds3)
(w/Komatsu Engine; and . . . . . . . . . 33.00 R51 Tires)
EMPTY . . . . . . . . . . . . . . . Kilograms . . . . .Pounds
Front Axle . . . . . . . . . . . . . . 49 025 . . . . . 108,082
Rear Axle . . . . . . . . . . . . . . 51 437 . . . . . . . 113,399
Total . . . . . . . . . . . . . . . . . . 100 462 . . . . . 221,481
LOADED (100 Ton PAYLOAD)
. . . . . . . . . . . . . . . . . . . . . Kilograms . . . . .Pounds
Front Axle . . . . . . . . . . . . . . 82 327 . . . . . . .181,500
Rear Axle . . . . . . . . . . . . . . 167 149 . . . . . .368,500
Total * . . . . . . . . . . . . . . . . . 249 475 . . . . . .550,000
*Not to Exceed 249 475 kg (550,000 lbs.).
Including Options, Fuel & Payload
08/04 A02052
SECTION A3
SAFETY
INDEX
SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Safety Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Clothing And Personal Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Unauthorized Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Leaving The Operators Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Mounting And Dismounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Fire Prevention For Fuel And Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-4
Precautions With High Temperature Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Asbestos Dust Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Prevention Of Injury By Work Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Fire Extinguisher And First Aid Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-5
Precautions For ROPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
Precautions For Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
PRECAUTIONS DURING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
BEFORE STARTING THE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Safety At The Worksite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Fire Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Preparing For Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
Ventilation In Enclosed Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
In Operators Cab - Before Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Mirrors, Windows, And Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
When Starting The Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Precautions For Starting Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Truck Operation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-8
Check When Traveling In Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-9
Traveling On Slopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Ensure Good Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Operate Carefully On Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Avoid Damage To Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
Driving Near High Voltage Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
When Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
Working On Loose Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
When Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
Parking The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A3-11
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Battery Hazard Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
Starting With Booster Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
A03015 8/04
General Safety and Operating Instructions
A3-1
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13

BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Warning Tag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Proper Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Stopping The Engine Before Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
Securing The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-14
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Working Under The Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Keep The Machine Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Rules To Follow When Adding Fuel Or Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
Radiator Water Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Use Of Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Precautions With The Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Handling High Pressure Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Precautions With High Pressure Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
Precautions When Performing Maintenance Near High Temperature Or High Pressure . . . . A3-17
Rotating Fan And Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
Waste Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Handling Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
Storing Tires After Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-18
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-19
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-20
OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
Safety Is Thinking Ahead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
At The Truck - Ground Level Walk Around Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-24
AFTER THE ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-25
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
HAULING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
RETARDER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-29
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
Raising the Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
Secondary Steering And Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
Raising the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
Lowering the Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33
DISABLED TRUCK STEERING AND BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
A3-2
8/04 A03015
SAFETY
Safety records from most organizations will show that the greatest percentage of accidents are caused by unsafe
acts performed by people. The remainder are caused by unsafe mechanical or physical conditions. Report all
unsafe conditions to the proper authority.
The following safety rules are provided as a guide for the operator. However, local conditions and regulations may
add many more to this list.
Read and follow all safety precautions. Failure to do so may result in serious injury or
death.
Safety Rules
Only trained and authorized personnel can operate and maintain the machine.
Follow all safety rules, precautions and instructions when operating or performing maintenance on the
machine.
When working with another operator or a person on work site traffic duty, be sure all personnel understand all
hand signals that are to be used.
Safety Features
Ensure all guards and covers are in their proper position. Have any damaged guards and covers repaired. (See
Operating Instructions - Walk-Around Inspection, Section 30)
Learn the proper use of safety features such as safety locks, safety pins, and seat belts, and use these safety
features properly.
Never remove any safety features. Always keep safety features in good operating condition.
Improper use, or failure to maintain safety features could result in serious bodily injury or death.
Clothing And Personal Items
Avoid loose clothing, jewelry, and loose long hair. They can catch on
controls or in moving parts and cause serious injury or death.
Additionally, never wear oily clothes as they are flammable.
Wear a hard hat, safety glasses, safety shoes, mask and gloves when
operating or maintaining a machine. Always wear safety goggles, hard
hat and heavy gloves if your job involves scattering metal chips or minute
materials--particularly when driving pins with a hammer or when cleaning
air cleaner elements with compressed air. Also, ensure that the work area
is free from other personnel during such tasks.
Unauthorized Modification
Any modification made to this vehicle without authorization from Komatsu America Corp. can possibly create
hazards.
Before making any modification, consult the authorized regional Komatsu America Corp. distributor. Komatsu
will not be responsible for any injury or damage caused by any unauthorized modification.
A03015 8/04
A3-3
Leaving The Operators Seat
When preparing to leave the operator's seat, do not touch any control lever that is not locked. To prevent
accidental operations from occurring, always perform the following:
Move the shift control lever to NEUTRAL and apply the parking brake.
Lower the dump body, set the dump lever to the FLOAT position.
Stop the engine. When exiting the machine, always lock compartments, and take the keys with you. If the
machine should suddenly move or move in an unexpected way, this may result in serious bodily injury or
death.
Mounting And Dismounting
Never jump on or off the machine. Never climb on or off a machine while it is moving.
When climbing on or off a machine, face the machine and use the hand-hold and steps.
Never hold any control levers when getting on or off a machine.
Always maintain three-point contact with the hand-holds and steps to ensure that you support yourself.
When bringing tools into the operator's compartment, always pass them by hand or pull them up by rope.
If there is any oil, grease, or mud on the hand-holds or steps, wipe them clean immediately. Always keep these
components clean. Repair any damage and tighten any loose bolts.
Use the handrails and steps marked by arrows in the diagram below when getting on or off the machine.
A: For use when getting on or off the machine from the left door.
B: For use when getting on or off the machine from the engine hood or right door.
Fire Prevention For Fuel And Oil
Fuel, oil, and antifreeze can be ignited by a flame. Fuel is extremely flammable and can be hazardous.
Keep flames away from flammable fluids.
Stop the engine and never smoke when refueling.
Tighten all fuel and oil tank caps securely.
Refueling and oiling should be done in well ventilated areas.
Keep oil and fuel in a designated location and do not allow unauthorized persons to enter.
A3-4
8/04 A03015
Precautions With High Temperature Fluids
Immediately after machine operation, engine coolant, engine oil, and hydraulic oil are at high temperatures and
are pressurized. If the cap is removed, the fluids drained, the filters are replaced, etc., there is danger of
serious burns. Allow heat and pressure to dissipate before performing such tasks and follow proper procedures
as outlined in the service manual.
To prevent hot coolant from spraying:

1) Stop the engine.
2) Wait for the coolant temperature to decrease.
3) Depress the pressure release button on the cap to vent cooling system pressure.
4) Turn the radiator cap slowly to release the pressure before removing.
To prevent hot engine oil spray:

1) Stop the engine.
2) Wait for the oil temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
Asbestos Dust Hazard Prevention

Asbestos dust is hazardous to your health when inhaled. If you handle materials containing
asbestos fibers, follow the guidelines below:
Never use compressed air for cleaning.
Use water for cleaning to control dust.
Operate the machine or perform tasks with the wind to your back, whenever possible.
Use an approved respirator when necessary.
Prevention Of Injury By Work Equipment
Never enter or put your hand, arm or any other part of your body between movable parts such as the dump
body, chassis or cylinders. If the work equipment is operated, clearances will change and may lead to serious
bodily injury or death.
Fire Extinguisher And First Aid Kit
Ensure fire extinguishers are accessible and proper usage techniques are known.
Provide a first aid kit at the storage point.
Know what to do in the event of a fire.
Keep the phone numbers of persons you should contact in case of an emergency on
hand.
A03015 8/04
A3-5
Precautions For ROPS
The Rollover Protection Structure (ROPS) must be properly installed for machine operation.
The ROPS is intended to protect the operator if the machine should roll over. It is designed not only to support
the load of the machine, but also to absorb the energy of the impact.
ROPS structures installed on equipment manufactured and designed by Komatsu America Corp. fulfills all of
the regulations and standards for all countries. If it is modified or repaired without authorization from Komatsu,
or is damaged when the machine rolls over, the strength of the structure will be compromised and will not be
able to fulfill its intended purpose. Optimum strength of the structure can only be achieved if it is repaired or
modified as specified by Komatsu.
When modifying or repairing the ROPS, always consult your nearest Komatsu distributor.
Even with the ROPS installed, the operator must always use the seat belt when operating the machine.
Precautions For Attachments
When installing and using optional equipment, read the instruction manual for the attachment and the
information related to attachments in this manual.
Do not use attachments that are not authorized by Komatsu America Corp., or the authorized regional Komatsu
distributor. Use of unauthorized attachments could create a safety problem and adversely affect the proper
operation and useful life of the machine.
Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu America Corp., or the authorized regional Komatsu distributor.
A3-6
8/04 A03015
PRECAUTIONS DURING OPERATION

Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a potential accident by knowing the employer's safety requirements and all necessary job site regulations. In addition, know the proper use and care of all the safety equipment
on the truck. Only qualified operators or technicians should attempt to operate or maintain a Komatsu machine.
Safe practices start before the operator gets to the equipment!
BEFORE STARTING THE ENGINE

Safety At The Worksite
When walking to and from a truck, maintain a safe distance from all machines even when the operator is
visible.
Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
Examine the road surface at the job site and determine the best and safest method of operation.
Choose an area where the ground is as horizontal and firm as possible before performing the operation.
If you need to operate on or near a public road, protect pedestrians and cars by designating a person for work
site traffic duty or by installing fences around the work site.
The operator must personally check the work area, the roads to be used, and existence of obstacles before
starting operations.
Always determine the travel roads at the work site and maintain them so that it is always safe for the machines
to travel.
If travel through wet areas is necessary, check the depth and flow of water before crossing the shallow parts.
Never drive through water which exceeds the permissible water depth.
Fire Prevention
Thoroughly remove wood chips, leaves, paper and other flammable items
accumulated in the engine compartment. Failure to do so could result in a fire.
Check fuel, lubrication, and hydraulic systems for leaks. Repair any leaks.
Clean any excess oil, fuel or other flammable fluids, and dispose of properly.
Ensure a fire extinguisher is present and in proper working condition.
Do not operate the machine near open flames.
Preparing For Operation
Always mount and dismount while facing the truck. Never attempt to mount or dismount the truck while it is in
motion. Always use handrails and ladders when mounting or dismounting the truck.
Check the deck areas for debris, loose hardware, and tools.
Check for people and objects that might be in the area. Remove any obstructions and wait for any personnel in
the area to disperse.
Become familiar with and use all protective equipment devices on the truck and ensure that these items (antiskid material, grab bars, seat belts, etc.) are securely in place.
Ventilation In Enclosed Areas
If it is necessary to start the engine within an enclosed area, provide adequate

ventilation. Exhaust fumes from the engine can kill.
A03015 8/04
A3-7
In Operators Cab - Before Starting The Engine
Do not leave tools or spare parts lying around or allow trash to accumulate in the cab of the truck. Keep all
unauthorized reading material out of the truck cab.
Keep the cab floor, controls, steps, and handrails free of oil, grease, snow, and excess dirt.
Check the seat belt, buckle and hardware for damage or wear. Replace any worn or damaged parts. Always
use the seat belts when operating a machine.
Read and understand the contents of this manual. Read Sections 30 and 32 pertaining to safety and operating
instructions with special attention. Become thoroughly acquainted with all gauges, instruments and controls
before attempting operation of the truck.
Read and understand the WARNING and CAUTION decals in the operator's cab.
Ensure the steering wheel, horn, controls and pedals are free of any oil, grease or mud.
Check operation of the windshield wiper, condition of wiper blades, and check the washer fluid reservoir level.
Be familiar with all steering and brake system controls, warning devices, road speeds and loading capabilities,
before operating the truck.
Mirrors, Windows, And Lights
Remove any dirt from the surface of the windshield, cab windows, mirrors and lights. Good visibility may
prevent an accident.
Adjust the rear view mirror to a position where the operator can see best from the operator's seat. If any glass
or light should break, replace it with a new part.
Ensure headlights, work lights and taillights are in proper working order. Ensure that the machine is equipped
with the proper work lamps needed for the operating conditions.
OPERATING THE MACHINE

When Starting The Engine
Never start the engine if a warning tag has been attached to the controls.
When starting the engine, sound the horn as an alert.
Start and operate the machine only while seated in the operators seat.
Do not allow any unauthorized persons in the operator's compartment or any other place on the machine.
Precautions For Starting Machine
Start the engine from the operators seat, only.
Never attempt to start the engine by shorting across the starter terminals. This may
cause fire, or serious injury or death to anyone in machines path.
Truck Operation - General
Wear seat belt at all times.
Only authorized persons are allowed to ride in the truck. Riders must be in the cab and belted in the passenger
seat.
Do not allow anyone to ride on the decks or steps of the truck.
Do not allow anyone to get on or off the truck while it is in motion.
Do not move the truck in or out of a building without a signal person present.
A3-8
8/04 A03015
Know and obey the hand signal communications between operator and spotter. When other machines and
personnel are present, the operator should move in and out of buildings, loading areas and through traffic,
under the direction of a signal person. Courtesy at all times is a safety precaution!
Immediately report any hazardous conditions at the haul road, pit or dump area.
Check for flat tires periodically during a shift. If the truck has been operating on a flat, do not park the
machine inside of a building until the tire cools. If the tire must be changed, do not stand in front of the rim
and locking ring when inflating a tire mounted on the machine. Observers should not be permitted in the area
and should be kept away from the side of such tires.
The tire and rim assembly may explode if subjected to excessive heat. Personnel should move to a remote
or protected location if sensing excessively hot brakes, smell of burning rubber or evidence of fire near
tire and wheel area.
If the truck must be approached to distinguish a fire, those personnel should do so only while facing the
tread area of the tire (front or back), unless protected by use of large heavy equipment as a shield. Stay at
least 50 ft. (15 m) from the tread of the tire.
In the event of fire in the tire and wheel area (including brake fires), stay away from the truck for at least 8
hours or until the tire and wheel are cool.
Keep serviceable fire fighting equipment on hand. Report empty extinguishers for replacement or refilling.
Always have the parking brake applied when the truck is parked and unattended. DO NOT leave the truck
unattended while the engine is running.
Park the truck a safe distance away from other vehicles as determined by the supervisor.
Stay alert at all times! In the event of an emergency, be prepared to react quickly and avoid accidents. If an
emergency arises, know where to get prompt assistance.
Check When Traveling In Reverse

Before operating the machine or work equipment, do as follows:
Sound the horn to warn people in the area. For machines equipped with a
back-up alarm, ensure the alarm works properly.
Check for personnel near the machine. Be particularly careful to check

behind the machine.
When necessary, designate a person to watch the area near the truck and
signal the operator. This is particularly necessary when traveling in reverse.
When operating in areas that may be hazardous or have poor visibility,

designate a person to direct work site traffic.
Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even with
machines equipped with a back-up alarm or rear view mirror.
Traveling
Lower the dump body and set the dump lever to the FLOAT position before traveling.
When traveling on rough ground, travel at low speeds. When changing direction, avoid turning suddenly.
If the engine should stop while the machine is in motion, secondary steering and braking enable the truck to be
steered and stopped. A fixed amount of reserve oil provides temporary steering and braking to briefly allow
machine travel to a safe area. Apply the brakes immediately and stop the machine as quickly and safely as
possible (off of the haul road, if possible).
A03015 8/04
A3-9
Traveling On Slopes
Traveling on slopes could result in the machine tipping over or slipping.
Do not turn the truck around on a slope. To ensure safety, drive to level ground before turning around.
Do not travel up and down on grass, fallen leaves, or wet steel plates. These materials may make the machine
slip on even the slightest slope. Avoid traveling sideways, and always keep travel speed low.
When traveling downhill, use the retarder or service brake pedal to reduce truck speed. Bring the truck to a halt
using the brake pedal and then apply the parking brake. Use caution when using the brake pedal. Excessive
force when applying the service brakes may cause a loss of control of the truck.
When making turns, rotate the steering wheel gradually to avoid losing control of the truck.
If the engine should fail while on a slope, apply the service brakes and bring the truck to a halt. Move the
transmission range selector to NEUTRAL and apply the parking brake.
Ensure Good Visibility
When working in dark places, install work lamps and head lamps. Set up extra lighting in the work area if
necessary.
Discontinue operations if visibility is poor, such as in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed safely.
Operate Carefully On Snow
When working on snowy or icy roads, there is danger that the machine may slip to the side on even the
slightest slope. Always travel slowly and avoid sudden starting, turning, or stopping in these conditions.
Be extremely careful when clearing snow. The road shoulder and other objects are buried in the snow and
cannot be seen. When traveling on snow-covered roads, always install tire chains.
Avoid Damage To Dump Body
When working in tunnels, on bridges, under electric cables, or when entering a parking place or any other place
where there are height limits; always use extreme caution. The dump body must be completely lowered before
driving the machine.
Driving Near High Voltage Cables
Driving near high-voltage cables can cause electric shock. Always maintain safe distances between the
machine and the electric cable as listed below.
Voltage
Minimum Safety Distance
6.6 kV
3m
10 ft.
33.0 kV
4m
14 ft.
66.0 kV
5m
17 ft.
154.0 kV
8m
27 ft.
275.0 kV
10 m
33 ft.
The following actions are effective in preventing accidents while working near high voltages:
Wear shoes with rubber or leather soles.
Use a signalman to give warning if the machine approaches an electric cable.
If the work equipment should touch an electric cable, the operator should not leave the cab.
When performing operations near high voltage cables, do not allow anyone to approach the machine.
Check with the electrical maintenance department about the voltage of the cables before starting operations.
A3-10
8/04 A03015
When Dumping
Before starting the dumping operation, check that there is no person or objects behind the machine.
Stop the machine in the desired location. Check again for persons or objects behind the machine. Give the
determined signal, then slowly operate the dump body. If necessary, use blocks for the wheels or position a
flagman.
When dumping on slopes, machine stability is poor and there is danger of tip over. Always perform such
operations using extreme care.
Never travel with the dump body raised.
Working On Loose Ground
Avoid operating the machine near cliffs, overhangs, and deep ditches. If these areas collapse, the machine
could fall or tip over and result in serious injury or death. Remember that ground surfaces in these areas may
be weakened after heavy rain or blasting.
Freshly laid soil and the soil near ditches is loose. It can collapse under the weight or vibration of the machine.
Avoid these areas whenever possible.
When Loading
Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body
uniformly.
Do not leave the operator's seat during the loading operation.
Parking The Machine
Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put
blocks under all the wheels to prevent the machine from moving.
When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn
pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
Before leaving the machine, lower the dump body fully, activate the parking brake, stop the engine, and lock
everything. Always take the key with you.
TOWING
Improper towing methods may lead to serious personal injury and/or damage.
Use a towing device with ample strength for the weight of this machine.
Never tow a machine on a slope.
Inspect all towing apparatus for damage. Do not use tow rope that has kinks or is twisted.
Do not stand astride the towing cable during towing.
When connecting a machine that is to be towed, do not allow anyone to go between the tow machine and the
machine that is being towed.
Set the coupling of the machine being towed in a straight line with the towing portion of the tow machine, and
secure it in position.
(For towing methods, refer to Section 30, Operating Instructions - Towing.)
A03015 8/04
A3-11
WORKING NEAR BATTERIES

Battery Hazard Prevention
Battery electrolyte contains sulfuric acid and can quickly burn the skin and eat holes in clothing. If you spill acid
on yourself, immediately flush the area with water.
Battery acid can cause blindness if splashed into the eyes. If acid gets into the eyes, flush them immediately
with large quantities of water and see a doctor at once.
If you accidentally drink acid, drink a large quantity of water, milk, beaten eggs or vegetable oil. Call a doctor or
poison prevention center immediately.
When working with batteries always wear safety glasses or goggles.
Batteries generate hydrogen gas. Hydrogen gas is very explosive, and is easily ignited with a small spark of
flame.
Before working with batteries, stop the engine and turn the key switch to the OFF position.
Avoid short-circuiting the battery terminals through accidental contact with metallic objects, such as tools,
across the terminals.
When removing or installing, check which is the positive (+) terminal and negative (-) terminal.
Tighten battery caps securely.
Tighten the battery terminals securely. Loose terminals can generate sparks and lead to an explosion.
Starting With Booster Cables
Always wear safety glasses or goggles when starting the machine with booster cables.
When starting from another machine, do not allow the two machines to touch.
Be sure to connect the positive (+) cable first when installing booster cables. Disconnect the ground or negative
(-) cable first during removal.
If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. Always use caution
when using tools near the battery.
Connect the batteries in parallel: positive to positive and negative to negative.
When connecting the ground cable to the frame of the machine to be started, connect it away from the battery
to minimize the risk of explosion.
A3-12
8/04 A03015
PRECAUTIONS FOR MAINTENANCE

BEFORE PERFORMING MAINTENANCE
Warning Tag
Starting the engine or operating the controls while others are performing
maintenance on the truck can lead to serious injury and/or death.
Always attach the warning tag to the control lever in the operator's cab to alert
others that you are working on the machine. Attach additional warning tags
around the machine, if necessary.
These tags are available from your Komatsu distributor.
Warning tag part number (09963-03000)
Proper Tools
Use only tools suited to the task. Using damaged, low quality, faulty, or
makeshift tools could cause personal injury.
Stopping The Engine Before Service
Before performing inspections or maintenance, stop the machine on firm flat ground, lower the dump body,
stop the engine and apply the parking brake.
If the engine must be run during service, such as when cleaning the radiator, always move the shift control
lever to the NEUTRAL (N) position and apply the parking brake. Always perform this work with two people.
One person must sit in the operator's seat to stop the engine if necessary. Never move any controls not related
to the task at hand during these situations.
When servicing the machine, use care not to touch any moving parts. Never wear loose clothing or jewelry.
Put wheel blocks under the wheels to prevent machine movement.
When performing service with the dump body raised, always place the dump lever in the HOLD position. Install
the body-up retention cable, securely.
A03015 8/04
A3-13
Securing The Dump Body
Any time personnel are required to perform maintenance on the vehicle with the dump body in the raised
position, the body-up retention cable MUST be installed.
1. To hold the dump body in the up position, raise the body to it's maximum height. Refer to Figure 3-1.
2. Remove cable (2) from its stored position on the body and install between dump body (1) and the axle housing ear.
3. Secure the cable clevis pins with cotter pins.
It is very important to ensure that the cable is taut before the dump body can be considered secure. Perform the following step in order to remove any slack from the body retention cable.
4. Gently move the hoist control lever to the DOWN position until the dump body moves, and then release the
lever. The lever will now default to the FLOAT position where the dump body will be allowed to lower and pull
the cable tight. When the cable is tight, the dump body is secure, and maintenance can be performed.
5. After maintenance work has been completed, slightly raise the dump body to remove the tension in the body
retention cable. Disconnect the cable from the axle and place it in the stored position.
FIGURE 3-1. SECURING THE DUMP BODY

1. Dump Body
A3-14
2. Body Retention Cable
8/04 A03015
DURING MAINTENANCE
Personnel
Only authorized personnel can service and repair the machine.
Attachments
Place attachments that have been removed from the machine in a safe place and
manner to prevent them from falling.
Working Under The Machine
Always lower all movable work equipment to the ground or to their lowest position
before performing service or repairs under the machine.
Always block the tires of the machine securely.
Never work under the machine if the machine is poorly supported.
Keep The Machine Clean
Spilled oil or grease, scattered tools, etc. can cause you to slip or trip. Always
keep your machine clean and tidy.
If water gets into the electrical system, there is danger that the machine may
may move unexpectedly and/or damage to components may occur. Do not
use water or steam to clean any sensors, connectors, or the inside of the
operator's compartment.
Use extreme care when washing the electrical control cabinet. Do not allow
water to enter the control cabinet around the doors or vents. Do not allow
any water to enter the cooling air inlet duct above the electrical control cabinet. If water enters the control
cabinet (through any opening or crevice) major damage to the electrical components is possible.
Never spray water into the rear wheel electric motor covers. Damage to the wheel motor armatures may occur.
Do not spray water into the retard grids. Excess water in the retard grids can cause a ground fault, which will
prevent propulsion.
Rules To Follow When Adding Fuel Or Oil
Spilled fuel and oil may cause slipping. Always clean up spills, immediately.
Always tighten the cap of the fuel and oil fillers securely.
Never use fuel to wash parts.
Always add fuel and oil in a well-ventilated area.
A03015 8/04
A3-15
Radiator Water Level
If it is necessary to add coolant to the radiator, stop the engine, and allow the
engine and radiator to cool down before adding the coolant.
Depress the pressure release button on the cap to vent cooling system
pressure.
Slowly loosen the cap to relieve any remaining pressure during removal.
Use Of Lighting
When checking fuel, oil, coolant, or battery electrolyte, always use
lighting with anti-explosion specifications. If such lighting equipment is
not used, there is danger or explosion.
Precautions With The Battery
When repairing the electrical system or when performing electrical

welding, remove the negative (-) terminal of the battery to stop the flow
of current.
Handling High Pressure Hoses
Do not bend high-pressure hoses or hit them with hard objects. Do not use any bent or cracked piping, tubes or
hoses. They may burst during use.
Always repair any loose or broken hoses. If fuel or oil leaks, it may result in a fire.
Precautions With High Pressure Oil
Do not forget that work equipment circuits are always under pressure.
Do not add oil, drain oil, or perform maintenance or inspections before completely releasing the internal
pressure.
Small, high pressure pin-hole leaks are extremely dangerous. The jet of high-pressure oil can pierce the skin
and eyes. Always wear safety glasses and thick gloves. Use a piece of cardboard or a sheet of wood to check
for oil leakage.
If you are hit by a jet of high-pressure oil, consult a doctor immediately for medical attention.
A3-16
8/04 A03015
Precautions When Performing Maintenance Near High Temperature Or High Pressure
Immediately after stopping operation, engine coolant and operating oils are
at high temperature and under high pressure. In these conditions, if the cap
is removed, the oil or water drained, or the filters are replaced, it may result
in burns or other injury. Wait for the temperature to cool and pressure to
subside, before performing the inspection and/or maintenance as outlined
in the service manual.
Rotating Fan And Belts
Stay away from all rotating parts such as the radiator fan and fan belts.
Serious bodily injury may result from direct or indirect contact with rotating
parts and flying objects.
Waste Materials
Never dump waste oil into a sewer system, river, etc.
Always put oil drained from your machine in appropriate containers. Never
drain oil directly onto the ground.
Obey appropriate laws and regulations when disposing of harmful objects

such as oil, fuel, coolant, solvent, filters, batteries, and others.
A03015 8/04
A3-17
TIRES
Handling Tires
If tires are not used under the specified conditions, they may overheat and burst, or be cut and burst by sharp
stones on rough road surfaces. This may lead to serious injury or damage.
To maintain tire safety, always adhere to the following conditions:
Inflate the tires to the specified pressure. Abnormal heat is generated particularly when the inflation pressure is
too low.
Use the specified tires.
The tire inflation pressure and permissible speeds are general values. The actual values may differ depending on
the type of tire and the condition under which they are used. For details, please consult the tire manufacturer.
When tires become hot, a flammable gas is produced, and may ignite. It is particularly dangerous if the tires
become overheated while the tires are pressurized. If the gas generated inside the tire ignites, the internal pressure will suddenly rise, and the tire will explode, resulting in danger to personnel in the area. Explosions differ from
punctures or tire bursts because the destructive force is extremely large. Therefore, the following operations are
strictly prohibited when the tire is pressurized:
Welding the rim
Welding near the wheel or tire.
Smoking or creating open flames
If the proper procedure for performing maintenance or replacement of the wheel or tire is not used, the wheel or tire
may burst and cause serious injury or damage. When performing such maintenance, consult your authorized
regional Komatsu distributor, or the tire manufacturer.
Storing Tires After Removal
As a basic rule, store the tires in a warehouse in which unauthorized persons cannot enter. If the tires are
stored outside, always erect a fence around the tires and put up No Entry and other warning signs that even
young children can understand.
Stand the tire on level ground, and block it securely so that it cannot roll or fall over.
If the tire should fall over, flee the area quickly. The tires for construction equipment are extremely heavy.
Never attempt to hold or support the tire. Attempting to hold or support a tire may lead to serious injury.
A3-18
8/04 A03015
WHEN REPAIRS ARE NECESSARY

1. Only qualified maintenance personnel who
understand the systems being repaired should
attempt repairs.
2. Many components on the Komatsu truck are
large and heavy. Insure that lifting equipment hoists, slings, chains, lifting eyes - are of adequate capacity to handle the lift.
9. If the truck is to be towed for any reason,

always consider any special precautions. Refer
to Operating Instructions - Towing, for instructions on how to properly tow the truck.
10. Drain, clean and ventilate fuel tanks and/or
hydraulic tanks before making any welding
repairs.
3. Do not under a suspended load. Do not work

under raised body unless body safety cables,
props, or pins are in place to hold the body in up
position.
4. Do not repair or service the truck while the
engine is running, except when adjustments
can only be made under such conditions. Keep
a safe distance from moving parts.
5. When servicing any air conditioning system with
refrigerant, wear a face shield and cold resistant
gloves for protection against freezing. Be certain to follow all current regulations for handling
and recycling refrigerants.
6. Follow package directions carefully when using
cleaning solvents.
7. If an auxiliary battery assist is needed, first use
one cable to connect the 24V positive (+) post
of the disabled truck batteries to the 24V positive (+) post of the auxiliary assist. Use second
cable to connect the 24V negative (-) post of the
auxiliary assist battery to a frame ground (-) on
the disabled truck away from the battery.
8. Always disconnect the positive and negative
battery cables of the vehicle before doing any
welding on the unit. Failure to do so may seriously damage the battery and electrical equipment. Disconnect battery charging alternator
lead wire and isolate electronic control components before making welding repairs. (It is not
necessary to disconnect or remove any control
circuit cards on electric drive dump trucks or
any of the AID circuit control cards.)
Always fasten the welding machine ground (-)
lead to the piece being welded; the grounding
clamp must be attached as near as possible
to the weld area. Never allow welding current
to pass through ball bearings, roller bearings,
suspensions, or hydraulic cylinders. Always
avoid laying welding cables over or near the
vehicle electrical harnesses. Welding voltage
could be induced into the electrical harness and
possibly cause damage to components.
A03015 8/04
Any operating fluid, such as hydraulic oil or

brake fluid escaping under pressure, can have
sufficient force to enter a person's body by penetrating the skin. Serious injury and possibly
death may result if proper medical treatment by a
physician familiar with this injury is not received
immediately.
11. Relieve pressure in lines or hoses before making any disconnects.
12. After adjustments or repairs, replace all shields,
screens and clamps.
13. Tire Care:
Do not stand in front of a rim and locking ring

when inflating a tire mounted on the machine.
Observers should not be permitted in the area
and should be kept away from the sides of such
tires.
Do not weld or apply heat on the rim assembly
with the tire mounted on the rim. Resulting gases
inside the tire may ignite, causing explosion of
tire and rim.
14. Only a qualified operator or experienced maintenance personnel who are also qualified in
operation should move the truck under its own
power in the repair facility or during road testing
after repairs are complete.
A3-19
ADDITIONAL JOB SITE RULES
Use this space to add any additional job site rules not covered in any of the previous discussions.
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A3-20
8/04 A03015
OPERATING INSTRUCTIONS
PREPARING FOR OPERATION
The safest trucks are those which have been properly prepared for operation. At the beginning of each
shift, a careful check of the truck should be performed by the operator before attempting to start the
engine.
Safety Is Thinking Ahead
Prevention is the best safety program. Prevent a
potential accident by knowing the employer's safety
requirements and all necessary job site regulations.
Be familiar with use and care of the safety equipment
on the Komatsu HD1500-5 truck. Only qualified operators or technicians should attempt to operate or
maintain the HD1500-5 truck.
Safe practices start before the operator gets to the
equipment!
Wear the proper clothing. Loose fitting clothing,
unbuttoned sleeves and jackets, jewelry, etc.,
can catch on a protrusion and cause a potential
hazard.
Always use the personal safety equipment
provided for the operator such as hard hat, safety
shoes, safety glasses or goggles. There are
some conditions when protective hearing devices
should also be worn for operator safety.
When walking to and from the truck, maintain a
safe distance from all machines even if the
operator is visible.
At The Truck - Ground Level Walk Around
Inspection
At the beginning of each shift, a careful walk around
inspection of the truck should be performed before
the operator attempts engine start-up. A walk around
inspection is a systematic ground level inspection of
the truck and its components to ensure that the truck
is safe to operate before entering the operator's cab.
Start at the left front corner of the truck (see illustration, next page), and move in a counter-clockwise
direction, front-to-rear, across the rear. Continue forward up the opposite side of the truck to the original
starting point. If these steps are performed in
sequence, and are repeated from the same point and
in the same direction before every shift, many potential problems can be avoided.
If problems or potential problems are found during
the "walk-around", be sure to notify maintenance.
Vehicle breakdowns and unscheduled downtime and
loss of production can be reduced.
A03015 8/04
Local work practices may prevent an operator from

performing all tasks suggested here, but to the extent
permitted, the operator should follow this or a similar
routine.
1. Start at left front of the truck (see illustration,
next page). While performing the walk around
inspection, visually inspect all lights and safety
equipment for external damage from rocks or
misuse. Make sure lenses are clean and are not
cracked or broken.
2. Move behind the front of the left front tire;
inspect the hub and the oil disc brake assemblies for leaks and any abnormal conditions.
Check that all suspension attaching hardware is
secure and inspect for evidence of wear. Verify
suspension extension (exposed piston rod) is
correct, and there are no leaks.
3. With the engine stopped, check the engine oil
level. Verify engine oil filters or oil lines to filters
are not leaking.
4. Inspect the fan and air conditioner belts for correct tension, wear, and tracking. Inspect the fan
guard condition and secureness.
5. Move outboard of the front wheel, and inspect
attaching lugs/wedges to be sure all are tight
and intact. Check the tires for cuts, damage or
bubbles and under-inflation.
6. Move behind the rear of the front wheel. Check
for leaks or any unusual conditions at the hub
and brakes. Inspect the suspension hardware.
Inspect the tie-rod pivots and steering cylinder
for proper greasing, and for secureness of all
parts. Check for hydraulic leaks.
7. Check the transmission oil level. Check the
pumps at the front of the transmission for leakage and secureness of parts.
8. Move to the side of the hydraulic tank and
check the hydraulic fluid level for both the
hydraulic tank and brake cooling oil. Oil should
be visible in the sight glass with the engine
stopped and body down.
9. Move around the hydraulic tank and in front of
the rear dual tires. Inspect the hoist cylinder for
damage or leaks. Inspect the upper and lower
hoist cylinder pins for secureness and proper
greasing.
10. Before leaving this position, verify there is no
leakage or any other unusual condition with the
transmission or rear drive shaft.
A3-21
KOMATSU HD1500-5 TRUCK

A3-22
8/04 A03015
11. Move around the dual tires. Verify all lugs/

wedges are intact and tight. Check the wheel
for leakage from inside the wheel housing that
might indicate planetary leakage. Check the
dual tires for cuts, damage, bubbles and underinflation. If the truck has been operating on a flat
tire, the tire must be cool before parking the
truck inside. Check for rocks that might be
lodged between the dual tires, and verify that
the rock ejector is in good condition and
straight.
12. Check the left rear suspension for damage,
proper extension, and leaks. Check for proper
greasing. Ensure the covers over the chrome
piston rod are in good condition.
13. Check the final drive housing breather. Replace
the breather if obstructed. Check for leakage
around the final drive housing, brake housings,
and connecting hoses.
14. While standing behind the final drive housing,
look up to see that the rear lights and back up
horns are in good condition. Inspect the linkage
rods to verify all locations are getting proper
greasing. Check both body hinge pins for greasing and any abnormal condition.
ment for leaks or any unusual condition. Inspect

the fan guard and belts. Check for, and remove
any debris from behind the radiator.
23. Move around to the right front of the truck.
24. As you move in front of the radiator, check for
and remove debris that might be trapped in
front of the radiator. Check for coolant leaks.
Inspect all headlamps and fog lights.
25. Ensure the ground level engine shutdown
switch is ON.
26. Climb the ladder to the main deck. Always use
the hand rails and ladder when mounting or dismounting the truck. Clean the ladder and hand
rails of any foreign material, such as ice, snow,
oil or mud.
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while
the truck is in motion.
27. Checking the coolant in the radiator using the
coolant level sight gauge.
15. Perform the same inspection on the right rear

suspension as done on the left.
16. Move to the right dual tires. Check between the
tires for rocks. Check rock ejector condition.
Inspect the tires for cuts, damage, and underinflation.
17. Check the wheel lugs/wedges as done on the
left dual wheels. Check for leaks.
18. Move in front of the right dual tires. Inspect the
hoist cylinder as was done on the left side.
19. Move around the fuel tank. Inspect the fuel
gauge. Inspect the attaching hardware for the
fuel tank at the upper saddles, and then at the
lower back of the tank. Ensure the mounts are
secure and in good condition.
20. Move behind the right front wheel; inspect the
tie-rod pivots and steering cylinder for proper
greasing. Ensure all parts are secure. Ensure
the suspension protective cover is in good condition. Check the suspension hardware, suspension extension, and greasing. Inspect the
attaching hardware for the steering cylinder.
If the engine is warm, allow the coolant to cool

before removing the fill cap or draining the radiator. Serious burns may be acquired if you come
in contact with hot coolant. Always depress the
pressure relief before removing the cap.
28. Inspect the battery box cover for damage.
Ensure the cover is secured, tightly.
29. Check the air cleaner indicators. If the red area
is showing in the indicator, the air filter must be
cleaned/replaced before operating the truck.
30. Clean the cab windows and mirrors. Clean the
cab floor as necessary. Ensure the steering
wheel, controls and pedals are free of any oil,
grease or mud.
31. Stow personal gear in the cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operator's cab,
should be cleared. Do not carry tools or supplies in the cab or on the deck.
21. Move around the right front wheel, and verify all
lugs/wedges are intact and tight.
32. Adjust the seat and steering wheel so that it is

comfortable for use.
22. Move behind the front of the right front wheel.

Check the hub and brake for leaks or any
unusual condition. Inspect the engine compart-
33. Read and understand Operator Controls and

Instrument Panel. Become familiar with all control locations and functions before operating the
truck.
A03015 8/04
A3-23
ENGINE START-UP SAFETY PRACTICES

Safety rules must be observed upon engine start-up.
Ensure there is adequate ventilation before startup if the truck is in an enclosure. Exhaust fumes
are dangerous!
1. Ensure all personnel are clear of the truck
before starting the engine. Always sound the
horn as a warning before actuating operational
controls.
2. Ensure the transmission range selector is in
NEUTRAL and the parking brake is applied
before starting.
3. Do not attempt to start the engine while the cold
weather starting heater (if equipped) is operating. Damage to coolant heaters will result due
to lack of circulation.
4. The key switch is a three position (OFF, RUN,
START) switch.
When the key slot is in the vertical position, the electrical system
is OFF and no electrical devices
are energized.
Use this key position to stop the
engine when it is operating.
When the switch is rotated one
position clockwise, it is in the
RUN position and all electrical circuits (except
START) are energized.
With the transmission selector
lever in NEUTRAL and the
parking brake applied, rotate
the key switch fully clockwise
to the START position, and
hold this position until the
engine starts (see NOTE
below). The START position
is spring loaded to return to
RUN when the key is released.
NOTE: The engine is equipped with an oil prelube
system. A noticeable time delay will occur (while
engine lube oil passages are being filled) before
cranking motor engagement and engine cranking will
begin. The colder the engine oil temperature, the
longer the time delay will be. In addition, if the truck is
also equipped with an engine starting aid for cold
weather starting, the engine prelube system should
be engaged, first for 5-10 seconds, or until the
A3-24
cranking motor is engaged, before activating the

engine starting aid.
Starting fluid is extremely volatile and flammable!

Use with extreme care.
If the truck is equipped with engine starting aid for
cold weather starting, and ambient temperature is
below -5C (23F), push the engine starting aid
switch in for three seconds, then release. Turn the
key switch to the START position. If the engine does
not start, wait at least 15 seconds before repeating
the procedure.
Do not crank an electric cranking motor for more than
30 seconds. Allow two minutes for the motor to cool
before attempting to start the engine again. Severe
damage to the cranking motor may result from
overheating.
5. The truck cannot be push started. Transmission
lube and control systems are inoperative when
the engine is not running.
6. When jumping battery power from one truck to
another, all switches must be OFF prior to making any connections. Be certain to maintain correct polarity. Connect one lead of the booster
cable to the 24V positive (+) post of battery
needing assist, and the other lead of the
booster cable to the 24V positive (+) post of the
auxiliary battery. Connect one lead of the second booster cable to the 24V negative (-) post
of the auxiliary battery and then connect the
other lead of the booster cable to a good frame
ground on the disabled truck away from the battery needing assist. This procedure will avoid
the possibility of causing sparks near the battery where explosive gases may be present.
NOTE: HD1500-5 trucks are equipped with four 12

volt batteries connected in series and parallel to
provide 24 volt output. Be certain to maintain correct
voltage and polarity when connecting booster cables.
Damage to electrical components may result if
voltage and polarity are not correct.
8/04 A03015
AFTER THE ENGINE HAS STARTED

After the engine has been started, operate at approximately 1000 rpm, until the coolant temperature
gauge is indicating "normal" (green) range.
Become thoroughly familiar with the steering, braking, and emergency controls.
During the following safety checks, if actuation

or release of any steering, brake or emergency
control circuit does not appear normal, shut the
engine down, immediately, and notify maintenance personnel. Do Not operate the truck until
the system in question is fully operational.
Ensure the area around the truck is clear before
testing.
Retarder
3. With the truck on flat ground, check retarder
operation:
a. Move retarder lever (2, Figure 3-2) to maximum retard position (lever down). Verify
amber service brake lamp (4) in the left pod
illuminates.
b. Move the transmission range selector to the
5 position and gradually increase engine
speed to 1560 rpm. The truck must remain
stationary. (Placing the range selector in 5
ensures the transmission will start in F1.)
c. Reduce engine speed to low idle. Move the
retarder lever to OFF (lever up). The service
brake lamp should turn off. Place range
selector in NEUTRAL.
Steering
1. Test the truck steering in extreme right and left
directions. If the steering system is not operating properly, shut the engine off, immediately.
Determine the problem, and repair before
resuming operation.
NOTE: The steering and brake systems each have
two accumulators that store energy and provide
capability to steer and stop the truck in the event of
an unexpected engine shutdown or pump failure.
As part of the routine maintenance of the vehicle,
one requirement to ensure proper operation of each
system is to maintain proper accumulator nitrogen
pre-charge. Refer to the shop manual for proper
procedures when charging the accumulators.
Service Brake
2. With the truck on flat ground, check for normal
operation of the service (foot) brake:
a. Depress foot brake pedal (1, Figure 3-2).
Verify amber service brake lamp (4) in left
pod illuminates.
b. Move transmission range selector (2, Figure
3-3) to the 5 position and gradually increase
engine speed to 1560 rpm. The truck must
remain stationary. (Placing the range selector in 5 ensures that the transmission will
start in F1.)
c. Reduce engine speed to low idle, release the
service brake and place the range selector in
N. Verify the service brake lamp is off.
A03015 8/04
Parking Brake
4. Check operation of the parking brake:
a. Depress parking brake switch (3, Figure 3-2)
to the ON (applied) position. Verify the red
parking brake lamp (5) in left pod illuminates.
b. Move transmission range selector (2, Figure
3-3) to any position other than N; verify central warning lamp (6) on the left pod flashes.
c. Move transmission range selector to the 5
position and gradually increase engine
speed to 1640 rpm. (Placing the range selector in 5 ensures that the transmission will
start in F1.) The truck must remain stationary. If the truck moves, notify maintenance personnel to adjust the parking
brake. DO NOT operate the truck until the
parking brake is fully operational.
d. Reduce engine speed to low idle. Place the
selector lever in NEUTRAL.
Auxiliary Brake
5. Check operation of the auxiliary brake:
a. Depress auxiliary brake switch (3, Figure 32) to select the ON (applied) position. Verify
the internal red lamp and service brake lamp
illuminate.
b. Move the transmission range selector to 5
and gradually increase engine speed to full
throttle. (Placing the range selector in 5
A3-25
ensures the transmission will start in F1.)

The truck must remain stationary.
7. Ensure the headlights, worklights and taillights

are in proper working order. Good visibility may
prevent an accident. Check the operation of the
windshield wiper and washer.
If the truck moves, notify maintenance personnel

to immediately repair the brakes. DO NOT operate the truck until the auxiliary brake is fully operational.
c. Reduce engine speed to low idle. Place the
range selector lever in NEUTRAL. Switch the
auxiliary brake OFF. Verify the red indicator
lamp and service brake lamp are off.
FIGURE 3-3. CONSOLE CONTROLS

1. Center Console
3. Parking Brake Switch
2. Transmission Range
4. Brake Lock Switch
Selector
FIGURE 3-2. BRAKE SYSTEM CONTROLS

1. Service Brake
2. Retarder Lever
3. Auxiliary Brake Switch
4. Service Brake Lamp

5. Parking Brake Lamp
6. Central Warning Lamp
6. Check the gauges, warning lights and instruments before moving the truck to ensure proper
system operation and proper instrument functioning. Give special attention to braking and
steering circuit warning lights. If warning lights
illuminate, shut down the engine, immediately,
and determine the cause.
A3-26
8. When the truck body is in the dump position, do

not allow anyone beneath it unless the body-up
retaining device is in place.
9. Do not use the fire extinguisher for any purpose
other than putting out a fire! If the extinguisher
is discharged, report the occurrence so the
used unit can be refilled or replaced.
10. Do not allow unauthorized personnel to ride in
the truck. Do not allow anyone to ride on the
ladder or on the deck of the truck.
11. Do not leave the truck unattended while the
engine is running. Shutdown the engine before
leaving the cab.
8/04 A03015
MACHINE OPERATION SAFETY

PRECAUTIONS
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
LOADING
1. Pull into the loading area with caution. Remain
at a safe distance while the truck ahead is being
loaded.
2. Do not drive over unprotected power cables.
If any of the red warning lights illuminate or if any

gauge reads in the red area during truck operation, a malfunction is indicated. Stop the truck as
soon as safety permits, shut down engine if problem indicates and have problem corrected before
resuming truck operation.
1. Always sound the warning horn before moving
the truck. When backing the truck, give a backup signal (three blasts on horn); when starting
forward, two blasts on horn. These signals must
be given each time the truck is moved forward
or backward. Look to the rear before backing
the truck. Watch for, and obey ground spotter's
hand signals before making any reverse movements. The spotter should have a clear view of
the total area at the rear of the truck.
2. Operate the truck only while properly seated
with the seat belt fastened. Keep hands and
feet inside the cab compartment while the truck
is in operation. Keep a firm grip on the steering
wheel at all times.
3. Check the gauges and instrument panel frequently during operation for proper readings.
4. Observe all regulations pertaining to the job
site's traffic pattern. Be alert to any unusual traffic pattern. Match the truck speed to haul road
conditions and slow the truck in congested
areas. Obey the spotter's signals at the shovel
and dump.
3. When approaching or leaving a loading area,

watch for other vehicles and for personnel working in the area.
4. When pulling in under a loader or shovel, follow
the "spotter" or "shovel operator" signals. The
truck operator may speed up loading operations
by observing the location and loading cycle of
the truck being loaded ahead, then following a
similar pattern.
5. The operator should remain in the truck cab
with the engine running while the truck is being
loaded. Place the transmission range selector
in NEUTRAL and apply the brake lock switch.
If the operator must leave the truck cab during

loading, the engine must be shut down and the
parking brake applied. DO NOT use the emergency brake for parking. Remain far enough
away from the truck to avoid being struck by flying material.
6. When the truck is loaded, pull away from the
shovel as quickly as possible, but with extreme
caution.
5. Do not allow the engine to run at idle for

extended periods of time.
6. Check the parking brake periodically during the
working shift. Use the parking brake for parking
only. Do not attempt to apply the parking brake
while the truck is moving!
7. Apply the brake lock switch at the shovel and
dump areas.
8. Proceed slowly on rough terrain to avoid deep
ruts or large obstacles. Avoid traveling close to
soft edges and the edge of the fill area.
9. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
A03015 8/04
A3-27
HAULING
RETARDER OPERATION
1. Always stay alert! Drive with extreme caution

especially when in unfamiliar areas.
2. Govern the truck speed based on road conditions, weather and visibility.
3. Operate the truck with control at all times.
4. Use extreme caution when approaching an
intersection. Maintain a safe distance from
oncoming vehicles.
5. Obey all road signs.
6. Always dim high beam headlights before
approaching other vehicles in operation.
7. Maintain a safe distance when following
another vehicle. Never approach another vehicle from the rear, in the same lane, closer than
15 m (50 ft). When operating on a down grade,
stay at least 30 m (100 ft) away.
8. Before starting down a grade, maintain a speed
that will insure safe operation and provide effective retarding under all conditions.
When descending a known grade with a loaded
truck, the operator should adjust the speed of
the truck if necessary, to preselect a transmission gear range, so that operation can be maintained within the speeds listed on the Retarding
Capacity decal located inside the cab on the left
front cab post (shown below). Either the
retarder control lever or the foot-operated brake
pedal can be used to control the speed of the
truck.
Two lists are provided on the retarding capacity

decal. One a continuous rating, and the second a
short-length rating. Both lists are matched to the
truck at maximum Gross Vehicle Weight.
The continuous numbers on the chart indicate the
combination of speeds and grades which the vehicle
can safely negotiate for an unlimited time or distance.
The short-length numbers listed on the chart indicate
the combination of speeds and grades which the
vehicle can safely negotiate for three minutes. These
speeds are faster than the continuous values, reflecting the thermal capacity of various system components. System components can accept heating at a
higher-than-continuous rate for a short period of
time, beyond which the system would become overheated.
The short-length rating (sometimes called the "threeminute" limit) will successfully accommodate most
downhill loaded hauls. It is necessary to divide haul
road grade segment length by allowable speed to
determine actual time on grade. If actual time on
grade exceeds the allowable amount, the grade will
need to be negotiated at the continuous speed.
Ambient temperature, as well as the prior temperature of the brake cooling oil can affect this number
(the brake cooling oil could already be above the normal range from recent operating conditions).
DO NOT exceed these recommended MAXIMUM

speeds when descending grades with a loaded
truck.
For efficient retarder operation, the operator should:
Maintain engine speed between 2000 - 2100 rpm
When descending a grade, the operator should
apply the retarder lever/foot pedal and observe
both the tachometer and the brake oil
temperature gauge. Engine speed must be
maintained at 2000 - 2100 rpm and the brake
oil temperature must be maintained below
248F (120C).
If the operator observes that either the maximum
engine speed of 2100 rpm or the brake oil temperature of 248F (120C) are about to be exceeded, the
operator should immediately move the transmission
range selector to the next lower range and use,
either the retarder control lever, or the foot-operated
brake pedal, to apply more brake pressure until the
truck is slowed to a speed which will permit the transmission to downshift to the gear range selected.
A3-28
8/04 A03015
Continue this procedure to downshift to the required

gear range to maintain engine speed at 2000 - 2100
rpm and brake oil temperature below 248F (120C).
When the proper gear range is attained, continue to
use the retarder as needed to maintain a safe, productive speed.
If brake oil temperature exceeds 248F (120C), the
brake oil temperature warning light will turn on. As
quickly as safety will permit, bring the truck to a complete stop away from traffic, move the transmission
range selector to NEUTRAL, apply the parking
brake, and operate the engine at high idle.
PASSING
1. Do not pass another truck on a hill or blind
curve!
2. Before passing, make sure the road ahead is
clear. If a disabled truck is blocking your lane,
slow down and pass with extreme caution.
3. Use only the areas designated for passing.
Continue to operate the engine at high idle until the

brake oil temperature warning light turns off and
brake oil temperature cools to below 248F (120C).
If the temperature does not return to this range within
a few minutes, report the condition immediately to
maintenance personnel and wait for further instructions before moving truck.
9. When operating the truck in darkness or when
visibility is poor, do not move the truck unless
the headlights are on. Do not back up if the
back-up horn or lights are inoperative.
10. When backing the truck, give a back-up signal
(three blasts on horn); when starting forward,
two blasts on horn. These signals must be
given each time the truck is moved forward or
backward.
11. Do not stop or park on a haul road unless
unavoidable. If you must stop, move the truck to
a safe place, apply the parking brake, shut
down the engine, block the wheels securely and
notify maintenance personnel for assistance.
12. If the warning light for low steering pressure illuminates during operation, steer the truck immediately to a safe stopping area away from other
traffic, if possible. Refer to item 11 above.
13. Report adverse haul road conditions, immediately. Muddy or icy roads, pot holes or other
obstructions can present hazards.
14. Cab doors should remain closed at all times
while the truck is in motion or unattended.
15. Check for flat tires periodically during the shift. If
the truck has been run on a flat tire, it must not
be parked in a building until the tire cools.
A03015 8/04
A3-29
DUMPING
Raising the Dump Body
1. Pull into the dump area with extreme caution.

Make sure the area is clear of persons and
obstructions, including overhead utility lines.
Obey signals directed by the spotter, if present.
Avoid unstable areas. Stay a safe distance from
the edge of a dump area. Position the truck on a
solid, level surface before dumping.
As the body raises, the truck Center of Gravity

(CG) will move. The truck must be on a level surface to prevent tipping / rolling!
2. Carefully maneuver the truck into dump position. When backing the truck into dump position,
use only the foot-operated brake pedal to stop
and hold the truck.
3. When in the dump position, place the transmission range selector in NEUTRAL, and apply the
brake lock switch.
The dumping of very large rocks (10% of payload,

or greater) or sticky material (loads that do not
flow freely from the body) may allow the material
to move too fast and cause the dump body to
move rapidly and suddenly. This sudden movement may jolt the truck violently and cause possible injury to the operator, and/or damage to the
hoist cylinders, frame, and/or the dump body
hinge pins. If it is necessary to dump this kind of
material, refer to the CAUTION in the following
procedure:
4. Pull hoist control lever (1, Figure 3-4) back to
the RAISE position (4) and release the lever.
(Releasing the hoist lever anywhere during the
Hoist Up/RAISE operation will place the dump
body in HOLD at that position.)
5. Raise engine rpm to accelerate the hoist speed.
Refer to the CAUTION below.
When the body is near the maximum angle,
reduce engine rpm in order to reduce the shock
load to the hydraulic system and hoist cylinders.
FRONT OF TRUCK
FIGURE 3-4. HOIST CONTROL VALVE
1. Hoist Control Lever
2. FLOAT/HOLD Position
3. DOWN Position
4. RAISE Position
5. Center Console
If dumping very large rocks or sticky material as

described in WARNING above, slowly accelerate
engine rpm to raise the dump body. When the
material starts to move, release hoist lever to
HOLD position. If the material does not continue
moving and clear the dump body, repeat this procedure until material has cleared the body.
6. When the dump body rises to the desired position, release the hoist control lever (it will return
to the HOLD position). If desired to raise the
body further, move the dump lever again to the
RAISE position and the dump body will rise until
the hoist cylinders are fully extended.
(Releasing the hoist lever anywhere during the
Hoist Up/RAISE operation will place the dump
body in HOLD at that position.)
A3-30
8/04 A03015
SAFE PARKING PROCEDURES
Lowering The Dump Body

7. After material being dumped clears the body,
lower the body to the frame by moving the hoist
control lever forward to the DOWN position and
the dump body will start to move down.
The operator must continue the use of safety precautions when preparing for parking and engine shutdown.
8. Releasing the lever completely will automatically return it to the FLOAT position. The body
will then move down under its own weight. If
dumped material builds up at body tailgate and
body cannot be lowered, shift transmission
range selector to DRIVE, release the brake lock
switch, and drive forward to clear the material.
Stop, shift the transmission range selector to
NEUTRAL, apply the brake lock switch and
lower the dump body. See NOTE below.
Any questionable truck performance the operator

may have noticed must be checked by maintenance
personnel before the truck is released for another
shift.
The truck is not to be moved

with the dump body raised
except in the event of an emergency. Failure to lower the
dump body before moving the
truck may cause damage to the
hoist cylinders, frame and/or
body hinge pins.
NOTE: When traveling, always place the dump lever
in the FLOAT position, regardless of whether or not
the truck is loaded.
If the transmission range selector is moved to any
position other than NEUTRAL when the dump lever
is not in the FLOAT position, the central warning
lamp will flash and the alarm buzzer will sound
intermittently.
9. With the body returned to the frame, move the
transmission range selector to DRIVE, release
the brake lock switch, and carefully exit the
dump area.
A03015 8/04
1. The truck should be parked on level ground,

when possible. If parking must be done on a
grade, the truck should be positioned perpendicular to the grade.
2. The parking brake must be applied and/or
chocks placed fore/aft of the wheels so that the
truck cannot roll. Each truck should be parked
at a reasonable distance from one another.
3. Haul roads are not safe parking areas. In an
emergency, choose the safest spot most visible
to other machines in the area. If the truck
becomes disabled where traffic is heavy, mark
the truck with warning flags in daylight, or with
flares at night.
SHUTDOWN PROCEDURE
The following sequence of shutdown procedure is
important and should be followed at each shutdown.
1. Stop the truck, and reduce engine rpm to low

idle. Place the transmission range selector in
NEUTRAL, and apply the parking brake.
2. Allow the engine to cool gradually by operating
at low idle for 3 to 5 minutes.
3. Turn the keyswitch to the OFF position to stop
the engine.
4. Close and lock all windows, remove the key
from the key switch and lock the cab to prevent
possible unauthorized truck operation.
5. Dismount the truck, properly.
A3-31
SUDDEN LOSS OF ENGINE POWER

If the engine suddenly stops operating, stored
hydraulic pressure in the brake and steering accumulators enables temporary operation of the steering
and brake functions. Accumulator oil supply is limited, however, so it is important to stop the truck as
quickly and safely as possible after the loss of engine
power. When pressures drop to a pre-determined
level, the "low brake pressure" and low steering
pressure warning lights will illuminate and a buzzer
will sound. If the brake pressure continues to
decrease, the "auto-apply" feature will activate and
the service brakes will apply automatically to stop the
truck.
Bring the truck to a safe stop as quickly as possible
by using the foot pedal to apply the service brakes. If
possible, steer the truck to the side of the road during
braking. Apply the parking brake as soon as the truck
comes to a complete stop. Turn the key switch OFF
and notify maintenance personnel, immediately.
If the truck becomes disabled in a high-traffic area,
mark the truck with warning flags during daylight
hours, and flares at night.
Secondary Steering And Braking

The steering and brake systems each have accumulators that store energy and provide capability to
steer and stop the truck in the event of an unexpected engine shutdown or pump failure.
As part of the routine maintenance of the vehicle,
one requirement to ensure proper operation of each
system is to maintain proper accumulator nitrogen
pre-charge. Refer to the shop manual for proper procedures when charging the accumulators.
Audible and visual warnings will alert the operator if
accumulator pressures drop below the preset values
during operation.
DISABLED TRUCK DUMPING

PROCEDURE
Sometimes it is necessary to dump a load from the
body of a disabled truck when the hoist system is
inoperable. The following instructions describe the
use of a "good" truck to provide the hydraulic power
required to raise the body of a "disabled" truck to
dump the load.
Figure 3-5 shows the quick disconnect fittings on a
hoist manifold for connecting the hoist circuits
between trucks.
Hookup
Be certain there is an adequate, clear area to dump
the loaded dump body.
1. Safely park the good truck as close as possible
to the disabled truck. When the good truck is in
position next to the disabled truck, shut off the
engine.
2. Bleed pressure from the brake accumulators,
steering accumulators, and hydraulic tanks on
each truck.
3. Attach a hose from the power up quick disconnect on the good truck to the power down circuit
on the disabled truck. (Hoses must be rated to
withstand 197 kg/cm2 (2800 psi) or greater
pressure.
NOTE: The power down circuit uses a smaller
diameter hose (tube) than the power up circuit.
4. Connect another hose from the power down
quick disconnect on the good truck to the power
up circuit on the disabled truck.
Raising the Body

5. Move the hoist control lever on the disabled
truck to the HOLD position. Leave the lever in
this position during the entire procedure.
6. Adjust the power down relief setting on the
good truck to the maximum setting. On
HD1500-5 trucks, the power down relief valve
(1, Figure 3-5) is located on pilot valve (2) which
is inside of the brake cabinet on the lower RH
side. Gently, turn the adjustment screw clockwise, until it bottoms out. (Count the exact number of turns that the adjustment screw is turned,
and note for later adjustment.)
7. Start the engine on the good truck, and adjust
the engine speed to 1000 rpm.
A3-32
8/04 A03015
Lowering the Body

9. After the load has been emptied from the body,
release the hoist control lever. The body of the
disabled truck should immediately begin floating
downward.
If any residual material left in the body prevents
lowering, perform the following:
a. Place the good truck hoist lever in the
POWER UP position, and monitor the body
of the disabled truck for downward movement. The body of the good truck may rise a
small amount during this step.
b. Once the body of the disabled truck begins
downward, move the hoist control all the way
forward, and then release. The lever should
then be in the FLOAT position.
FIGURE 3-5. POWER DOWN RELIEF VALVE
1. Power Down Relief
2. Hoist Pilot Valve
8. Place the hoist control in the POWER DOWN
position, and continue to hold in this position
until the hoist cylinders reach full extension.
Increase engine speed as necessary.
10. Shut off the engine. Bleed pressure from the

brake accumulators, steering accumulators,
and the hydraulic tanks on each truck.
11. Disconnect the hoses from each truck.
12. Re-adjust the relief valve setting on the good
truck. (Turn the screw counter-clockwise the
same number of turns as was noted earlier in
this procedure.) The power down relief valve on
a HD1500-5 machine should be set at 105.5 kg/
cm2 (1500 psi).
Do Not move the hoist control from the POWER

DOWN position until full extension is reached.
Do Not attempt to move the lever to the HOLD
position during this procedure.
FIGURE 3-6. HOIST CIRCUIT QUICK DISCONNECT FITTINGS

1. Power Down Circuit
A03015 8/04
2. Power Up Circuit
A3-33
DISABLED TRUCK STEERING AND

BRAKING
it is necessary to use the brakes sparingly when

possible.
During towing, it may be necessary to steer and stop

a disabled truck using hydraulic power from the tow
truck. The following instructions describe the use of a
"good" truck to provide the hydraulic power required
to steer and stop a "disabled" truck.
It may be necessary to drain oil from the disabled truck if the hydraulic tank inherits too
much oil.
Figure 3-8 illustrates a typical hookup with another

HD1500-5. Figure 3-7 shows the location of the quick
disconnects on the bleeddown manifold.
1. When the good truck is in position in front of the

disabled truck, shut off the engine, and apply
the parking brake.
12. When the trucks have reached their destination,

shut the engine off, and apply the parking brake
on each truck.
13. Ensure the steering accumulator pressure is
bled down before removal of the hoses. Attempt
to steer each truck to verify no pressure
remains in the system.
2. Bleed any pressure from the steering accumulators on each truck. Verify no pressure exists
by attempting to steer each machine.
3. Connect the supply and return hoses to the
quick disconnects on each bleeddown manifold.
Route and secure the hoses in a safe fashion
that will prevent hose damage during machine
movement.
4. Install pressure gauges in the brake supply circuit on both trucks for verification of proper
brake system pressures after machine start up.
5. Position the retarder lever on the bad truck in
the OFF position. DO NOT use the retarder
lever during machine towing.
6. Turn the disabled truck keyswitch to the ON
position. This prevents oil transfer between
trucks from the retarder command circuit.
7. Start the good truck, and allow the engine to
operate for a minimum of three minutes.
8. Verify proper brake system pressures on both
trucks: 2750 psi (18, 960 kPa).
9. Slowly operate the steering wheel on each truck
to check steering function. Slow movement will
allow any trapped air to bleed out of the system.
10. Check all hydraulic connections for leakage
before machine travel.
11. If no problems are evident, proceed to move the
machines.
FIGURE 3-7. STEERING QUICK DISCONNECTS

1. Bleeddown
Manifold
2. Supply Port
3. Return Port
Travel speed should be equal to normal human

walking speed. When necessary, steer the
machine slowly while keeping turns at 1/4 revolution/second or less.
NOTE: Each braking application and release on
the disabled truck transfers the release oil from
the good truck to the disabled truck. Therefore,
A3-34
8/04 A03015
A03015 8/04
A3-35
FIGURE 3-8. GOOD TRUCK / DISABLED TRUCK STEERING AND BRAKING HOOKUP
TOWING
Prior to towing a truck, many factors must be

carefully considered. Serious personal injury
and/or significant property damage may result if
important safety practices, procedures, and
preparation for moving heavy equipment are not
observed. Always use extreme care when towing
a disabled truck.
Towing a machine is only advised for short
distances. For longer distances, the machine
must be hauled.
All precautions must be observed to protect
the operators in the event of wire rope
breakage.
For the HD1500-5, wire rope capable of towing
77,110 kg (170,000 lbs) is required.
An observer must be positioned in a safe
location during towing for signalling to the
operators.
Towing speed must not exceed 2 km/h (1.2
mph).
Tow rope angles must not exceed 10.
Observe all precautions outlined in this manual,
as well as local regulations. Refer to the following steps when towing is necessary:
b. If the truck is disabled because of a suspected final drive problem, both right and left
planetary sun gears/drive axles must be
removed before towing. (Refer to Section G,
Final Drive, for more information.)
Extensive secondary damage may occur

to final drive components and/or the
transmission, if the truck is towed without first removing the sun gears/drive
axles.
Ensure all debris and damaged components have been removed before moving
the truck. Failure to remove debris or
damaged components may result in further damage.
c. If the truck is disabled because of a suspected transmission problem, remove the

drive shaft between the transmission and the
differential case (if final drive sun gears have
not been removed).
1. Block the disabled truck to prevent movement

while preparing the truck for towing and attaching the wire rope and other connections.
4. Use the tow eyes installed under the front

frame/bumper for towing from the front of the
disabled truck. Both tow hooks must be used.
Use the tow pin on the rear axle when pulling
the disabled truck from the rear.
2. Verify the towing capacity of the wire rope (it

must be capable of towing 77,110 kg (170,000
lbs)). Verify the rope is in good condition showing no indications of damage or wear.
5. If the engine of the disabled truck is operational,

start the engine before towing to release the
parking brake, and to enable steering and braking functions.
3. Determine the primary reason that the truck is

disabled.
6. If the engine is NOT operable, hydraulic power

for steering, braking and transmission lubrication will not be available.
a. If the truck is being towed because of engine

failure, certain precautions must be
observed. The loss of hydraulic power due to
engine failure requires the use of hydraulic
power from the tow machine, or an auxiliary
power unit, to supply hydraulic power.
Hydraulic power is necessary to dump a load
before towing, for steering and braking functions, and to release the spring applied parking brake. Refer to Disabled Truck Dumping
and Disabled Truck Steering and Braking in
this chapter for more information on hookup.
A3-36
Install the necessary hydraulic connections

between the towing vehicle and the disabled
truck to provide hydraulic power. Refer to Disabled Truck Steering and Braking.
7. If the body of the disabled truck contains a load,
dump the load before towing. If the engine is not
operational, refer to Disabled Truck Dumping.
8/04 A03015
8. Remove all blocking, and release the disabled

truck brakes. Begin towing the disabled truck.
The observer should signal the operators to
stop the tow if any signs of danger or damage
are evident.
Do not exceed 2 km/h (1.2 mph) when towing

another truck.
Smooth and gradual truck movement is
essential during towing. Sudden movement
may cause wire rope failure leading to injury
and/or truck damage.
Minimize the tow angle at all times - Never
exceed 10 in any direction, vertically or
horizontally. The towed truck must be steered
in the direction of the wire rope.
Consult your area Komatsu service representative
for any questions or concerns about towing a disabled truck.
A03015 8/04
A3-37
NOTES
A3-38
8/04 A03015
WARNINGS AND CAUTIONS

The following pages give an explanation of the Warning, Caution, and Service Instruction plates and decals
attached to the HD1500-5 truck. The plates and decals listed here are typical of this truck model, but because of
customer options, individual trucks may have plates and decals that are different from those shown here.
The plates and decals must be kept clean and legible. If any decal or plate becomes unable to be read or damaged, it should be replaced with a new one.
A warning decal is located at the lower right side of

the instrument panel and below the key switch. The
warning stresses the importance of reading the operator's manual before operation.
A grade/speed plate showing retarding capacities is

located on the left front post of the operator's cab and
provides the recommended MAXIMUM speeds to be
used when descending various grades with a loaded
truck.
A warning decal is located to the far right of the

instrument panel and below the auxiliary brake
switch.
Depress the center button to apply the auxiliary
brake. The red lamp will illuminate.
Pull the button out to release the auxiliary brake; the
light will turn off.
Refer to Operating Instructions - Hauling/Retarder

Operation, in the Operation and Maintenance Manual
for complete details regarding the use of the information on this chart.
When the auxiliary brake switch is activated, full,

unmodulated hydraulic brake pressure is applied
to all wheels. The parking brake is also applied.
Always refer to the decal in the operator's cab.

This decal may change with optional truck equipment such as: tire sizes, etc.
Never apply the auxiliary brake switch when the

truck is moving, except as an emergency measure.
A04038 08/04
Warnings and Cautions
A4-1
A plate attached to the right rear corner of the cab states the Rollover Protective Structure and Falling Object Protective Structure meets various SAE performance requirements.
! WARNING ! Do not make modifications to this structure, or attempt to repair damage without written
approval from the Manufacturer. Unauthorized repairs will void certification.
Danger plates are mounted on each suspension and

accumulator cylinder. These plates warn that the
suspensions and accumulators are charged with high
pressure nitrogen. No servicing of any kind should be
attempted until the service manual has been referenced and proper and safe procedures are followed.
Warning plates are attached to both the hydraulic

tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
body-up retention cable is in position.
A4-2
08/04 A04038
A plate is mounted on the left hand side of the transmission oil pan to provide instructions for proper
transmission oil level check.
1. Engine Stopped:
Oil level must be visible in upper part of sight
gauge (STOP) between "H" and "L" to be sure
there is sufficient oil to safely operate transmission when engine is stopped, or if transmission
oil is cold (engine has been stopped for 8 hours
or more).
Check oil level again, as described below, when
transmission oil reaches operating temperature.
2. Engine Running:
Oil level must be visible in lower part of sight
gauge (turtle) between "H" and "L".
Check transmission oil level with:
truck parked on level surface,
engine running at low idle,
transmission in NEUTRAL, "N", and
transmission oil at normal operating
temperature:
Add clean oil as required through transmission
oil filler tube at left rear of transmission.
Warning plates are mounted on the truck frame in

front of and to the rear of both front tires to alert all
persons to stay clear when the truck is being steered.
A warning plate is mounted on top of the radiator

surge tank cover near the radiator cap.The engine
cooling system is pressurized. Always turn the key
switch off and allow the engine to cool before removing radiator cap. Unless the pressure is first released,
removing the radiator cap after the engine has been
running for a time will result in the hot coolant being
expelled from the radiator. Serious scalding and
burning can result.
Service personnel should use caution when servicing radiator. The system is pressurized
because of thermal expansion of coolant. DO
NOT remove the radiator cap while the engine is
hot. Severe burns may result.
A04038 08/04
A4-3
A plate on the side of the hydraulic tank furnishes

instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen chances of
system contamination. Service the tank with clean
Type C-4 hydraulic oil. All oil being put into the
hydraulic tank should be filtered through 3 micron filters.
A caution decal is attached below the hydraulic tank

oil level sight gauge. Check level with body down,
engine stopped, and key switch OFF (to assure pressure has been relieved from system) before removing filler cap. Add oil per filling instructions, if oil level
is below top of sight glass.
A warning plate is attached to the frame above the

hydraulic system (APU) quick disconnect fittings to
alert technicians that high pressure hydraulic oil is
present during operation. Care must be taken when it
is necessary to open the hydraulic system. There is
always a chance of residual pressure being present.
Open fittings slowly to allow any pressure to bleed off
before removing any connections.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
A4-4
08/04 A04038
A plate is located next to filler cap on fuel cap which

specifies diesel fuel only. Refer to the Engine Operation and Maintenance Manual.
Attached to the interior of battery box lid is a danger

plate. This plate stresses the need to keep from making any sparks near the battery. When another battery or 24VDC power source is used for auxiliary
power, all switches must be OFF prior to making any
connections. When connecting auxiliary power
cables, positively maintain correct polarity; connect
the positive (+) leads together and then connect the
negative (-) lead of the auxiliary power cable to a
good frame ground. Do not connect to the negative
post of the truck battery or near the battery box. This
hookup completes the circuit but minimizes danger of
sparks near the batteries. Sulfuric acid is corrosive
and toxic. Use proper safety gear, goggles, rubber
gloves and rubber apron when handling and servicing batteries. Avoid contact with skin, eyes or clothing. In event of accident, immediately flush with
plenty of water and call a physician. KEEP OUT OF
REACH OF CHILDREN!
These decals are placed on the top of the battery box
and near the battery disconnect switches to indicate
that the battery system (24VDC) is a negative (-)
ground system. This decal is placed above the battery disconnect switches on the right side of the battery box to indicate OFF and ON positions of the
switches.
A caution plate is located on the side of the battery

box.
These instructions must be followed when welding is
done on the truck to avoid damage to the electronic
components.
A04038 08/04
A4-5
A product identification plate is located on the right hand frame rail near the front bumper. This lists the vehicle
model number, maximum G.V.W. and Product Identification Number. The Product Identification Number (vehicle
serial number) contains information which will identify the original manufacturing bill of material for this unit. This
complete number will be necessary for the proper ordering of many service parts and/or warranty consideration.
The lubrication chart is located on the left hand front fender behind the ladder. Refer to Maintenance - Section 40,
Lubrication and Service, for more complete lubrication instructions.
A4-6
08/04 A04038
STANDARD TABLES
This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard
units in parentheses. References throughout the manual to standard torques or other standard values will be to
one of the following tables.
For values not shown in any of the charts or tables, standard conversion factors for most commonly used measurements are provided in Tables I and XVII.
NOTE: Portions of this truck may be assembled with SAE (U.S.) hardware.
BE SURE TO REFER TO THE CORRECT TABLE!
INDEX OF TABLES
TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page
TABLE I
COMMON CONVERSIONS
METRIC -to- ENGLISH . . . . . . . 12-1
TABLE II
STANDARD TIGHTENING TORQUE

For Capscrews and Nuts. . . . . . . 12-2
TABLE III
STANDARD TIGHTENING TORQUE

For Split Flange Bolts . . . 12-2
TABLE IV
TIGHTENING TORQUE FOR

Flared Tube And Hose Fittings . . . . 12-2
TABLE V TEMPERATURE CONVERSIONS . 12-3

TABLE VI
TABLE VII
TORQUE CONVERSIONS
kilogram.meters to foot pounds . . . 12-3
TORQUE CONVERSIONS
kilogram.meters to Newton.meters. . 12-3
TABLE I. COMMON CONVERSION MULTIPLIERS

METRIC To ENGLISH
TO
Multiply
By
millimeter (mm)
inch in.
0.0394
centimeter (cm)
To Convert From
inch in.
0.3937
meter (m)
foot ft.
3.2808
meter (m)
yard yd.
1.0936
kilometer (km)
mile mi.
0.6210
sq. in. in.2
0.1550
sq. ft.
ft.2
0.001
cu. in.
in.3
0.061
61.02
35.314
cu. ft. ft.
0.0353
sq. centimeters (cm2)

sq. centimeters (cm
2)
cu. centimeters (cm
3)
liters (l)
cu. in. in.

3
TABLE VIII
TABLE IX
TABLE X
PRESSURE CONVERSIONS
kg/cm2 to (psi) . . . . . . . . . . . 12-4
kg/cm2 to kPa . . . . . . . . . . . 12-4
psi to kPa . . . . . . . . . . . . . 12-4
SEALANTS AND ADHESIVES . . . . . . . . . . . . . 12-5
cu. meters (m )
liters (l)
grams (g)
milliliter (ml)
kilogram (kg)
Newton (N)
cu. ft. ft.
ounce oz.
0.0353
fluid ounce fl. oz.
0.0338
pound (mass)
2.2046
pound (force) lbs.
0.2248
Newton.meters (N.m)
kilogram.meters (kg.m)
0.102
Newton.meters (N.m)
ft. lbs. (force)
0.7376
TABLE XI STANDARD TIGHTENING TORQUE

For SAE Capscrews and Nuts . . . . . 12-6
ft. lbs. (force)
7.2329
Newton.meters (N.m)
9.807
TABLE XII STANDARD ASSEMBLY TORQUE

12-Pt, Grade 9, Capscrews (SAE) . . . . 12-6
Kilopascals (kPa)
psi (pressure)
0.1450
megapascals (MPa)
psi (pressure)
145.038
TABLE XIII
kilograms/cm2 (kg/cm2)
psi (pressure)
14.2231
kilograms/cm2 (kg/cm2)
kilopascals (kPa)
98.068
JIC Swivel Nuts

Torque Chart (SAE) . . . . . . . . 12-7
TABLE XIV Pipe Thread Torque Chart (SAE) . 12-7
kilogram (kg)
ton (short)
0.0011
TABLE XV O-Ring Boss Torque Chart (SAE) . 12-7
metric ton
ton (short)
1.1023
liters (l)
quart qt.
1.0567
liters (l)
gallon gal.
0.2642
Watts
HP (horsepower)
0.00134
kilowatts (kw)
HP (horsepower)
1.3410
TABLE XVI
O-Ring Face Seal

Torque Chart (SAE) . . . . . . . . . 12-7
TABLE XVII COMMON CONVERSIONS

ENGLISH -to- METRIC . . . . . . . 12-8
A05005 09/04
Standard Tables
A5-1
TABLE II. STANDARD TIGHTENING TORQUE FOR

METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY
Foot Pounds
Newton meters
Kilogram meters
(ft.lbs.)
(N.m)
(kg.m)
Tolerances 10%
Tolerances 10%
Tolerances 10%
1.35
13.2
10
3.2
31.4
23
6.7
65.7
48
11.5
112
83
18.0
177
130
28.5
279
206
39.0
383
282
56.0
549
405
76.0
745
550
94.5
927
684
135
1320
975
175
1720
1266
225
2210
1630
280
2750
2025
335
3280
2420
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
Capscrew Thread
Diameter
(mm)
6
8
10
12
14
16
18
20
22
24
27
30
33
36
39
Width
Across Flat
(mm)
10
13
17
19
22
24
27
30
32
36
41
46
50
55
60
TABLE III. TIGHTENING TORQUE FOR

SPLIT FLANGE BOLTS
Foot Pounds
Newton meters
Kilogram meters
(ft.lbs.)
(N.m)
(kg.m)
Tolerances 10%
Tolerances 10%
Tolerances 10%
6.7
65.7
48
11.5
112
83
28.5
279
206
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
Capscrew Thread
Diameter
(mm)
10
12
16
Width
Across Flat
(mm)
14
17
22
TABLE IV. TIGHTENING TORQUE FOR

FLARED TUBE AND HOSE FITTINGS
Thread
Diameter of Nut
(mm)
14
18
22
24
30
33
36
42
A5-2
Width
Across Flat
(mm)
19
24
27
32
36
41
46
55
Kilogram meters
(kg.m)
Tolerances 10%
2.5
5
8
14
18
20
25
30
Standard Tables
Newton meters
(N.m)
Tolerances 10%
25
50
80
140
175
195
245
295
Foot Pounds
(ft.lbs.)
Tolerances 10%
18
36
58
101
130
145
180
215
09/04 A05005
TABLE V. TEMPERATURE CONVERSIONS

Formula: F - 32 1.8 = C or C x 1.8 + 32 = F
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
CELSIUS
FAHRENHEIT
C
F
C
F
C
F
121
250
482
63
145
293
4
40
104
118
245
473
60
140
284
2
35
95
116
240
464
57
135
275
1
30
86
113
235
455
54
130
266
4
25
77
110
230
446
52
125
257
7
20
68
107
225
437
49
120
248
9
15
59
104
220
428
46
115
239
12
10
50
102
215
419
43
110
230
15
5
41
99
210
410
41
105
221
18
0
32
96
205
401
38
100
212
21
5
23
93
200
392
35
95
293
23
10
14
91
195
383
32
90
194
26
15
5
88
190
374
29
85
185
29
20
4
85
185
365
27
80
176
32
25
13
82
180
356
24
75
167
34
30
22
79
175
347
21
70
158
37
35
31
77
170
338
18
65
149
40
40
40
74
165
329
15
60
140
43
45
49
71
160
320
13
55
131
46
50
58
68
155
311
10
50
122
48
55
67
66
150
302
7
45
113
51
60
76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C) or Fahrenheit (F). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C) or read to the right to convert to degrees Fahrenheit (F). If
starting with a known temperature (either C or F), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
TABLE VI. TORQUE CONVERSIONS
kilogram.meter - kg.m To Foot Pounds - (ft.lbs.)
1 kg.m=7.2339 ft.lbs.
kg.m
(ft.lbs)
7.23
14.5
21.7
28.9
36.2
43.4
50.6
57.9
65.1
10
72.3
79.6
86.8
94.0
101.3
108.5
115.7
123.0
130.2
137.4
20
144.7
151.9
159.1
166.4
173.6
180.8
188.1
195.3
202.5
209.8
30
217.0
224.2
231.5
238.7
245.9
253.2
260.4
267.6
274.9
282.1
40
289.3
296.5
303.8
311.0
318.2
325.5
332.7
339.9
347.2
354.4
50
361.6
368.9
376.1
383.3
390.6
397.8
405.0
412.3
419.5
426.7
60
434.0
441.2
448.4
455.7
462.9
470.1
477.4
484.6
491.8
499.1
70
506.3
513.5
520.8
528.0
535.2
542.5
549.7
556.9
564.2
571.4
80
578.6
585.9
593.1
600.3
607.6
614.8
622.0
629.3
636.5
643.7
90
651.0
658.2
665.4
672.7
679.9
687.1
694.4
701.6
708.8
716.1
TABLE VII. TORQUE CONVERSIONS

kilogram meter - kg.m To Newton meters (N.m)
1 kg.m=9.807 N.m
kg.m
(N.m)
9.8
19.6
29.4
39.2
49.0
58.8
68.6
78.5
88.3
10
98.1
107.9
117.7
127.5
137.3
147.1
156.9
166.7
176.5
186.3
20
196.1
205.9
215.8
225.6
235.4
245.2
255.0
264.8
274.6
284.4
30
294.2
304.0
313.8
323.6
333.4
343.2
353.1
362.9
372.7
382.5
40
392.3
402.1
411.9
421.7
431.5
441.3
451.1
460.9
470.7
480.5
50
490.4
500.2
510.0
519.8
529.6
539.4
549.2
559.0
568.8
578.6
60
588.4
598.2
608.0
617.8
627.6
637.5
647.3
657.1
666.9
676.7
70
686.5
696.3
706.1
716.0
725.7
735.5
745.3
755.1
764.9
774.8
80
784.6
794.4
804.2
814.0
823.8
833.6
843.4
853.2
863.0
872.8
90
882.6
892.4
902.2
912.1
921.9
931.7
941.5
951.3
961.1
970.9
A05005 09/04
Standard Tables
A5-3
TABLE VIII. PRESSURE CONVERSIONS

kilograms/cm2 (kg/cm2)To pounds per sq. in. (psi)
2
1 kg/cm =14.2231 psi
kg/cm2
(psi)
14.2
28.4
42.7
56.9
71.1
85.3
99.6
113.8
128.0
10
142.2
156.5
170.7
185.0
199.1
213.3
227.6
241.8
256.0
270.2
20
284.5
298.7
312.9
327.1
341.4
355.6
369.8
384.0
398.2
412.5
30
426.7
440.9
455.1
469.4
483.6
497.8
512.0
526.3
540.5
554.7
40
568.9
583.1
597.4
611.6
625.8
640.0
654.3
668.5
682.7
696.9
50
711.2
725.4
739.6
753.8
768.0
782.3
796.5
810.7
824.9
839.2
60
853.4
867.6
881.8
896.1
910.3
924.5
938.7
952.9
967.2
981.4
70
995.6
1009.8
1024.1
1038.3
1052.5
1066.7
1081.0
1095.2
1109.4
1123.6
80
1137.8
1152.1
1166.3
1180.5
1194.7
1209.0
1223.2
1237.4
1251.6
1265.9
90
1280.1
1294.3
1308.5
1322.7
1337.0
1351.2
1365.4
1379.6
1393.9
1408.1
TABLE IX. PRESSURE CONVERSIONS

2
2
kilograms/cm (kg/cm )To kilopascals (kPa)
2
1 kg/cm =98.068 kPa
kg/cm
(kPa)
98
196
294
392
490
588
686
785
883
10
981
1079
1177
1275
1373
1471
1569
1667
1765
1863
20
1961
2059
2157
2256
2354
2452
2550
2648
2746
2844
30
2942
3040
3138
3236
3334
3432
3530
3629
3727
3825
40
3923
4021
4119
4217
4315
4413
4511
4609
4707
4805
50
4903
5001
5100
5198
5296
5394
5492
5590
5688
5786
60
5884
5982
6080
6178
6276
6374
6472
6571
6669
6767
70
6865
6963
7061
7159
7257
7355
7453
7551
7649
7747
80
7845
7944
8042
8140
8238
8336
8434
8532
8630
8728
90
8826
8924
9022
9120
9218
9316
9415
9513
9611
9709
TABLE X. PRESSURE CONVERSIONS

Pounds/sq. in. [psi] To kilopascals (kPa)
Formula: psi x 6.895 = kPa
psi
(kPa)
6.895
13.79
20.68
27.58
34.47
41.37
48.26
55.16
62.05
10
68.95
75.84
82.74
89.63
96.53
103.42
110.32
117.21
124.1
131.0
20
137.9
144.8
151.7
158.6
165.5
172.4
179.3
186.2
193.1
200.0
30
206.8
213.7
220.6
227.5
234.4
241.3
248.2
255.1
262.0
268.9
40
275.8
282.7
289.6
296.5
303.4
310.3
317.2
324.1
331.0
337.9
50
344.7
351.6
358.5
365.4
372.3
379.2
386.1
393.0
399.9
406.8
60
413.7
420.6
427.5
434.4
441.3
448.2
455.1
462.0
468.9
475.8
70
482.6
489.5
496.4
503.3
510.2
517.1
524.0
530.9
537.8
544.7
80
551.6
558.5
565.4
572.3
579.2
586.1
593.0
599.9
606.8
613.7
90
620.5
627.4
634.3
641.2
648.1
655.0
661.9
668.8
675.7
682.6
NOTE: Tables such as Table VI, VII, VIII, IX and X may be used as in the following example:
Example: Convert 955 kg.m to foot pounds (ft.lbs.).
1. Select Table VI.
2. Go to kg.m row 90, column 5; reads 687.1
95 kg.m = 687.1 ft.lbs.
3. Multiply by 10:
950 kg.m = 6871 ft.lbs.
A5-4
4. Go to kg.m row 0, column 5; reads 49.0

5 kg.m = 49 ft.lbs. Add to step 3.
5. 950 + 5 kg.m = 6871 + 49 = 6920 ft.lbs.
955 kg.m = 6920 ft.lbs.
Standard Tables
09/04 A05005
Sealants and Adhesives

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

Nomenclature
Adhesives
Code
Part Number
LT-1A
TB1521
LT-1B
790-129-9050
LT-2
VE7533
Used to apply rubber pads, rubber gaskets and cork plugs.
Used as adhesive or sealant for metal, glass and plastic.
LG-1
Used with gaskets and packings to increase sealing effect.
LG-3
1400266H1
Heat-resistant gasket for precombustion chambers and exhaust piping.
LG-4
1400265H1
Used by itself on mating surfaces on the final drive and transmission

cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
LG-5
790-129-9080
Used by itself to seal grease fittings, tapered screw fittings and tapered
screw fittings in hydraulic circuits of less than 50 mm (2 in) in diameter.
LG-6
TB1215
Silicone rubber - used to seal oil pan, final drive case mating surfaces.
LG-7
TB1207C
Silicone rubber - used to seal oil pan, flywheel housing mating surfaces.
LM-P
09940-00040
Applied to bearings and taper shafts to facilitate press-fitting and to prevent sticking, burning or rusting.
G2-LI
SYG2-400LI-A
Liquid Gasket
Grease
Used to apply resin, rubber, metallic and non-metallic parts when a fast,
strong seal is needed.
Preventing bolts, nuts and plugs from loosening and leaking oil.
LT-3
(2 part epoxy)
Molybdenum
Disulphide
Lubricant
Applications
General purpose - applied to bearings, sliding parts and oil seals for lubrication, rust prevention and facilitation of assembly work.
PART NUMBERS
A05005 09/04
Three Bond
Komatsu
TB1374
VE7533
TB1521
TB1521
TB1104
1400265H1
TB1107
1400266H1
TB1110
790-129-9080
Standard Tables
A5-5
TABLE XI. STANDARD TORQUE CHART

SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS)
TOLERANCES 10%
TORQUE GRADE 5
TORQUE GRADE 8
TORQUE GRADE 5
TORQUE GRADE 8
N.m
Capscrew
Thread
Size
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
1.38
13.6
3/4-16
235
32.5
319
335
46.3
454
Capscrew
Thread
Size
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
1/4-20
0.97
9.5
10
1/4-28
1.11
10.8
11
1.52
14.9
7/8-9
350
48.4
475
500
69.2
678
5/16-18
15
2.07
20.3
21
2.90
28
7/8-14
375
51.9
508
530
73.3
719
5/16-24
16
2.21
22
22
3.04
30
1.0-8
525
72.6
712
750
103.7
1017
3/8-16
25
3.46
34
35
4.84
47
1.0-12
560
77.4
759
790
109.3
1071
3/8-24
30
4.15
41
40
5.5
54
1.0-14
570
78.8
773
800
110.6
1085
7/16-14
40
5.5
54
58
8.0
79
1 1/8-7
650
89.9
881
1050
145
1424
7/16-20
45
6.2
61
62
8.57
84
1 1/8-12
700
96.8
949
1140
158
1546
1/2-13
65
88
90
12.4
122
1 1/4-7
910
125.9
1234
1480
205
2007
1/2-20
70
9.7
95
95
13.1
129
1 1/4-12
975
134.8
1322
1580
219
2142
9/16-12
90
12.4
122
125
17.3
169
1 3/8-6
1200
166
1627
1940
268
2630
9/16-18
95
13.1
129
135
18.7
183
1 3/8-12
1310
181
1776
2120
293
2874
5/8-11
125
17.3
169
175
24.2
237
1 1/2-6
1580
219
2142
2560
354
3471
5/8-18
135
18.7
183
190
26.2
258
1 1/2-12
1700
235
2305
2770
383
3756
3/4-10
220
30.4
298
310
42.8
420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
TABLE XII - STANDARD ASSEMBLY TORQUE

for 12-Point, Grade 9 Capscrews
TABLE XII - Standard Assembly Torques For 12Point, Grade 9, Capscrews (SAE)
The following specifications apply to required assembly torques for all 12-Point, Grade 9 (170,000 psi
minimum tensile), Capscrews.
Capscrew threads and seats SHALL be lubricated when assembled.
Unless
instructions
specifically
recommend
otherwise, these standard torque values are to be
used with simple lithium base chassis grease (multipurpose EP NLGI) or a rust- preventive grease (see
list, this page) on the threads.
CAPSCREW
SIZE*
TORQUE
ft. lbs.
TORQUE
N.m
TORQUE
kg.m
0.250 - 20
12
16
1.7
0.312 - 18
24
33
3.3
0.375 - 16
42
57
5.8
0.438 -14
70
95
9.7
0.500 -13
105
142
14.5
0.562 - 12
150
203
20.7
0.625 - 11
205
278
28.3
0.750 - 10
360
488
49.7
Torques are calculated to give a clamping force

of approximately 75% of proof load.
0.875 - 9
575
780
79.4
1.000 - 8
860
1166
119
The maximum torque tolerance shall be 10% of

the torque value shown.
1.000 - 12
915
1240
126
1.125 - 7
1230
1670
170
1.125 - 12
1330
1800
184
1.250 - 7
1715
2325
237
1.250 - 12
1840
2495
254
1.375 - 6
2270
3080
313
1.375 - 12
2475
3355
342
1.500 - 6
2980
4040
411
1.500 - 12
3225
4375
445
* Shank Diameter (in.) - Threads per inch

This table represents standard values only. Do not use these values to replace torque values specified in assembly instructions.
A5-6
Standard Tables
09/04 A05005
TABLE XV
TORQUE CHART FOR
O-RING BOSS FITTINGS
TABLE XIII
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEALS
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
0.125
0.312 24
4 1
0.125
0.312 24
4 2
0.188
0.375 24
5 2
0.188
0.375 24
8 3
0.250
0.438 20
12 3
0.250
0.438 20
8 3
0.312
0.500 20
10 3
0.312
0.500 20
15 3
0.375
0.562 18
18 5
0.375
0.562 18
13 3
0.500
0.750 16
24 5
0.500
0.750 16
30 5
10
0.625
0.875 14
40 5
10
0.625
0.875 14
32 5
0.750
1.062 12
48 5
12
0.750
1.062 12
55 5
12
14
0.875
1.188 12
65 5
14
0.875
1.188 12
54 5
1.000
1.312 12
72 5
16
1.000
1.312 12
80 5
16
20
1.250
1.625 12
100 10
20
1.250
1.625 12
80 5
1.500
1.875 12
80 5
2.000
2.500 12
96 10
24
1.500
1.875 12
120 10
24
32
2.000
2.500 12
230 20
32
TABLE XVI
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
TABLE XIV
TORQUE CHART FOR
PIPE THREAD FITTINGS
SIZE
CODE
PIPE
THREAD
SIZE
WITH
SEALANT
FT. LBS.
WITHOUT
SEALANT
FT. LBS.
SIZE
CODE
TUBE SIZE
(O.D.)
THREADS
UNF-2B
TORQUE
FT. LBS.
0.250
0.438 20
11 1
0.125 27
15 3
20 5
0.375
0.562 18
18 2
0.250 18
20 5
25 5
0.500
0.750 16
35 4
0.375 18
25 5
35 5
10
0.625
0.875 14
51 5
0.500 14
35 5
45 5
12
0.750
1.062 12
71 7
12
0.750 14
45 5
55 5
16
1.000
1.312 12
98 6
16
1.000 11.50
55 5
65 5
20
1.250
1.625 12
132 7
20
1.250 11.50
70 5
80 5
24
1.500
1.875 12
165 15
24
1.500 11.50
80 5
95 10
32
2.000 11.50
95 10
120 10
A05005 09/04
Standard Tables
A5-7
TABLE XVII - COMMON CONVERSION MULTIPLIERS

ENGLISH to METRIC
To Convert
From
TO
Multiply
By
inch in.
millimeter (mm)
25.40
inch in.
centimeter (cm)
2.54
foot ft.
meter (m)
0.3048
yard yd.
meter (m)
0.914
mile mi.
kilometer (km)
1.61
sq. in. in.2
6.45
sq. ft. ft.2
929
cu. in. in.3
cu. centimeters (cm3)
16.39
cu. in. in.3
liters (l)
0.016
cu. ft. ft.3
cu. meters (m3)
0.028
cu. ft. ft.3
liters (l)
28.3
ounce oz.
kilogram (kg)
0.028
fluid ounce fl. oz.
milliliter (ml)
29.573
pound (mass)
kilogram (kg)
0.454
pound (force) lbs.
Newton (N)
4.448
in. lbs. (force)
Newton.meters (N.m)
0.113
ft. lbs. (force)
Newton.meters (N.m)
1.356
ft. lbs. (force)
0.138
Newton.meters (N.m)
9.807
psi (pressure)
kilopascals (kPa)
6.895
psi (pressure)
megapascals (MPa)
psi (pressure)
A5-8
kilograms/cm
(kg/cm2)
0.007
0.0704
ton (short)
kilogram (kg)
907.2
ton (short)
metric ton
0.0907
quart qt.
liters (l)
0.946
gallon gal.
liters (l)
3.785
HP (horsepower)
Watts
745.7
HP (horsepower)
kilowatts (kw)
0.745
Standard Tables
09/04 A05005
SECTION A7
STORAGE PROCEDURES
INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3

SHORT TERM IDLE PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-3
PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-4
REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-5
RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-7
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-9
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-10
ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
Engine Storage-(Short Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A7-11
Engine Storage- (Long Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-12
TRANSMISSION PRESERVATION AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13
Restoring Transmission to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13
A07005
Storage Procedures
A7-1
NOTES
A7-2
Storage Procedures
A07005
STORAGE AND IDLE MACHINE PREPARATION

There may be periods when it is necessary for a
machine to be idle for an extended period of time.
Properly prepared, a stored machine may promptly
and safely be put back into operational service.
Improper preparation, or complete lack of preparation, can make the job of getting the vehicle back to
operating status difficult.
1. Keep the vehicle fully serviced.
The following information outlines the essential

proper steps for preparing a unit for extended storage, and the necessary steps to bring it back to operational status. Additional information is given to help
restore those machines which were not put into storage, merely shut down and left idle for a long period
of time.
3. Operate all hydraulic functions through complete range to insure that cylinder rams and all
seals are fully lubricated.
2. On a weekly schedule, perform a visual check

of the vehicle, start and run the engine until both
the engine and transmission are up to operating
temperature. Move the vehicle around the yard
for a few minutes to insure that all internal gears
and bearings are freshly lubricated.
Much of this material is of a general nature since the

environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclusive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the
operator with a safe, fully productive vehicle, that he
can rely on.
4. Check and operate all systems.

5. Once a month, perform the 10 hour service
items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.
SHORT TERM IDLE PERIODS

There will be periods when a vehicle may be idle
from 30-60 days, but must be ready for use at all
times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any
deterioration from beginning.
A07005
Storage Procedures
A7-3
PREPARATION FOR STORAGE

For long term idle periods, proper preparation will
pay large dividends in time and money when future
operation of the vehicle is scheduled.
Refer to Section P, Lubrication and Service, for the

proper anti-freeze and conditioner concentrations.
After refilling the system, always operate the engine
until the thermostats open to circulate the solution
through the cooling system.
1. Engine should be prepared for storage according to instructions found in the engine manufacturers manual.
2. The transmission should be prepared for storage. Refer to the instructions in this chapter.
3. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should
be in good condition with no rust or corrosion.
All exposed, machined or unpainted surfaces
should be coated with a good rust preventative
grease.
Never store a vehicle with a dry cooling system.

8. New hydraulic filters should be installed and the
hydraulic tank fully serviced with type C-4 oil as
specified in Section P, Lubrication and Service.
4. After the vehicle has been parked in its storage

location, all hydraulic cylinders, including Hydrair suspensions, should be retracted as much
as possible (steering cylinders centered). Wipe
the exposed portion of all cylinder rams clean
and, coat (including seals on ends of barrel)
with good preservative grease.
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to
enter a person's body by pentrating the skin.
Serious injury and possible death may result if
proper medical treatment by a physician familiar
with this injury is not received, immediately.
5. If long term storage is anticipated, the vehicle

should be blocked up with the tires clear of the
ground or floor to remove vehicle weight from
the tires. Lower air pressure in the tires to 15-25
psi (103-172 kPa). Completely cover the tires
with tarpolins to minimize rubber oxidation and
deterioration.
9. Disconnect batteries, If possible, batteries

should be removed and stored in a battery shop
or a cool dry location on wooden blocks. Do not
store batteries on a concrete floor. Clean battery compartment, remove all corrosion and
paint compartment with acid proof paint.
6. Clean the radiator. Refer to Section C, Cooling

System, for proper cleaning instructions.
7. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated.
10. Wheel axle housings and final drives should be

fully serviced with prescribed lubricants. Seal all
vents.
11. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
12. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
A7-4
Storage Procedures
A07005
13. Relieve tension from all drive belts. The engine

manufacturer recommends insertion of heavy
kraft paper between belts and pulleys to prevent
sticking.
14. All vandalism covers and locks should be in
place and secured.
15. Cab windows should be closed, locked and
sealed and the cab door locked to prevent vandalism and weather effects.
16. The vehicle fuel tanks should be completely
drained of fuel, fogged with preservative lubricant, ("NOX-RUST" MOTOR STOR., SAE10)
and closed tightly. All fuel filters should be
replaced.
17. If at all possible, to aid those who will eventually
place the unit back in operation, all available
service publications (vehicle, engine and transmission) and a current parts catalog should be
packaged in a moisture proof package and
placed in the vehicle cab.
18. Be certain water drain holes in the body are
open.
4. The cooling system should be completely

drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated. Refer to
Fluid Specifications in Section P, Lubrication
and Service, for the proper anti-freeze and conditioner concentrations. After refilling the system, always operate the engine until the
thermostats open to circulate the solution
through the cooling system.
5. Refer to instructions for returning the transmission to operation at the end of this chapter.
6. Thoroughly inspect all drive belts, hydraulic, air
and oil lines for evidence of damage, wear or
deterioration. Replace any suspected lines.
Don't take chances on ruptures or blow-outs.
7. New hydraulic filters should be installed and the
hydraulic tank (reservoir) checked and serviced
with type C-4 oil as specified in Section P,
Lubrication and Service.
8. Drain on fuel tank should be opened to remove
any build up of moisture or sediment that may
have accumulated while in storage. Close the
drain then fill the fuel tank with approved diesel
fuel.
REMOVAL FROM STORAGE

If the foregoing preparations were conscientiously
followed in placing the vehicle into storage, getting it
back to operational status is a simple matter of
reversing these steps.
NOTE: Before starting the job or restoring a vehicle
to operation, obtain copies of the Operation and
Maintenance Manual, Engine and Transmission
Manuals and/or the Parts Book and follow all special
instructions regarding servicing the vehicle and its
components.
In addition to removing the storage materials, the following actions should be performed.
Never blend gasoline, gasohol and/or alcohol

with diesel fuel. This practice creates an extreme
fire hazard and under certain conditions may
cause an explosion.
9. Make certain that all hydraulic controls, steering
linkage, and throttle linkage points are lubricated and operate freely before engine start-up.
10. All electrical connections must be clean and
tight. Check secureness of all ground straps
and cables.
1. Inspect the entire vehicle carefully for rust and

corrosion, correct as necessary.
2. Service the engine according to the Engine
Manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator. Refer to Section C, Cooling
System.
A07005
Storage Procedures
A7-5
11. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment must be free of corrosion. Secure
batteries with hold downs.
12. Check all electrical cables for weathering,

cracks and/or damage. Replace any defective
cables.
Air pressure must be released from any tires with

bad cuts or wear that extends into the plies,
before removing from the vehicle. Also, do not
allow personnel to stand in removal path of tires.
13. Check all tires, carefully for serviceability and
inflate to proper pressure.
14. If disconnected, reconnect the parking brake
linkage.
15. Completely service the vehicle as recommended in Section P, Lubrication and Service,
for both 10 and 100 hour inspections.
18. Use the Operation and Maintenance Manual for

guidance on engine start and vehicle checkout.
Make a thorough check of all hose and line connections for leakage when the engine is running.
19. Before moving the vehicle, cycle all hydraulic

controls and steering to verify proper operation.
Verify proper operation of service brakes, emergency braking system and parking brake.
Check all system instruments to insure that all
systems are operational.
20. When all systems are operational and all discrepancies are corrected, road test the vehicle
in a smooth, level, unobstructed area (with qualified, experienced operator only) to check steering response, transmission shifting, service
brake efficiency, and hydraulic functions. Only
when it is assured that the vehicle is in safe
operational condition should it be turned over to
an operator.
21. Fire protection equipment on a machine which
has been in storage should be recharged before
the machine is returned to service.
16. Adjust all drive belts to the specified tension.

17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free and
properly lubricated before engine start up.
A7-6
Storage Procedures
A07005
RECONDITIONING AN IDLE VEHICLE
Never attempt operation of a vehicle which has

been standing idle for a long period until all systems which affect steering, brakes, engine, transmission and running gear have been completely
reconditioned. An unsafe vehicle can cause serious injuries and/or major property damage DON'T TAKE CHANCES!
At times a vehicle is subjected to long idle periods
without being properly serviced for storage - merely
shut down and left to the elements for an extended
period. Reconditioning of this vehicle can and does
present a major expenditure of time and money when
it is to be put into operating condition.
1. Remove all trash and thoroughly clean the vehicle before starting any inspection or maintenance.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement
as necessary.
3. Inspect tires thoroughly for tread and side wall

condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly
inspected inside and out before being
inflated.
Do not mix rim parts of different rim manufacturers. Rim parts may resemble those of a different
manufacturer, but the required tolerances may be
wrong. Use of mismatched rim parts is hazardous.
b. If tires are dismounted, all wheel components must be cleaned, inspected, all rust
and corrosion removed and parts repainted
as applicable before remounting the tires.
Follow the safety rules when mounting and
inflating tires.
c. Mount and inflate tires as shown in the service manual.
4. Inspect vehicle service brakes, carefully.
Before disabling the brake circuit, block all

wheels to prevent possible movement of the
vehicle.
The use of vapor degreasing or steam cleaning is
not recommended, either for brake assemblies or
the component parts. Corrosion and rusting may
occur.
a. All brake lines and connections must be
clean, serviced and free of rust and corrosion.
b. Treadle valves must operate smoothly and
show no internal or external damage or contamination. Leakage limitations are shown in
Section J, Brake System.
Do not disassemble an inflated tire. Remove
valve core slowly, and allow pressure to bleed off
before attempting to remove the lockring. Also,
eye protection should be worn during tire deflation to protect against any foreign object being
projected into the eyes.
A07005
c. The parking brake actuator must cycle

smoothly when actuated by the parking
brake valve.
Storage Procedures
A7-7
5. The vehicle engine should be inspected and

serviced according to the Engine Manufacturer's Operation And Maintenance Manuals.
a. Insure that exhaust is clear and clean with no
foreign materials. If water entry is suspected,
disconnect air tubes at the turbochargers to
check for water damage before attempting
startup.
b. Replace fuel filters. Fill filter cans with fresh
fuel for engine priming.
Have a new safety filter (secondary) filter element

on hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air
cleaners. Check all intake lines between air
cleaners and engine. All clamps must be
tight.
d. The tubes in the precleaner section of the air
cleaner assembly should be inspected; all
tubes should be clear and clean. Use a light
to inspect the tubes. The light should be visible. If clogging is evident, the precleaner
must be cleaned. Clean the precleaner
according to instructions in Section C.
e. Drain and flush the engine cooling system.
Fill with coolant and inhibitors after checking
all lines, hoses and connections. Refer to
Section P, Lubrication and Service, for antifreeze recommendations. Radiator cores
must be clear of dirt and trash.
To prevent injuries, always release spring tension before replacing the fan belt.
f. Check and tighten engine fan drive belts,
and install a new belt set if necessary.
g. Check and tighten the engine mounts.
6. Inspect and service the transmission according
to the Transmission service manual.
NOTE: If a hydraulic pump or the engine is
inoperative, the dump body should be raised with a
crane so body holding devices can be installed.
A7-8
a. Check all transmission electrical connections

for corrosion, cleanliness and tightness.
Check electrical cables for weathering, damage and proper clamping.
b. Check drive lines for worn U-joints and
proper hardware torque.
c. Check the condition of the transmission
mounts.
7. If fuel was left in the tank, it must be removed.
Do not attempt to use old diesel fuel.
a. With the tank empty, remove inspection
plates and thoroughly check the interior of
the tank; clean if necessary to remove sediment and contamination. If the fuel was contaminated, the lines should be disconnected
and blown clear.
b. Check all fuel lines for deterioration or damage. Replace lines as necessary.
c. Replace inspection covers, and install new
gaskets.
d. Fill the tank with specified diesel fuel.
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or

brake fluid escaping under pressure, can have
sufficient force to enter a person's body by penetrating the skin. Serious injury and possible
death may result if proper medical treatment by a
physician familiar with this injury is not received,
immediately.
8. The hydraulic tank should be drained. If oil is
not contaminated and is stored in clean containers, it may be reused if filtered through 3-micron
filter elements when being pumped back into
the tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
NOTE: If filling is required, use clean hydraulic oil
only. Refer to the Lubrication chart in Section P,
Lubrication and Service, for proper oil specifications.
a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
strainers are removed, inspect and clean the
interior of the tank thoroughly to remove all
sediment and foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspect lines - don't risk
hose ruptures or blow outs.
Storage Procedures
A07005
c. Check all hydraulic components - pumps,

valves and cylinders for damage and corrosion. Secure all mountings and connections.
Control valves in the cab must be free moving with no binding.
ENGINE OPERATION
d. Check exposed portions of all hydraulic cylinder rams for rust, pitting and corrosion. If
plating is deteriorated, the cylinder should be
removed and overhauled or replaced; pitted
or scored plating will cause leakage at the
cylinder seals.
Insure that all tools and loose equipment have

been removed prior to engine start-up. Sound
horn prior to engine start. Make sure emergency
shut down is reset. Cables must be free moving
in their housings.
9. Check the front wheel hub, final drive and wheel

axle lubricant. If contamination is suspected, oil
should be drained completely and the component serviced with clean prescribed lubricant. If
major contamination is present, disassembly
and overhaul will be in order.
When all reconditioning operations have been completed, a static check of engine operation along with
operation of systems as well as verification of braking
and steering must be done before the vehicle is
moved.
10. Check the parking brake. Since it is springapplied, the brake pads may be stuck tightly to
the disc, it may be necessary to remove and
overhaul the parking brake assembly.
11. Lubricate all grease fittings with prescribed
lubricants which are not part of the automatic
lubrication system. All pivot points must be free
of any binding.
12. Check the alternator for corrosion or deterioration. The alternator rotor must be free, with no
binding or roughness. Inspect, install and properly tension the alternator drive belts.
13. Check secureness of steering cylinder ball
joints, link, and hydraulic connections.
14. Examine Hydrair suspensions for signs of damage.
a. Discharge nitrogen from suspensions as outlined in Section H. Check the condition of the
suspension oil and cylinder wipers. If wipers
are cracked or hardened, the suspension
must be rebuilt. Recharge the suspension
with new oil if old oil is deteriorated.
b. Check exposed chrome portions of the cylinder for rust, pitting and corrosion. If plating is
deteriorated the suspension should be
removed and overhauled or replaced; pitted
or scored plating will rapidly cause leakage
at the seals.
c. Recharge suspensions as outlined in the
service manual.
15. If not previously done, install fully charged batteries and completely charge air tank (if
equipped) with shop air.
A07005
1. Insure all personnel are clear of equipment

before starting engine. Always sound the horn
as a warning before actuating any operational
controls.
Before starting engine, clear the immediate area

of personnel and obstructions.
Never start the engine in a building unless the
doors and windows are open and ventilation is
adequate.
2. Turn key switch ON. Warning lights for low
brake, and steering pressure should illuminate
and the horn should sound. If the horn does not
sound, check all components in the circuit and
correct the discrepancy before continuing.
3. Start the engine, and watch the engine oil pressure gauge; if pressure does not show on the
gauge within 10 - 15 seconds, shut down the
engine and locate the problem.
Storage Procedures
A7-9
4. While the engine is warming up, check the

engine and related components for any leaks.
Check the hydraulic pump for leakage as well
as all hydraulic lines.
5. Listen for any abnormal engine noises.
6. Check the transmission and piping for leakage.
If leakage is evident, shut down the engine and
correct before continuing the checkout. Listen
for unusual sounds, which may indicate problems in components.
7. When the engine is up to operating temperature, check operation of the throttle circuit acceleration should be smooth. Watch the
gauges closely for any abnormal activity.
Proper temperatures and pressures are shown
in the Engine Operation and Maintenance Manual.
AFTER ENGINE HAS STARTED

Any machine which is unsafe and/or not in top operating condition should not be assigned to an operator
for production use.
1. Become thoroughly familiar with steering and
emergency controls. Test the steering in
extreme right and left directions. If the steering
system is not operating properly, shut the
engine down, immediately. Determine the steering system problem and have repairs made
before resuming operation.
2. Operate each of the brake circuits at least twice
prior to operating and moving the machine.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab.
a. Activate each circuit individually with the
engine running and with the hydraulic circuit
fully charged.
b. If any application or release of any brake circuit does not appear proper or if sluggishness is apparent on application or release,
shut the engine down and notify maintenance personnel. Do not operate the
machine until the brake circuit in question is
fully operational.
3. Check gauges, warning lights and instruments

before moving the machine to insure proper
system operation and proper gauge functioning.
Give special attention to braking and steering
circuit warning lights. If warning lights come on,
shut down the engine immediately and determine the cause.
4. Cycle hoist controls and steering several times
to remove trapped air. Complete steering cycles
in both directions to verify steering response,
smoothness and reliability. Check seals and
lines for leaks.
5. When satisfied that all discrepancies have been
corrected, the vehicle is ready for a road test.
This test should be done only by a capable and
experienced operator and should be accomplished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
include:
a. Repeated test of braking efficiency at progressively higher speeds. Start at slow
speeds. Don't take chances with higher
speeds until the machine has been determined to be completely safe.
b. Progressive upshifting and downshifting
through all speed ranges to insure proper
transmission shifting and synchronization.
6. When all tests and checks have been made and
the vehicle is ready for work, it should be visually rechecked and fully serviced according to
Section P, Lubrication and Service.
Some of the conditions (others may be found) which

might be encountered after a machine has been
exposed to the elements for a long period would
include:
Increased corrosion and fungus growth on
electrical components in humid/tropical areas.
Accelerated rust formation in humid climates.
Increased sand and dust infiltration in windy, dry
dusty areas. (These conditions can approach
sand blasting effects.)
Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
Animal or bird's nests in unsealed openings.
A7-10
Storage Procedures
A07005
ENGINE STORAGE
Engine Storage-(Short Term)
1 Month to 6 Months
11. Disconnect the electrical wiring from the fuel

pump solenoid.
This procedure describes the proper method for the

short term storage of an engine.
12. Turn the fuel pump manual shutoff valve counterclockwise until it stops.
Prepare the Engine for Short Term Storage
13. Crank the engine slowly. Spray lubricating oil

into the intake manifold and the inlet of the air
compressor.
1. Operate the engine at high idle until the coolant

temperature is 160 F (70 C).
14. Cover all of the openings with tape to prevent

dirt and moisture from entering the engine.
2. Turn the engine off.
15. Drain the coolant.
3. Disconnect the fuel lines to the engine fuel filter

and the injector return line.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must
meet Military Specification MIL-L-644, Type P9.
5. Fill two containers, one with diesel fuel, and the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
NOTE: It is not necessary to drain the coolant if it is a

permanent type antifreeze with a rust inhibitor.
16. Store the engine in an area that is dry and has a
uniform temperature.
17. Bar turn the Crankshaft two or three revolutions
every 3 to 4 weeks.
6. Start the engine.

7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line.
8. Turn the engine off. Connect the fuel lines to
the fuel filter and the injector return line.
9. Drain the oil pan sump, oil filters, and fuel filters.
10. Install the drain plugs in the oil sump. The sump
can remain empty until the engine is ready to be
returned to service.
Remove the Engine from Short Term Storage

1. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
2. Fill the coolant system if necessary.
3. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly).
4. Tighten the intake manifold mounting capscrews to specified torques, refer to the Cummins Service Manual for specifications.
Put a warning tag on the engine. The tag must

indicate:
5. Fill the oil pan sump, oil filters, and fuel filters
with recommended lubricants and fuels.
The engine does not contain oil.

Do not operate the engine.
A07005
Storage Procedures
A7-11
Engine Storage- (Long Term)

6 Months to 24 Months
This procedure describes the proper method for the
long term storage of an engine.
Prepare the Engine for Long Term Storage

1. Operate the engine at high idle until the coolant
temperature is 160 F (70 C).
2. Turn engine off.
3. 3. Drain the oil. Install the drain plugs. Use Shell
66202 or equivalent, preservative oil. The oil
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HIGH" mark.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification MIL- L- 644 Type P9.
6. Fill two (2) containers: one with diesel fuel, the
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
8. After the engine is operating smoothly, transfer
the fuel supply line to the container of preservative oil. Operate the engine until the preservative oil flows out of the injector return line.
9. Turn the engine off. Connect the fuel lines to
the fuel filter and the injector return.
10. Drain the preservative oil from the engine oil
pan sump, the air compressor and the oil filters.
11. Remove the intake and exhaust manifolds.
Spray preservative oil into the intake and
exhaust ports in the cylinder heads and in the
manifolds.
12. Spray preservative oil in the intake port on the
air compressor.
13. Use a rust preventative compound that meets
Military Specification MIL-C-16173C, Type P-2,
Grade 1 or 2. Brush or spray the compound on
all of the exposed surfaces that are not painted.
Put a WARNING tag on the engine. The tag must

indicate:
The engine has been treated with
preservatives.
Do not bar turn the crankshaft.
The coolant has been removed.
The date of treatment.
Do not operate the engine.
16. Store the engine in an area that is dry and has a
uniform temperature.
Remove the Engine from Long Term Storage

1. Use clean diesel fuel. Flush the fuel system
until all of the preservative oil is removed.
2. Remove the plug from the main oil rifle passage. Use a hot, lightweight mineral oil. To flush
all of the preservative oil from the engine: Bar
the engine crankshaft three to four revolutions
during the flushing procedure.
3. Fill the oil pan sump, oil filters, and fuel filters.
4. Drain the rust preventative compound from the
cooling system. Fill the cooling system with
coolant.
5. Prime the lubricating system. Refer to Cummins
Engine Shop Manual, (Section 14-01, Engine
Run-in-Period).
6. Adjust the injector and the valve clearance.
Refer to Cummins Engine Shop Manual, (Section 00-02, Engine Assembly).
7. Tighten the intake manifold mounting capscrews.
14. Remove the rocker lever covers. Spray the

rocker levers, the valve stems, the springs, the
valve guides, the crossheads, and the push
rods with preservative oil. Install the covers.
15. Cover all the openings with heavy paper and
tape to prevent dirt and moisture from entering
the engine.
A7-12
Storage Procedures
A07005
TRANSMISSION PRESERVATION AND

STORAGE
5. Continue running the engine at 1500 rpm with

the transmission in neutral until normal operating temperature is reached.
Storage, New Transmission

(Prior to installation). New transmissions are tested
with preservative oil and drained prior to shipment.
The residual oil remaining in the transmission provides adequate protection to safely store the transmission for up to one year (stored inside the
conditions of normal climate and with all shipping
plugs installed) without further treatment.
Preservation Methods. When the transmission is to
be stored or remain inactive for an extended period
(one or more years), specific preservation methods
are recommended to prevent damage due to rust,
corrosion, and organic growth in the oil. Preservation
methods are presented for storage with and without
transmission fluid.
If the unit does not have a converter-out temperature gage, do not stall the converter.
6. If normal operating temperature is less than
225 F (107 C), shift the transmission to the
highest forward range and stall the converter.When the converter-out temperature
reaches 225 F (107 C), stop the engine. Do
not exceed 225 F (107 C).
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 preservative grease such as petrolatum (MIL-C11796, Class 2).
Storage, One Year -- Without Oil

1. Drain the oil.
2. Spray two ounces (60 milliliters) of VCI #10
through the fill tube.
3. Seal all openings and the breather with moisture-proof tape.
4. Coat all exposed, unpainted surfaces with preservative grease such as petroleum (MIL-C11796, Class 2).
5. If additional storage time is required, repeat
steps (2), (3) and (4) at yearly intervals.
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 year. Just add Motorstor and Biobor Jf (or
equivalents).
Restoring Transmission to Service

1. Remove all tape from openings and the
breather.
2. Wash off all external grease with mineral spirits.
Storage, One Year With Oil (normally in a vehicle

chassis)
1. Drain the oil and replace the oil filter element(s).
2. Fill the transmission to operating level with a
mixture of one part VCI #10 (or equivalent) to
30 parts C-3 transmission fluid. Add 1/4 teaspoon of Biobor JF (or equivalent) for each 3
gallons (11 liters) of fluid in the system.
NOTE: When calculating the amount of Biobor JF
required, use the total volume of the system, not just
the quantity required to fill the transmission. Include
external lines, filters, and the cooler.
3. If the transmission is new, drain the residual

preservative oil. Refill the transmission to the
proper level with C-4 transmission fluid.
4. If the transmission was prepared for storage
without oil, drain the residual oil and replace the
oil filter elements. Refill the transmission to the
proper level with C-4 transmission fluid.
5. If the transmission was prepared for storage
with oil, it is not necessary to drain and refill the
transmission with new transmission fluid. Check
for proper fluid level. Add or drain transmission
fluid as required to obtain to proper level.
3. Run the engine for approximately five minutes

at 1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is working.
A07005
Storage Procedures
A7-13
NOTES
A7-14
Storage Procedures
A07005
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01019
Index
B1-1
NOTES
B1-2
Index
B01019
SECTION B2
STRUCTURAL COMPONENTS
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3

Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
GRILLE, HOOD AND LADDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
RIGHT DECK AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
LEFT DECK AND CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
B02021
Structural Components
B2-1
NOTES
B2-2
B02021
STRUCTURAL COMPONENTS
The deck structures and components are removable
in sections as shown in Figure 2-1.
The following preparation for removal and installation instructions detail the steps to be taken before
the ladders, decks, and hood can be removed. Additional steps may be required before the deck or
other major structure is removed, depending on
optional equipment installed on the truck at the factory or after delivery.
Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for
lifting equipment to be used. If body removal is not
required, the body should be raised and the safety
cable must be installed at the rear of the truck.
Preparation
1. If installed, raise the body and install the body
safety cable. Place the hoist lever in FLOAT
and allow the body to lower slowly until supported by the safety cable.
2. Reduce the engine speed to idle. Place the
range selector in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp is illuminated.
3. Shut down the engine using the keyswitch and
allow the steering accumulators to bleed completely. Verify the steering accumulators have
bled down by attempting to steer.
4. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
5. Open the battery disconnect switch located on
the battery box (11, Figure 2-1).
FIGURE 2-1. STRUCTURAL COMPONENTS

1. Left Deck Structure
2. Operator Cab
3. Left Deck Mounts
4. Anti-Slip Material
5. Operator Access Ladder
B02021
6. Center Deck Structure

7. Right Deck Structure
8. Right Deck Mounts
9. Center Deck Mounts
10.Engine/Transmission Access
Ladder
11.Battery Box
12.Grille Structure
B2-3
The anti-slip material on the decks should be

inspected and maintained for the safety of all personnel.
All hoses and mating fittings should be capped
as they are removed to prevent possible system
contamination.
Tag and visually verify all cables, harnesses,
hoses etc. have been removed before the structure is lifted off the truck.
GRILLE, HOOD AND LADDERS

Grille
The grille structure must be removed for access to
the air conditioner condenser and fuel cooler. The
structure is removed in two sections by removing the
capscrews and washers retaining each section to the
hood structure.
Hood
The hood structure (12, Figure 2-1) is retained by the
capscrews and washers used to mount the structure
to brackets on the radiator assembly. Prior to
removal, remove any wire harnesses or hoses that
may be attached to the inside of the hood. When lifting the hood from the truck, do not attach the lifting device to the hand rail.
FIGURE 2-2. RIGHT DECK & LADDERS

1. Clearance Lights
2. Headlights
3. Ladder Lower Mount
4. Ladder Structure
5. Ladder Upper Mount

6. Handrail
7. Battery Box
Ladders
The operator access ladders (5) are attached (at the
top and bottom) to the deck structures by capscrews
and washers (3 & 5, Figure 2-2). Another ladder (10,
Figure 2-1) is mounted at the rear of the center deck
area for access to the transmission/engine. Disconnect wiring harnesses routed to ladder lights, ladder
light switch, and ground level shutdown switch before
removal.
Ladders must be kept clean of oil or dirt accumulation, repaired if damaged, and must be securely
attached to the truck.
B2-4
DECKS
The left, right and center decks are mounted to their
respective supports using hardened flatwashers and
lock nuts. Be certain the correct hardware is used
when reinstalling. Domed plugs are installed over
each mounting capscrew to prevent dirt entry into the
mounting capscrew area. These plugs should be
replaced if damaged or missing.
Center Deck
Center deck removal only requires removal of any
attached hoses, cables, pipe supports etc. before
removing the mounting hardware and lifting the deck
structure off.
B02021
RIGHT DECK AND COMPONENTS
LEFT DECK AND CAB
Removal
NOTE: The left deck mounting arrangement is nearly

identical to the right deck. Refer to Section N for cab
removal and installation instructions.
1. Shut down engine following the procedures

listed on page 2-1 of this Section of the manual.
1. Shut down engine following the procedures

listed on page 2-1 of this Section of the manual.
2. Be certain the brake system accumulators have
been bled to release pressure.
To prevent damage to the battery equalizer circuit when disconnecting the battery cables, disconnect the negative (-) lead first, then the
positive (+) cable. When reinstalling battery
cables, attach the positive (+) lead first, then the
negative lead.
2. Tag and disconnect battery circuit cables and
wiring at the battery box (7, Figure 2-2).
3. Disconnect wiring harness at clearance lights
(1) and headlights (2).
3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck
removal.
Refer to Section N, Operator Comfort, for instructions on discharging the air conditioning system
prior to disconnecting any air conditioning lines.
4. Remove operator access ladder (4).

5. Inspect underside of deck and if necessary,
remove any hoses or cables that remain.
6. Install lifting device at each corner of the deck
and take up slack. Do not attach lifting device
to the hand rail structure.
7. Remove deck mounting hardware at deck support and front upright.
8. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
remove from deck supports.
Installation
Repeat above procedures in reverse order for installation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A.
4. Install lifting device to lift eyes at each corner of

the deck and take up slack. Do not attach lifting device to the hand rail structure.
5. Remove deck mounting hardware at frame support and front upright.
6. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
remove from deck supports.
Installation
Repeat above procedures in reverse order for installation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A.
Clean all mount mating surfaces before
installation.
Clean all mount mating surfaces before

installation.
Clean mounting area before installing

ground cables.
Clean mounting area before installing

ground cables.
Be certain all electrical connections and

harness clamps are reinstalled and secure.
Be certain all electrical connections and

harness clamps are reinstalled and secure.
If the air conditioner refrigerant has been

removed, refer to Section N, Operator
Comfort, for the correct procedure for
system service.
1. Start engine and allow systems to charge.
Observe for any oil leaks. Make sure all shields,
covers and clamps are in place.
2. Service the hydraulic reservoir if required.
Check for proper operation of the steering and
brake systems.
B02021
B2-5
NOTES
B2-6
B02021
SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Body Pad Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
B03019
Dump Body
B3-1
NOTES
B3-2
Dump Body
B03019
DUMP BODY
Removal
Inspect all lifting devices. Slings, chains, and

cables used for lifting components must be
inspected daily for serviceable condition.
Refer to the manufacturer's manual for
correct capacities and safety procedures
when lifting components. Replace any
questionable items.
Slings, chains and/or cables used for lifting
components must be rated to supply a safety
factor of approximately 2X the weight being
lifted.
When in doubt as to the weight of
components or any assembly procedure,
contact the Komatsu area representative for
further information.
1. Park truck on a hard, level surface and block all

the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables,
lubrication hoses etc. attached to the body.
3. Attach chains around upper end of hoist cylinders to support them after the mounting pins
are removed.
4. Remove pin retainer capscrews and washers
(2, Figure 3-2) and remove retainers (1) from
each of the upper hoist cylinder mounting eyes.
With adequate means of supporting the hoist
cylinders (6) in place, remove each of the
mounting pins (3).
Lifting eyes and hooks should be fabricated

from the proper materials and rated to lift the
load being placed on them.
Never stand beneath a suspended load. Guy
ropes are recommended for guiding and
positioning a suspended load.
Before lifting the body, be certain there is
adequate clearance between the body and
overhead structures or electric power lines.
Be sure the lifting device is rated for at least a
25 ton capacity.
FIGURE 3-2. HOIST CYLINDER MOUNT

(UPPER)
1. Retainer
2. Capscrews & Washers
3. Pin
4. Retainer Ring
5. Bearing
6. Hoist Cylinder
FIGURE 3-1. DUMP BODY REMOVAL

1. Lifting Cables
B03019
2. Guide Rope
Dump Body
B3-3
Installation
Inspect all lifting devices. Slings, chains, and

cables used for lifting components must be
inspected daily for serviceable condition.
Refer to the manufacturer's manual for
correct capacities and safety procedures
when lifting components. Replace any
questionable items.
Slings, chains and/or cables used for lifting
components must be rated to supply a safety
factor of approximately 2X the weight being
lifted.
When in doubt as to the weight of
components or any assembly procedure,
contact the Komatsu area representative for
further information.
FIGURE 3-3. DUMP BODY PIVOT PIN

(Section B-B, Figure 3-4)
1. Retainer
3. Pin
4. Retainer Ring
5. Bearing
6. Hoist Cylinder
Lifting eyes and hooks should be fabricated

from the proper materials and rated to lift the
load being placed on them.
Never stand beneath a suspended load. Guy
ropes are recommended for guiding and
positioning a suspended load.
5. Remove capscrews (5, Figure 3-3) from each

pivot pin.
6. Remove body pivot pins (1). The shim/spacers
(2 & 3) will drop out as the pin is removed.
Before lifting the body, be certain there is

adequate clearance between the body and
Be sure the lifting device is rated for at least a
25 ton capacity.
7. Lift dump body clear of the chassis and move to

storage or work area. Block the body to prevent
damage to the body guides, etc.
8. Inspect bushings (4) and pivot pins; replace
bushings and/or body pivot pins if damaged or
worn excessively.
1. Attach lifting device to dump body and lower

over the truck frame. Align body pivot and frame
pivot holes.
2. Install shims (2 & 3, Figure 3-3) in both body
pivots as required to fill the gaps and center the
body on the frame pivot. A minimum of 1 shim is
required at the outside end of both frame pivots.
3. Align the pin retainer capscrew hole and push
the pivot pin (1) through the shim(s) and into the
pivot bushings in each side of the frame.
4. Install capscrew (5) through each pin and
tighten the nut (6) to 175 kg.m (1266 ft. lbs.).
5. Align hoist cylinder upper mounting eye bushings with the hole through the body, align
retainer slot in pin (3, Figure 3-2) with retainer
(1) locating bar and install the pin.
B3-4
Dump Body
B03019
6. Install the pin retainer (1). Install capscrews

and washers (2). Position the retainer to obtain
0.5 mm (0.020 in) clearance between the
retainer and the bottom of the slot in body pin
(3). Tighten the capscrews to standard torque.
BODY PADS
Body pads should be inspected during scheduled
maintenance inspections and replaced if damaged
or worn excessively.
1. Raise the body to a height sufficient to allow
access to all pad mounts.
7. Install mud flaps, rock ejectors, electrical

cables and lubrication hoses if installed.
Place blocks between the body and frame.

Secure blocks in place.
2. Remove hardware attaching pads to the dump
body. Refer to Figure 3-5.
3. Remove body pads and shims, noting quantity
of shims required at each pad. (The rear pads
should have one less shim than the other
pads.)
FIGURE 3-4. BODY COMPONENT LOCATIONS

1. Body Structure
2. Body-Up Retention (Safety) Cable
B03019
View A-A. Rock Ejector (See Figure 3-7)

View B-B. Body Pivot Pin (See Figure 3-3)
View C-C. Body Guide (See Figure 3-6)
View D-D. Body Pads (See Figure 3-5)
Dump Body
B3-5
FIGURE 3-5. BODY PAD INSTALLATION

1. Nut
2. Lock Washer
3. Capscrew
4. Flat Washer
5. Dump Body
FIGURE 3-6. BODY GUIDE
6. Mounting Pad
7. Shims (as required)
8. Body Pad
9. Main Frame
1. Body Guide
2. Body Guide Wear
Plug
3. Body Rail
4. Main Frame
4. Install body pads using the same number of

shims as originally installed.
5. Install the mounting hardware and torque to 9.0
Kg.m (65 ft.lbs.).
6. Remove blocks from frame and lower body onto
the frame.
BODY GUIDE
Body guide wear points (2, Figure 3-6) should be
inspected each time a body pad inspection is performed. If gap becomes excessive, replacement
parts should be installed. (Refer to the Parts Catalog)
Body Pad Adjustment

1. Vehicle must be parked on a flat, level surface
for inspection.
2. All pads, except the rear pad on each side,
should contact the frame with approximately
equal compression of the rubber.
3. A gap of approximately 1.5 mm (0.06 in.) is
required at each rear pad. This can be accomplished by using one less shim at each rear
pad.
4. If pad contact appears to be unequal, repeat the
above procedure.
PROPER BODY PAD TO FRAME CONTACT IS
REQUIRED TO ASSURE MAXIMUM PAD LIFE.
B3-6
Dump Body
B03019
BODY-UP RETENTION CABLE
ROCK EJECTORS
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the tires. Failure to maintain the rock ejectors could allow debris to build up between the dual
wheels and cause damage to the tires.
Any time personnel are required to perform maintenance on the vehicle with the dump body in the
raised position, the body-up retention cable
MUST be installed.
Inspection
1. The ejectors must be positioned on the center
line between the rear tires within 6.35 mm (0.25
in.).
1. To hold the dump body in the up position, raise

the body to it's maximum height. Refer to Figure
3-4.
2. Remove the cable (2) from its stored position on
the body and install between the rear body (1)
and the axle housing ear.
3. Secure the cable clevis pins with cotter pins.
4. After maintenance work is completed, reverse
the above procedure to remove cable assembly
and place it in the storage position.
2. With the truck parked on a level surface, the

arm structure (Refer to Figure 3-7) should be
approximately 124 mm (4.88 in.) from the wheel
spacer ring.
NOTE: With rock ejector arm (1, Figure 3-7) hanging
vertical as shown in Figure 3-7, there must be NO
GAP at stop on bracket (2).
3. If the arm (1) becomes bent, it must be
removed and straightened.
4. The wear plates must be replaced if severely
worn.
5. Inspect the mounting brackets, pins (3) and
stops at each shift change for wear and/or damage, and repair as necessary.
FIGURE 3-7. ROCK EJECTORS

1. Rock Ejector Arm
2. Rock Ejector Bracket
3. Pin Structure
B03019
Dump Body
4. Flat Washer
5. Cotter Pin
B3-7
NOTES
B3-8
Dump Body
B03019
SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL RECEIVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
LEFT SIDE FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
B04019 11/03
Fuel Tank
B4-1
NOTES
B4-2
Fuel Tank
11/03 B04019
FUEL TANK
Removal
1. Raise truck body and lock in position with
safety cable.
2. Open drain cock (8, Figure 4-1) and drain fuel
from tank into clean containers.
3. Disconnect fuel tank wire harness and remove
clamps attached to tank. Remove ground wire.
4. Remove fuel supply (7) and return (1) hoses.
Cap hoses and tank fittings to prevent contamination.
5. Attach lifting device to tank lift eyes.

6. Remove lower mount hardware; nut (10), hardened flatwasher (11), capscrew (9), and lockwasher (13). Remove upper mount capscrews
(2) and mounting caps (3).
7. Remove capscrews (2) and washers (3).
Remove trunion mount cap.
8. Lift tank assembly from brackets and move to
work area.
FIGURE 4-1. FUEL TANK

1. Fuel Return Hose
2. Capscrew
3. Washer
4. Vent
5. Fuel Gauge & Transmitter
B04019 11/03
6. Quick Fill Fueler Assembly

7. Fuel Supply Line
8. Drain Cock
9. Capscrew
10. Nut
Fuel Tank
11. Hardened Flat Washer

12. Rubber Dampener
13. Lockwasher
14. Bracket Structure
B4-3
FUEL GAUGE SENDER
Installation
1. Thoroughly clean the frame mounting brackets
and mounting capscrew hole threads. Re-tap
threads if damaged. Inspect rubber dampeners
(12, Figure 4-1) and replace if damaged or
worn.
A fuel gauge and transmitter unit (5, Figure 4-1)

mounted on the side of the tank provides an electrical signal to operate the fuel gauge on the instrument
panel.
2. Lift the fuel tank into position over the frame

trunnion mounts and lower into position. Install
the mount caps and capscrews (2) and washers
(3) but do not tighten.
Removal
1. Drain fuel below level of gauge sender.
2. Disconnect wire from terminal.
3. Loosen the small screws holding the fuel gauge
sender unit and carefully remove.
3. At the lower mounting brackets (14), install the

capscrew (9), lockwasher (13), hardened flatwasher (11) and nut (10) and tighten.
4. Tighten the trunnion mount capscrews (2) to
standard torque.
Installation
5. Connect hoses removed during removal procedure. Install wire harness and clamps.
Cleaning
The fuel tank is provided with a drain and a cleaning
port in the side that allows steam or solvent to be utilized in cleaning tanks that have accumulated foreign
material.
1. Install new gasket.

2. Reinstall the sender unit in tank. Take care to
insure that float is oriented properly and works
freely in vertical plane during installation.
3. Reinstall four socket head capscrews and
tighten to standard torque. Reconnect wire to
terminal.
4. Refill tank and check for leaks.
It is not necessary to remove the tank from the truck

for cleaning of sediment, however rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in contact with all interior surfaces by rotating the tank in
various positions, etc.
Prior to a cleaning procedure of this type, all vents,
fuel gauge, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material has been removed, the temporary plugs can be removed.
A small amount of light oil should be sprayed into the
tank to prevent rust if the tank is to remain out of service. All openings should be sealed for rust prevention.
Repair
If a tank has been damaged and requires structural
repair, carry out such repairs before final cleaning.
If a tank is to be weld repaired, special precautions are necessary to prevent fire or explosion.
Consult local authorities for safety regulations
before proceeding.
B4-4
Fuel Tank
11/03 B04019
WIGGINS QUICK FILL FUEL SYSTEM

FUEL RECEIVER
The fuel receiver (24, Figure 4-1) is mounted on the
fuel tank (1). Receiver assembly (6, Figure 4-3) is
mounted on the left hand frame rail.
Keep the cap on the receivers to prevent dirt build up
in valve area and nozzle grooves. If fuel spills from
tank breather valve, or if the tank does not completely fill, check the breather valve to see that the
float balls are in place and the outlet screen is clean.
If the valve is operating properly, the problem will
most likely be with the fuel supply system.
7. Insert the ball cage onto the stem. A minimum

of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat
properly on the stem. If not, adjust the cage,
accordingly.
TANK BREATHER VALVE

NOTE: The relief pressure of the breather valve is
10.2 - 12.9 psi (70 - 89 kPa).
Removal
Unscrew breather valve (5, Figure 4-1) from fuel tank
(1).
Installation
Screw breather valve (5, Figure 4-1) into fuel tank
(1).
Disassembly
1. Remove clamp (3, Figure 4-2).
2. Remove cover (2) and screen (1).
3. Remove ball cage (10), solid ball (11), and float
balls (12).
4. Unscrew end fitting (7) from body (4).
5. Remove stem (8) and valve spring (5).
Assembly
1. Clean and inspect all parts. If damaged components are evident, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
FIGURE 4-2. BREATHER VALVE

1. Screen
2. Cover
3. Clamp
4. Body
5. Valve Spring
6. O-Ring
7. End Fitting
8. Stem
9. O-Ring
10. Ball Cage
11. Solid Ball
12. Float Ball
6. Insert the balls into ball cage (10) with solid ball
(11) on top.
B04019 11/03
Fuel Tank
B4-5
LEFT SIDE FILL

This location permits fueling the truck from the left side.
FIGURE 4-3. LEFT SIDE FILL

1. Hydraulic Tank
2. Filler Hose
3. Frame Rails
4. Fuel Tank
5. Filler Cap
6. Receiver Assembly
7. Refueling Box
8. Capscrew
9. Tapped Bar
NOTE: This illustration represents a typical installation. Installation may vary depending on truck model.
B4-6
Fuel Tank
11/03 B04019
SECTION C
ENGINE
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01022
Index
C1-1
NOTES
C1-2
Index
C01022
SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Leaks and Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Radiator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
RADIATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-6
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Additional Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
Radiator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
HEAT EXCHANGERS (Oil Coolers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Cleaning And Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-11
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-13
C03025 10/03
Cooling System
C3-1
NOTES
C3-2
Cooling System
10/03
C03025
COOLING SYSTEM
DESCRIPTION
The cooling system dissipates heat generated in the
engine, transmission and wet disc brake system. The
front mounted radiator (1, Figure 3-1) is filled with a
water/ethylene-glycol mixture which circulates
through the engine, transmission oil heat exchanger
(4), and brake cooling circuit heat exchanger (5).
Engine water pump (6) circulates the coolant with
temperature controlled by the thermostat located in
the engine. A thermostatically controlled, engine
mounted fan draws air through the grille and across
the finned radiator tubes, reducing coolant temperature. If coolant temperatures are low, the fan is
allowed to free-wheel. When coolant temperature
rises to a preset temperature, a clutch (7) mounted in
the fan hub is engaged to drive the fan blade. A
ribbed belt drives the fan clutch assembly from a pulley on the front of the crankshaft. (Refer to Section C
for additional information regarding the fan clutch.)
RADIATOR
The radiator is mounted above the front bumper and
is attached to the truck frame near the bottom tank
and by support rods near the top tank attached to the
left and right uprights. Correct radiator positioning is
achieved by shims at the lower mounts and the
upper, adjustable length support rods.
FIGURE 3-1. COOLING SYSTEM
1. Radiator
2. Fuel Cooler
3. A/C Condenser
4. Transmission Oil
Heat Exchanger
C03025 10/03
Cooling System
5. Brake Cooling Circuit

Heat Exchanger
6. Engine Water Pump
7. Fan Clutch
C3-3
Leaks and Contamination
Radiator Removal
If a leak occurs in one of the heat exchangers, antifreeze/coolant may contaminate the transmission oil
or brake oil supply. Also, transmission oil or brake
system oil may contaminate the engine cooling system.
If the engine is to be removed, the truck body should

be raised and locked in the up position with the
safety cable attached to the rear of the body.
If the engine coolant is found to be contaminated with

oil, the system must be examined for leaks and
repaired as required. The system must be flushed to
remove oil contamination and then be refilled with a
clean coolant mixture.
If a leak has been found or suspected in the transmission oil heat exchanger, the transmission oil must
be examined immediately. Ethylene glycol (even in
small amounts) will damage friction faced clutch
plates.
If ethylene glycol is detected in the transmission

oil, the transmission should be removed, completely disassembled, and ALL friction-faced
clutch plates replaced.
In the same manner, a defective brake oil heat

exchanger may contaminate the hydraulic oil supply
with ethylene glycol.
If a leak has been found or suspected in the heat
exchanger, the hydraulic oil must be examined
immediately. Ethylene glycol (even in small amounts)
will damage friction faced brake disc plates.
1. Apply the parking brake, shut down the engine

and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released.
2. Open the battery disconnect switch.
3. Remove the upper and lower grille structures.
4. Remove the hood structure. Refer to Section B,
Hood Removal.
5. Disconnect hoses at fuel cooler (7, Figure 3-9).
Remove clamps that may interfere with radiator
removal.
6. Refer to Section N, Operator Comfort, and discharge air conditioner system refrigerant.
Federal regulations prohibit venting air conditioner system refrigerant into the atmosphere. An
approved recovery/recycle station must be used
to remove refrigerant from the system.
7. Disconnect refrigerant hoses at the condenser
(6, Figure 3-9) mounted in front of the radiator.
8. Remove condenser mounting hardware,
remove condenser and move to a safe storage
area. Be certain all hoses and fittings are
plugged to prevent dirt entry.
9. Disconnect hoses and wiring at the receiver/
drier (6, Figure 3-2) at the rear of the radiator.
If ethylene glycol is detected in the hydraulic oil,

the wet disc brake assemblies should be
removed, completely disassembled, and ALL
friction-faced disc plates replaced.
Contact your truck distributor for ethylene glycol

detection kits.
Use caution when draining coolant system or

removing hoses. Do not open system until coolant temperature has dropped to a safe level.
10. If coolant is to be reused, provide clean containers to hold approximately 141 gal. (532 liters) of
coolant. Remove or loosen coolant filler cap
and open drain cocks (5) to drain the system.
11. Disconnect wires from top tank sensors.
12. Remove hoses (9, Figure 3-9) from fittings on
top tank.
C3-4
Cooling System
10/03
C03025
RADIATOR REPAIR
Internal Inspection
If desired, an internal inspection can be performed on
the radiator before complete disassembly. The
inspection entails removing tubes in the radiator core
and cutting them open. This type of inspection can
indicate overall radiator condition, as well as coolant
and additive breakdown.
To perform this inspection, remove about four random tubes from the air inlet side of the radiator.
Remove tubes from both the top and bottom cores,
and near each end of the radiator. Refer to Disassembly and Assembly in this section for proper
instructions for tube removal and installation. Analyze any contaminant residue inside the tube to
determine the cause. Flush the system before returning to service. Contact your nearest L&M Radiator
facility for further instruction or visit the L&M website
for further information at www.mesabi.com.
FIGURE 3-2. RADIATOR (REAR VIEW)

1. Radiator Assembly
2. Coolant Level Sensor
3. Cooler Hoses
4. Heat Exchanger
Assembly
5. Drain Cock
6. Receiver/Drier
13. Remove hose clamps, loosen tube connectors

(5, & 8) and disconnect coolant tubes from top
tank and brake system and transmission oil
heat exchanger assembly.
14. Remove fan guard (12) from right and left side
of shroud.
15. Attach a lifting device to the radiator assembly.
16. Loosen capscrews (4) at lower mounts
17. Remove upper support rods (11).
18. Remove capscrews from lower mount. Carefully
slide radiator forward until shroud is clear of fan
blades. Lift radiator off frame and move to storage or repair area. Remove shims (2, & 3) and
save for use during radiator installation.
19. Inspect all hoses and clamps, tube connectors
etc. Replace damaged or worn parts.
C03025 10/03
External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda, or chemical additives in their boil-out tanks
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder, otherwise damage to the
radiator will result. Be sure to completely rinse the
cleaned tube/core in clean water after removing from
the boil-out tank.
As an alternative to boil-out tanks, radiators can be
cleaned externally with a high pressure washer and
soap. In most cases, it may be best to blow out any
dry dirt with a high pressure air gun prior to washing
the core with the high pressure washer.
Pressure washers should not exceed 1200 psi (84.4
kg/cm2). Unlike conventional cores, you can and
should get right up next to the core with the spray
nozzle. Starting from the air exit side, place the high
pressure washer nozzle next to the fins. Concentrate
on a small area, slowly working from the top down.
Make sure to spray straight into the core, not at an
angle. Continue washing until the exit water is free of
dirt. Repeat from the opposite side.
Cooling System
C3-5
enough to allow the bottom of the tube to be

removed from the bottom seal.
Disassembly
NOTE: To ease in the removal of tubes, use the

breaker tool and installation tool simultaneously.
To aid in removal of the tubes, clean the radiator
prior to disassembly. Heating the seals with hot
water helps to loosen the grip on the tubes.
Cleaning the radiator prior to disassembly also
reduces the risk of internal contamination.
After cleaning, spray lubricating oil at the top end
of the tubes.
FIGURE 3-5. ANGLING TUBE DURING REMOVAL

3. Pull the tube from the top seal while simultaneously twisting the tube. Angle the tube only
far enough to clear the radiator during removal.
Refer to Figure 3-5. Removing the tube at an
excessive angle may cause damage to the
tube.
FIGURE 3-3. BREAKER TOOL (XA2307)

1. Start at the top row of tubes, first, and use the
breaker tool (XA2307) to loosen the tube to be
removed. When using the tool, position it at the
top or bottom of the tube. Never position it in the
middle of the tube or damage may result. Use
the tool to lightly twist the tube back and forth
within the seals to loosen the grip. Refer to Figure 3-3.
4. Remove all the tubes at the top, before removing the bottom tubes.
5. After all of the tubes are removed, pliers can be
used to remove the seals from the tanks. Discard all seals. New seals must be used for
assembly.
FIGURE 3-4. INSTALLATION TOOL (VJ6567)

2. After the tube is loose, position the installation
tool (VJ6567) at the bottom of the tube to be
removed. Refer to Figure 3-4. The upper jaw of
the tool should be positioned just below the
rectangular section of the tube. The bottom jaw
should rest on the seal. Squeeze the tool just
C3-6
Cooling System
10/03
C03025
Assembly
Cleaning and Inspection

1. Clean tube holes using a drill with a 3/4 in. (19
mm) wire brush.
NOTE: For easier installation, soak the seals in hot

water before installing.
2. Clean the holes of any foreign debris and wipe

clean.
1. Install the new tube seals onto the bottom tank

and the bottom side of the center tank. Do not
install seals for the top core at this time. Seals
for the top of the tubes do not have locking
grooves, bottom tube seals do. Ensure the correct seals are installed in the proper position.
3. Clean the inside of the tanks and tubes. In most

cases just flushing the inside with a high pressure hot water washer, with soap, will do the
job. If not, contact an L&M manufacturing facility
or visit the L&M website for further instruction at
www.mesabi.com.
4. Check for signs of internal blockage in tubes
and tanks. If desired, you may cut open tubes
for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
properly flushed of all contaminants and corrective action must be taken to prevent such contamination from occurring in the future. Refer to
Internal Inspection in this section.
5. Buff the tube ends with a polishing wheel and a
copper polishing compound. If any debris can
not be removed by buffing, emery cloth, steel
wool, or a wire wheel (wire size 0.006 - 0.008 in.
(0.15 - 0.20 mm) is acceptable for use. Use
extreme care not to mar the tube ends.
The seal holes must be dry during installation.

Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
force will drive the seals in too far. The seals
should be slightly convex when installed properly. Improperly installed seals are concave with
a smaller diameter hole. Refer to Figure 3-6.
Properly installed;
slightly convex
Improperly installed;
concave
FIGURE 3-6. PROPER SEAL INSTALLATION
2. Use a 1/2 in. (13 mm) diameter brush to lubricate the seals with lube/release agent
(XA2308).
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
C03025 10/03
Cooling System
C3-7
When installing tubes, start at one end and work

towards the center. After you reach the center,
move to the opposite end, and again, work
towards the center. If any of the tubes are difficult
to install, do not proceed to force the tube.
Remove the tube and determine the problem.
Possible causes may be:
inadequate seal/tube lubrication
Ensure that all tube beads are seated in their

respective bottom seals.
Align and straighten all tubes during the installation of each row to allow maximum air flow
through the radiator.
6. Install tube stay ends and install the felt air baffles behind the front and back rows while completing tube installation.
improperly installed seal

damaged seal or tube end
tube angle excessive during installation
and/or tube not centered in seal
Inspect seals for damage before trying to reinstall tube. Replace as necessary.
4. Working from the front of the radiator (opposite
of fan side) install the bottom row of tubes starting with the fan side row.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while
applying upward force. Push the tube into the
seal until enough clearance is available to
install the bottom end of the tube into the bottom seal.
5. Center the bottom end of the tube in the bottom
seal. Push the tube downward until the formed
bead on the tube is seated inside of the lock
ring groove in the seal. If necessary, you may
use the installation tool (VJ6567) to pull the
tube downward into the seal. The tool has a
hooking device on the end of one of the handles
for aiding in installation.
Pressure Testing
Radiators should be pressure tested at 15 psi (1.05
kg/cm2) for 30 minutes. Various methods of pressure
testing include the following:
Pressurize the radiator and submerge into a test
tank. Watch for leaks.
Lay the front side of the radiator on the floor. Cap
off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks.
Cap off radiator ports. Install an air pressure
gauge and pressurize to 15 psi (1.05 kg/cm2).
Remove the air source and monitor the pressure
gauge.
Pressurize the radiator with air, and spray sealed
joints with soapy water.
Additional Service Information

Additional service information can be found on the
L&M Radiator website located at www.mesabi.com.
FIGURE 3-7. USING INSTALLATION TOOL TO

INSTALL TUBE
C3-8
Cooling System
10/03
C03025
Radiator Installation
1. Lift radiator into position over lower mounts and
fan blades.
2. Insert shims (2 & 3, Figure 3-9) removed during
radiator removal between frame mount block
and radiator mounting pad. Lower radiator on
mounts and insert capscrews and washers (4).
NOTE: If necessary, add or remove long shims (3)
(two holes) to align radiator outlet tube vertically with
transmission cooler inlet. Use short shims (2) (one
hole) to tilt radiator until vertical.
3. Tighten lower mounting capscrews evenly. Final
tighten lower mounting capscrews to 56 kg.m
(405 ft. lbs.).
4. Install support rods (11) between radiator and
uprights on truck.
5. Install fan guard (12).
6. Install upper and lower coolant piping tubes and
tube connectors. Tubes should be positioned
and hose clamps installed as shown in Figure
3-8.
7. Install hoses and hookup sensors in top tank.
8. If necessary, reinstall fuel cooler (7, Figure 3-9).
Install fuel lines to cooler.
FIGURE 3-9. RADIATOR (SIDE VIEW)

1. Heat Exchangers
2. Short Shim
3. Long Shim
5. Connector Hose
6. A/C Condenser
7. Fuel Cooler
8. Tube Connector
9. Hose
10. Coolant Tubes
11. Support Rod
12. Fan Guard
9. Install air conditioning condenser (6) to mounting brackets on front of radiator.

10. Install hoses on condenser. Install receiver/drier
(6, Figure 3-2) and attach hoses.
11. Install hood (refer to Section B) and grille sections.
12. Refer to Section N, Operator Comfort, for procedures on recharging the air conditioning system.
FIGURE 3-8. TUBE CONNECTOR CLAMPING
13. Fill the radiator with a coolant mixture as specified in Section P.

14. Start engine, check for leaks and repair as
required.
C03025 10/03
Cooling System
C3-9
HEAT EXCHANGERS (Oil Coolers)
Removal
The brake circuit oil cooling heat exchanger (2, Figure 3-10) and transmission oil heat exchanger (1) are
mounted behind the radiator lower tank. The brake
system heat exchanger reduces the oil temperature
in the wet disc brake (and hoist) oil circuit during service brake application and primarily during retarder
operation.
The transmission oil heat exchanger reduces the
temperature of the transmission oil supply.
The heat exchangers are manufactured as a single
unit, requiring removal of both coolers if service is
required.
1. Apply the parking brake, shut down the engine

and allow the steering accumulators to bleed
down. Turn the steering wheel to be certain all
pressure has been released. In the hydraulic
cabinet, open the bleeder valves and bleed the
pressure from the brake system accumulators.
Close the valves after all pressure has been
released.
2. Drain the oil from the hydraulic tank. Drain oil
from transmission sump.
3. Drain the coolant system as described previously in Radiator Removal.
4. Remove clamps and hoses connecting coolant
inlet (3, Figure 3-10) and outlet (4) tubes to heat
exchangers.
5. Remove brake cooling hose flange clamps at
brake oil inlet (6) and outlet (9) and disconnect
hoses. Remove orificed check valve block (5).
6. Disconnect transmission oil inlet (8) and outlet
(7) hoses from tubes. Cap all hoses and oil
cooler ports.
7. Support the heat exchanger assembly and
remove capscrews and washers at heat
exchanger mounting brackets.
8. Lower heat exchanger assembly and move to
repair area.
Disassembly
1. Remove the hardware securing the heat
exchanger end caps (or tanks) to the main
housing, and remove each end. Ensure each
end is properly identified for installation purposes. Clean the gaskets material from the end
caps and housing.
FIGURE 3-10. HEAT EXCHANGERS

(Oil Coolers)
1. Transmission Cooler
2. Brake Cooler
3. Coolant Inlet
4. Coolant Outlet
5. Orificed Check Valve
6. Brake Oil Inlet Hoses
7. Transmission Oil
Outlet Hose
8. Transmission Oil
Inlet Hose
9. Brake Oil Outlet
Hoses
Most heat exchangers should be stamped with

an S for short end, and an L for long end.
The short end is the end that contains the
shorter, smooth section of the tubes. The long
end contains the longer, smooth section of the
tubes. Refer to Figure 3-11.
Short smooth
section of tube
Long smooth
section of tube
FIGURE 3-11. SHORT END - LONG END
C3-10
Cooling System
10/03
C03025
2. Start at the long end of the heat exchanger.

Insert removal tool (XA2309) into one of the
tubes. Seat the shoulder of the tool against the
end of the tube. Squeeze the handle to lock the
tool inside the tube. While twisting the tool, pull
until the short end of the tube is pulled from its
seal. Repeat this step for each remaining tube.
Cleaning And Inspection
1. Clean both header plates and all seal holes. Try

to prevent any debris from being pushed into
the shell.
2. Stand the heat exchanger up in the vertical
position. Flush with a high pressure hot water
washer and rinse clean.
3. Dry the inside of the heat exchanger. Use a hot
air blower, if available.
4. Inspect tube ends for burrs or damage. Remove
burrs with a fine emery cloth. Clean the inside
and outside of each tube.
Assembly
1. Use cleaning solvent to wipe out header holes
on the long end of the heat exchanger before
seal installation. Verify that no damage exists.
FIGURE 3-12. REMOVAL TOOL
2. Install new seals into the long end header plate.

Do not use any lubricant during installation.
Push the outer lip of each seal flush against the
header plate.
3. Use SAE 10 mineral oil to lubricate tube ends
and the inner portion of the long end seals.
Use care not to pull seals into the heat exchanger
housing. If a seal is pulled into the housing, it
must be removed.
4. Insert the long end of a tube into the short end

side of the heat exchanger. Slowly push the
tube by hand until it contacts the long end seal.
Repeat this step for the remaining tubes.
DO NOT attempt to remove the capscrew located

at the center of each header plate. If it is necessary to remove this capscrew, contact your nearest L&M facility for instruction.
3. Remove all of the seals from the short end
header sheet, and discard.
4. After all seals have been removed from the
short end, insert the removal tool into a tube at
the short end of the heat exchanger. Seat the
shoulder of the tool against the end of the tube.
While twisting, pull the tube from the heat
exchanger. Repeat this step for each tube.
FIGURE 3-13. INSTALLATION OF TUBES
5. Remove all of the seals from the long end

header sheet, and discard.
C03025 10/03
Cooling System
C3-11
5. Set up a plastic or a wood backstop behind the

short end side of the heat exchanger. Do Not
use a metal backstop or damage to the tubes
may result. The backstop will help prevent the
tubes from being pushed out of the heat
exchanger during installation.
9. Install new seals into the long end header plate.

Do not use any lubricant during installation.
Push the outer lip of each seal flush against the
header plate.
10. Use SAE 10 mineral oil to lubricate the inner
portion of the short end seals.
11. Install the seal retaining tool (XA2310) onto the
tube installation tool.
12. Push the installation tool (XA2309) through one
of the short end seals using a twisting motion.
When the shoulder of the tool makes contact
with the tube end, squeeze the handle to lock
the tube onto the tool. Gently twist the tool while
pulling the tube through the short end seal. The
tube should extend about 0.25 in. (6.35 mm)
from the seal. Ensure the seal remains flush
with the header plate. Repeat this step for each
remaining tube.
FIGURE 3-14. BACKSTOP AT SHORT END
6. Push the installation tool (XA2309) through one

of the long end seals using a twisting motion.
When the shoulder of the tool makes contact
with the tube end, squeeze the handle to lock
the tube onto the tool. Gently twist the tool while
pulling the tube through the front end seal.
Ensure the seal remains flush with the header
plate. Repeat this step for each remaining tube.
FIGURE 3-16. PULLING TUBES THROUGH
SHORT END SEALS
Inspection
1. Inspect each tube end for any seal fragments. If
there is evidence of any seal damage, remove
the corresponding tube, install new seals, and
install the tube.
2. Inspect all seals. The seals should be seated
flush against the header plates. If a gap of more
than 0.031 in. (0.79 mm) exists, the seal must
be removed, inspected and reinstalled.
FIGURE 3-15. PULLING TUBES THROUGH LONG
END SEALS
7. Remove the backstop from the short end.
8. Use cleaning solvent to wipe out header holes
on the short end of the heat exchanger before
seal installation.
C3-12
Cooling System
10/03
C03025
Installation
Testing And Final Assembly

1. Hook up an air source of 50 psi (3.5 kg/cm2) to
the oil side fittings on the heat exchanger for 15
minutes. Submerge the heat exchanger in
water or use a spray bottle to spray soapy water
around each of the seals. If any bubbles are
seen, a leak exists and must be repaired.
1. Position the heat exchanger assembly under

the truck and raise into position against mounting brackets on frame.
2. Install mounting capscrews and lockwashers.
Tighten capscrews to standard torque.
3. Install coolant tube connectors at inlet (3, Figure 3-10) and outlet (4) of heat exchanger
assembly. Refer to Figure 3-8 for tube connector clamp positioning recommendations. Rotate
clamp adjusters to position adjacent clamps
180 apart and tighten clamps securely.
4. Using new O-rings on flanges, install transmission oil lines at inlet (8, Figure 3-10), and outlet
(7) tubes. Tighten flange clamp capscrews to
standard torque.
FIGURE 3-17. PRESSURE TESTING SEALS
5. Using new O-rings on flanges, install brake oil

hoses at inlet (6), and outlet (9) ports at rear of
brake heat exchanger. Tighten flange clamp
capscrews to standard torque.
2. After successfully testing the seals, the end

caps can be installed. Apply a small amount of
silicone rubber to each side of the new gaskets.
3. Install the gaskets and end caps. Make sure the
notches on the end caps and the shell are properly aligned.
Be certain orificed check valve (9) is reinstalled

at bottom brake oil inlet port.
6. Refill radiator with a coolant mixture as specified in Section P.
7. Refill hydraulic tank and refill transmission
sump with hydraulic oil as specified in Section
P.
8. Start the engine and check for oil or coolant
leaks. Repair leaks as required.
9. Recheck hydraulic tank oil level, transmission
oil level, and cooling system coolant level.
FIGURE 3-18. GASKET INSTALLATION

4. Tighten the capscrews to standard torque.
5. Hook up an air source of 150 psi (10.6 kg/cm2)
to the oil side fittings on the heat exchanger for
15 minutes. Submerge the heat exchanger in
water. If any bubbles are seen, a leak exists and
must be repaired. If no leaks are present, the
heat exchanger is ready for use.
C03025 10/03
Cooling System
C3-13
NOTES
C3-14
Cooling System
10/03
C03025
SECTION C4
ENGINE
INDEX
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
DRIVE LINE ADAPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Drive Line Adapter Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Drive Line Adapter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
Drive Line Adapter Damper Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-10
Drive Line Adapter Damper Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-10
RECOMMENDED LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-12
C04025
Engine
C4-1
NOTES
C4-2
Engine
C04025
ENGINE
Removal
The HD1500 truck is equipped with a turbocharged

diesel engine. Engine power is transmitted to the
Torquflow transmission by a drive line adapter with
damper assembly and drive shaft.
1. Disconnect the engine harness wiring and

ground cables from the battery charging alternator (1, Figure 4-2).
2. Close the fuel supply valve located on the left
side of the engine, to the rear of the fuel filters
and the valve located at the fuel tank. Disconnect fuel supply hose.
Preparation
1. Position the truck in a work area with adequate
overhead clearance to permit raising the body.
2. Apply the parking brake and block the wheels to
prevent truck movement. Raise the body, and
install the safety cable.
3. Disconnect air cleaner restriction indicator

gauge tubing at ports (7, Figure 4-1) on top of
intake pipes. Disconnect turbocharger inlet temperature sensor (10).
NOTE: Prior to disassembly or removal, tag or mark

all air lines, oil lines, fuel lines and electrical
connections to assure correct assembly at time of
engine installation. Plug all ports and cover all hose
fittings or connections when disconnected.
4. Loosen engine air intake pipe clamps (2).

Remove pipe support rods at clamps (6).
Remove intake pipes (4 & 5) from rubber connector hoses at air cleaners (1) and turbochargers (9). Remove exhaust pipes (11).
Do not work under raised body without first making sure the safety cable is securely installed.
3. Place the battery disconnect switch in the OFF
position. Disconnect the negative, then the positive battery cables.
4. Remove grille according to procedure in Section B. Drain engine coolant and remove radiator according to Radiator Removal procedure in
this section.
FIGURE 4-1. INTAKE/EXHAUST

PIPING
1. Air Cleaner
2. Clamp
3. Hump Hose
4. LH Intake Pipe
5. RH Intake Pipe
6. Support Rod Clamp
7. Air Cleaner Restriction
Indicator Port
8. Hose
9. Turbocharger
10. Turbocharger Inlet
Temperature Sensor
11. Exhaust Pipes
C04025
Engine
C4-3
7. Disconnect heater hoses and remove clamps to

allow hoses to be positioned away from engine.
8. Disconnect air conditioning compressor (2, Figure 4-3) suction and discharge hoses.
9. Remove any remaining hoses and clamps
securing hoses to engine.
10. Disconnect air conditioning compressor clutch
wiring (5). Remove cable clamps (6). Disconnect receiver/drier switch.
11. At right front side of engine, disconnect coolant
temperature sensor (2, Figure 4-4).
FIGURE 4-2. HEAT EXCHANGER PIPING

5. Fan Clutch
1. Alternator
6. Heater Shutoff Valves
2. Heat Exchanger
3. Coolant Pipe
4. Coolant Temperature
Sensor
5. Remove water pump inlet pipe (3, Figure 4-2)
between engine and heat exchanger (2).
6. Close heater shut-off valves (6). and disconnect
hoses.
FIGURE 4-4. COOLANT TEMPERATURE
SENSOR
1. Right Front Cylinder
Head
2. Coolant Temperature
Sensor
FIGURE 4-3. AIR CONDITIONER COMPRESSOR

1. Belt Guard
2. A/C Compressor
3. Mounting Bracket
C4-4
4. Suction Hose
5. Clutch Wiring
6. Cable Clamps
Engine
C04025
FIGURE 4-5. REAR OF ENGINE

1. Engine ECM Cables
4. Engine Oil Pressure
2. Engine Speed Sensors
Switch
3. Cable Clamps
FIGURE 4-6. REAR ENGINE MOUNT

(Rear Side Shown)
1. Rear Engine Mount
2. Rubber Mount
3. Capscrew
12. Disconnect harness from engine oil pressure

switch (4, Figure 4-5). Disconnect engine speed
sensors (2). Disconnect engine ECM cables (1)
and harness clamps (3).
4. Starter Cables
5. Starter Motors
6. Exhaust Pipe
13. Remove battery supply and ground cables from

starter motors (5, Figure 4-6). Disconnect prelube timer and magnetic switches connected to
main engine harness.
14. Disconnect engine ground cables.
15. Verify all cable clamps are removed and
remove engine harness from engine. Secure
harness to prevent interference when engine is
removed.
16. Remove drive shaft guard (1, Figure 4-7), and
drive shaft (2).
17. Inspect engine for any remaining hoses or electrical wiring that must be removed prior to
removing the engine.
FIGURE 4-7. DRIVESHAFT

1. Guard
C04025
Engine
2. Driveshaft
C4-5
FIGURE 4-8. FRONT ENGINE MOUNTS

1. Alternator Guard
2. Fan
3. Fan Clutch
4. Mounting Hardware
5. Rubber Mount
Inspection
Inspect rubber mounts (2, Figure 4-6, & 5,
Figure 4-8). If mounts are deformed or
damaged, replace with new parts at time of
engine installation.
The complete engine (dry) weighs approximately

12,815 lbs. (5,813 kg). Make sure sling, hoist, and
spreader bar is of adequate capacity. During
engine removal, insure that engine removal path
is clear of personnel and equipment.
Inspect all hoses for evidence of leakage,

damage, or deterioration.
Inspect electrical harness connectors for
pin damage or corrosion.
18. Attach lifting device to engine. See warning

above.
Inspect electrical harnesses for damage.

Inspect driveshaft cross and bearings.
19. Remove mounting hardware from rear engine

mounts (3, Figure 4-6).
Inspect the driveline adapter. (See

Driveline Adapter in this chapter.)
20. Remove mounting hardware from front engine

mounts (4, Figure 4-8).
Repair or replace above items as required.
21. Lift engine to clear frame and move to a clean

work area and mount on work stands or cribbing.
C4-6
Engine
C04025
Installation
16. Install support rods between pipes and deck
structure. After pipes are properly positioned,
tighten clamps on hump hoses (3) and turbocharger elbows (8) securely.
1. Attach lifting device to engine and move into

position over mounts. Install rubber mounts on
top of mount brackets. Lower engine and install
bottom rubber mounts, mounting capscrews,
nuts, and washers. Tighten to standard torque.
17. Install air cleaner restriction indicator tubes to

ports (7).
NOTE: Refer to the procedure for centering the

engine assembly and transmission assembly in
Section F, Transmission Installation.
18. Connect wiring to turbocharger inlet temperature sensor (10).
2. If the drive line adapter has not been installed

on engine, refer to Driveline Adapter on the following pages for installation instructions.
19. Connect fuel supply hose to shut-off valve to the

rear of the fuel filters. Open shut-off valve at filters and at fuel tank.
3. Install drive shaft guard (1, Figure 4-7), and

drive shaft (2). Apply a thread tightener (Three
Bond TB1374) to cross and bearing capscrews.
Tighten capscrews to 323 ft. lbs. (44.8 kg.m).
20. Check installation to verify all hoses and wiring

have been reinstalled and all clamps are in
place.
21. Install radiator. (Refer to Cooling System, this
Section.)
4. Route engine harness into position on engine.

5. Install starter motor cables (4, Figure 4-6).
22. Install hood and grille (Refer to Structural Components, Section B.)
6. Connect engine oil pressure switch (4, Figure 45), engine speed sensors (2) and the three
engine electronic control cable connectors (1).
Install cable clamps (3) to secure harness to flywheel housing.
23. Connect the negative, then the positive battery

cables. Close battery disconnect switch.
24. Fill engine oil to the specified level. Refill radiator with coolant to the specified level.
7. Connect coolant temperature sensor (2, Figure

4-4) to engine harness.
NOTE: Refer to Section P, Lubrication and Service

for the proper fluids.
8. Connect harness wiring to the alternator R terminal. Connect alternator battery cable and
ground cables.
25. Refer to Heater/Air Conditioning System, Section N, Operator Comfort, and service air conditioning system.
9. On left side of engine, install air conditioner

compressor suction and discharge hoses.
26. Run the engine to circulate the oil and coolant

through the system until temperatures are stabilized. Then check fluid levels again. Check for
oil, fuel or coolant leakage.
10. Install A/C compressor clutch wires (5, Figure 43). Route remaining wires to A/C receiver/drier.
Install cable clamps (6).
11. Connect all engine ground cables.
12. Install coolant pipe (3, Figure 4-2) between
water pump inlet and heat exchanger (2).
13. Install heater hoses onto shut-off valves (6).
Open valves.
14. Install exhaust pipes (11, Figure 4-1).
15. Install left (4) and right (5) air intake pipes
between the air cleaners (1) and turbochargers
(9).
C04025
Engine
C4-7
DRIVE LINE ADAPTER

If a new, or replacement engine, is to be installed, it
may be necessary to remove and install the drive line
adapter.
NOTE: Refer to Section P, Lubrication and Service,
for periodic inspections of drive line components.
Drive Line Adapter Removal
1. Position the truck in a work area with adequate
overhead clearance to permit raising the body.
FIGURE 4-10. OUTPUT SHAFT

1. Snap Ring
2. Damper Cover
2. Apply the parking brake and block the wheels.

Raise the body and install the safety cable.
3. Remove drive shaft guard (1, Figure 4-7).
Remove capscrews (5, Figure 4-9) from cross
and bearing assembly (2) at both ends of drive
shaft. Remove drive shaft assembly (1).
4. Remove output drive flange (6). Remove capscrews (7) and bearing cover (3).
5. Remove snap ring (1, Figure 4-10). Remove
capscrews (3) from damper cover (2). Attach
eye bolts, a sling, and guide bolts to damper
cover (2). Lift the cover from the truck.
6. Remove capscrews (12, Figure 4-13) that
secure the damper to the flywheel. Attach a
sling and lifting device, and remove output shaft
damper assembly (1, Figure 4-11).
7. Remove bearing (1, Figure 4-12) for cleaning,
inspection, or replacement, if necessary.
FIGURE 4-11. OUTPUT SHAFT DAMPTER

ASSEMBLY
1. Output Shaft
Damper Assembly
FIGURE 4-9. DRIVESHAFT

4. Damper Cover
1. Drive Shaft
5. Capscrews
2. Cross and Bearing
6. Output Drive Flange
Assembly
7. Capscrews
3. Bearing Cover
C4-8
3. Capscrew
2. Housing
FIGURE 4-12. PILOT BEARING

1. Bearing
Engine
2. Flywheel
C04025
11. Install oil seal (19) into the bearing cover. Apply
Komatsu lubricant, 427-12-11871, between the
sealing lip and dust lip, as shown in Figure 4-14.
Drive Line Adapter Installation

1. Position the truck in work area with adequate
overhead clearance to raise the dump body.
12. Apply Komatsu lubricant, 427-12-11871, onto

the splines of the output shaft. Install drive
flange (20, Figure 4-15) onto the output shaft.
13. Attach a sling and lifting device and move drive
shaft assembly (1, Figure 4-9) into position on
drive flanges. Apply Three Bond TB1374 to
capscrews (5) and install. Tighten to 323 ft. lbs.
(44.8 kg.m).
2. Apply parking brake and block wheels to prevent truck movement. Raise body and install
safety cable.
! IMPORTANT ! - Some trucks may be equipped

with the larger 12C front driveshafts. Do not
apply thread compounds to these capscrews.
The proper torque on 12C driveshafts is 130 15
ft. lbs. (18 2 kg.m). 12C driveshafts are mounted
using M14 capscrews. The smaller 11C
driveshafts are mounted using M20 capscrews.
3. Refer to Drive Line Adapter Damper Assembly

for assembly instructions, if disassembled.
NOTE: Refer to Figure 4-14 during assembly of the
drive line adapter. The illustration specifies locations
and quantity of grease to be applied to the assembly.
4. If removed, use a push tool, and press fit bearing (9, Figure 4-13) into flywheel. The sealed
bearing only requires lubrication at the ID of the
inner race. The output shaft outer diameter
must be lubricated, also. These two areas
require 9 grams of Komatsu lubricant, 427-1211871, as shown in Figure 4-14. Refer to Recommended Lubricants later in this chapter.
14. Install drive shaft guard (1, Figure 4-7).
5. Apply thread tightener (Three Bond TB1374) to

capscrews (12, Figure 4-13) and install output
shaft damper assembly (1, Figure 4-11) to flywheel. Tighten capscrews (12, Figure 4-13) to
192 ft. lbs. (26.5 kg.m).
6. Apply Komatsu lubricant, 427-12-1187, to the
groove in the damper cover as shown in Figure
4-14. Apply adhesive (Three Bond #1104) to
the sealing face of the cover.
7. Use eye bolts and guide bolts to place damper
cover (2, Figure 4-10) into position on the driveline adapter. Install capscrews (3) and tighten in
a criss-cross pattern.
8. Bearing (2, Figure 4-13) and areas specified in
Figure 4-14, must be packed with Komatsu
lubricant, 427-12-11871. If removed, press fit
bearing (13, Figure 4-15) in cover (11). Install
retaining ring (14).
FIGURE 4-13. ADAPTER CROSS SECTION
9. Apply adhesive (Three Bond #1104) to the sealing face of bearing cover (15). Place the cover
into position and install capscrews and washers
(18). Tighten the capscrews to 83 ft. lbs. (11.5
kg.m).
1. Oil Seal
2. Bearing
3. Output Shaft
4. (not shown) Damper Assembly
(includes 3, 5, 6, 7 & 8)
5. Flange
6. Inner Body
7. Rubber
10. Clean the seal bore in cover (15) and apply Loctite #648 to the mating surface.
C04025
Engine
8. Outer Body
9. Pilot Bearing
10. Capscrew
11. Capscrew
12. Capscrew
13. Capscrew
C4-9
FIGURE 4-14. GREASE LOCATIONS AND QUANTITIES

Drive Line Adapter Damper Assembly
Drive Line Adapter Damper Disassembly

1. Remove oil seal (19, Figure 4-15) from bearing
cover (15), if not previously removed.
1. Clean and inspect all drive line adapter components.
2. Remove bearing (13) from damper cover (11), if

not previously removed.
2. Replace any worn or damaged parts.

3. Coat the mating surface of outer body (8, Figure
4-15) and the mating surface side of flange (6A)
with adhesive (Three Bond TB1104). Assemble
the components while referencing the balance
lines that were marked during disassembly.
Install flange mounting capscrews and washers
(5), and tighten to 130 15 ft.lbs. (18 2
kg.m).
NOTE: To maintain the balance when reassembling,

mark the set positions of flanges (6A/6B), outer body
(8), and inner body/shaft (10) before disassembling.
3. Disassemble output shaft damper assembly as
follows.
a. Match mark positions of flanges (6A/B), inner
body/shaft (10), and outer body (8), before
disassembling.
4. Install inner body/output shaft (10). Reference

balance lines marked during disassembly.
b. Remove flanges (6A/B), inner body/output

shaft (10), and rubber dampers (9) from
outer body (8).
5. Measure 100 grams (3.5 oz.) of LW008-27

grease into a container. Refer to Recommended Lubricants. Use this quantity of grease
to coat outer body (1, Figure 4-16), inner body
(4), and all surfaces of rubber dampers (2).
Apply remaining grease evenly in area (3,
shaded portion).
DO NOT attempt to separate inner body/output shaft

assembly (10). The assembly is provided as a onepiece part. If the shaft appears loose in the inner
body, replace the entire assembly.
6. Apply adhesive (Three Bond #1104) on flange

(6B, Figure 4-15) and install according to balance lines that were made during disassembly.
4. If not previously removed, remove bearing (2)

from flywheel for cleaning, inspection, and fresh
lubrication, or replacement, if necessary.
C4-10
7. Align the balance lines of the outer body, inner

body, and flange, then assemble.
Engine
C04025
FIGURE 4-15. DRIVELINE ADAPTER

1. Flywheel Housing
2. Pilot Bearing
3. Capscrew & Washer
4. Damper Assembly
6. A. Flange
6. B. Flange
7. Dowel Pin
8. Outer Body
9. Rubber Damper
10. Inner Body/Output Shaft
11. Cover
13. Bearing
14. Retaining Ring
15. Bearing Cover
16. Breather
17. Plug
8. Install flange mounting capscrews and washers

(5) and tighten to 130 15 ft.lbs. (18 2 kg.m).
C04025

19. Oil Seal
20. Output Drive Flange
21. Cap Plate
22. Retaining Ring
9. Refer to Drive Line Adapter Installation, Steps 4

- 12, for remaining installation of all other
related parts, and driveline.
Engine
C4-11
RECOMMENDED LUBRICANTS
The instructions listed in these pages contain references to lubricants that are used in Komatsu manufacturing and assembly processes. These lubricants
may be identified and obtained as follows:
NOTE: "Approved source" indicates the material
properties have been approved for Komatsu
manufacturing. This is not a commercial
endorsement for the product.
The rubber damper area requires LW008-27,
Multi-Purpose NLGI #2 grease. This is a multipurpose extreme pressure lubricating grease,
consisting of a lithium complex soap base and
mineral oil.
Approved source:
Mobilgrease HP, from Mobil Oil Corp.
The bearings are to be packed with LW030-27.
The present source for this lube, is Komatsu
Parts Distribution, part number 427-12-11871,
which is a one gallon container. This amount is
enough for two installations.
FIGURE 4-16. DAMPER GREASE

1. Outer Body Member
2. Rubber Damper
3. Grease Area
4. Inner Body Member
Recommended Lubricants & Sealants
A
Komatsu Lubricant
(427-12-11871)
1 gallon can Order from Komatsu
LW008-27 grease
Mobil Grease HP 3
Tubes*
Thread Tightener
Three Bond TB1374*
Liquid Gasket
LW067-78
Three Bond USAgrade TB1104*
*- Obtain locally
C4-12
Engine
C04025
SECTION C5
AIR FILTRATION SYSTEM
INDEX
AIR FILTRATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3

AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
FILTER SERVICE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
MAIN FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
SAFETY FILTER ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
Main Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-6
Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
C05014
Air Filtration System
C5-1
NOTES
C5-2
C05014
AIR FILTRATION SYSTEM

AIR CLEANER
General Information
Operation
Intake air, required by the diesel engine and by the
truck air system, passes through the air cleaner
assemblies mounted on each side of the radiator.
These air cleaners discharge heavy particles of dust
and dirt by centrifugal action and then remove finer
particles by passing air through filter cartridges. The
air compressor inlet line is connected to the engine
filtered air supply.
The engine demand for air creates a vacuum in the
air cleaners and causes outside air to be drawn in
through air inlets on the air cleaners. Dirty air entering here is drawn through a series of tubes that are
designed to produce a cyclonic action. As the air
passes through the outer portion of the tubes, a circular motion is set up causing dust and dirt particles
to be thrown from the air stream into dust collector
cups. At the same time, the air stream turns and is
directed up through the center of the tubes into
another chamber. Here the air passes through main
filter element and safety filter element and out the
clean air outlet to the engine's air intake system.
The truck engine must be shut down before servicing the air cleaner assemblies or opening the
engine air intake system.
1. Inspect dust collector cups at regular intervals,
daily inspection is recommended. Never allow
dust level build up to the Donaclone tube chamber.
2. Check filter service indicators, mounted on
instrument panel, during operation and each
time the engine is shut down. If the red area is
showing, filter service will be required.
If truck is equipped with service gauges, filter
should be changed when gauge reads between
20 - 25 inches of H2O vacuum.
Refer to Filter Service Procedure for maintenance and cleaning instructions.
3. Check to insure air inlet is not obstructed,
plugged or damaged.
4. Check all connections between air cleaner outlet and engine intake manifold to insure that
they are tight and make a positive seal.
5. Check all air cleaner housing capscrews to
insure they are tight.
6. After filter service has been accomplished,
reset service indicators by pushing down on
button located on top of indicator.
FILTER SERVICE INDICATOR

Filter restriction is registered by service indicators
which are located on the instrument panel. As the filters become dirty, a vacuum is created by the
engines demand for air and will cause the indicator
float to rise and expose a red area inside the glass of
the indicator. With engine shut down and the indicator still showing red, filter service is required.
FIGURE 5-1. AIR CLEANER

1. Dust Collector
3. Wing Nut
2. Precleaner Section
4. Element Cover
C05014
C5-3
FIGURE 5-2. TYPICAL AIR CLEANER ASSEMBLY

1. Dust Cup
2. Dust Cap Gasket
3. Donaclone Tube
4. Unfiltered Air Inlet
5. Wing Nut
C5-4
6. Wing Nut Gasket

7. Safety Element Indicator
8. End Cover
9. Safety Filter Element
10. Main Filter Element
11. Main Element Gasket

12. Clean Air Outlet
13. Pre-Cleaner Gasket
14. Safety Filter Element Gasket
C05014
MAIN FILTER ELEMENT
SAFETY FILTER ELEMENT
Removal
Removal
Remove and inspect the main filter element as outlined below.

1. Shut down engine. Clean dirt and dust off air
cleaner.
2. Loosen large wing nut (5, Figure 5-2) on air
cleaner cover to free main element assembly
(10). Pull main element clear of assembly.
3. Inspect filter element carefully for possible damage, holes, breaks, etc., which might affect
reuse of element. If element appears serviceable other than being dirty, proceed with the
cleaning procedure. If defects are found in filter
element, wing nut assembly (5) must be
removed from element assembly and installed
on the new filter element.
4. Check safety filter element nut (7). If solid red
area is showing, safety filter service is required.
Have a new safety (secondary) filter element at

hand before removing old one. Do not keep
intake system open to the atmosphere any longer
than absolutely necessary. DO NOT CLEAN
SAFETY ELEMENT! DISCARD USED ELEMENT
AND REPLACE WITH A NEW ONE.
The function of the safety filter is to increase overall
reliability and engine protection. If the safety element
indicator shows red the element has become
clogged, and should be discarded and replaced with
a new one.
1. Shut down the engine. Clean the dirt and dust
off the element end cover.
2. Loosen wing nut (5, Figure 5-2) and remove
end cover (8) and main element (9).
Installation
1. Install clean or new, main filter element into air
cleaner and secure with wing nut.
2. Tighten wing nut hand tight, do not use a
wrench or pliers. If filter element is being
reused, make sure main element (1) is not damaged, the gasket must seal completely.
3. Remove indicator nut (7) holding safety element

in place. Remove safety element (9). Inspect
gasket (14) and replace if necessary.
4. Remove any dust lodged in the clean air outlet
and around element sealing surface.
Installation
1. Replace safety element and secure in place
with a new safety element indicating nut (7).
2. Reset the indicator from red to green by gently
blowing air through threaded hole from gasket
end of indicator wing nut. Tighten wing nut to 10
ft. lbs. (13 N.m).
C05014
C5-5
AIR INTAKE TROUBLESHOOTING
Main Filter Cleaning
To insure maximum engine protection, be sure that

all connections between air cleaners and engine
intake are tight and positively sealed. If air leaks are
suspected, check the following:
For best results, after inspection, determine the condition of the element and choose either the "washing"
or "compressed air" method for cleaning the filter element.
1. All intake lines, tubes and hump hoses for

breaks, cracks, holes, etc., which could allow an
intake air leak.
1. Wash elements with water and liquid detergent

or a 50-50 solution of Oakite 202 and warm
water.
2. Check all air cleaner gaskets for positive sealing.
NOTE: This method is best when element is loaded

with carbon, soot, oil or dust.
3. Check air cleaner elements, main and safety,

for ruptures, holes or cracks.
a. Soak the element in a solution of liquid detergent and water for 15 - 30 minutes. Rotate
element back and forth in the solution to free
element of dirt deposits. DO NOT soak elements for more than 24 hours.
4. Check air cleaner assembly for structural damage - any cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
b. Rinse element with a stream of fresh water in

the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 40 psi (276 kPa). A complete, thorough rinse is essential.
c. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature
must not exceed 140F (60C) and must be
circulated continually. Do not use a light bulb
for drying elements.
FIGURE 5-3. FILTER ELEMENT INSPECTION
d. After cleaning the element, inspect thoroughly for slightest ruptures and damaged
gaskets. A good method to detect paper ruptures is to place a light inside the filter element as shown in Figure 5-3, and inspect the
outer surface of the filter element.
2. Clean dust loaded elements with dry filtered
compressed air:
a. Maximum nozzle pressure must not exceed
30 psi (207 kPa). Nozzle distance from filter
element surface must be at least one inch
(25 mm) to prevent damage to the filter
material.
b. As shown in Figure 5-4 direct stream of air
from nozzle against inside of filter element.
This is the clean air side of the element and
air flow should be opposite of normal air flow.
FIGURE 5-4. CLEANING FILTER ELEMENT WITH

COMPRESSED AIR
C5-6
c. Move air flow up and down vertically with

pleats in filter material while slowly rotating
filter element.
d. When cleaning is complete, inspect filter element as shown in Figure 5-3 and if holes or
ruptures are noted, replace the element with
a new item.
C05014
Precleaner Section Cleaning

The Donaclone tubes in precleaner section of air
cleaner assembly should be cleaned at least once
annually and at each engine overhaul. More frequent
cleaning may be necessary depending upon operating conditions and local environment should tubes
become clogged with oil, sludge or dirt.
To inspect tubes in precleaner section, remove main
filter element. Do not remove the safety element.
Loosen clamps and remove dust collector cup. Use a
light to inspect the tubes, all tubes should be clear
and the light should be visible.
2. Heavy plugging of tubes may require soaking

and washing of complete precleaner section.
The following instructions cover these procedures.
NOTE: The precleaner section may be separated
from the air cleaner assembly without dismounting
the complete air cleaner from the truck.
Clean the Donaclone tubes as follows if clogging is

evident.
Both the main and safety elements must be

installed in the air cleaner while Steps 1 and 2 are
being accomplished to prevent any possibility of
dirt being forced into the engine intake area.
FIGURE 5-6. WASHING AND SOAKING OF PRECLEANER SECTION

3. Remove the air intake cover (3, Figure 5-2).
Remove capscrews and locknuts holding precleaner section to the cleaner assembly and
remove precleaner. The safety element must
remain in place to protect the engine intake.
4. Loosen clamps and remove dust collector cup
(1) from precleaner section. Wash dust cup with
water and liquid soap solution.
5. Submerge precleaner section in a solution of
Donaldson D-1400 and warm water (mix solution according to package directions). Soak for
30 minutes, remove from solution and rinse
thoroughly with fresh water and blow dry.
6. Severe plugging may require the use of an Oakite 202 and water solution. The solution should
be mixed 50% Oakite 202 and 50% fresh water.
Soak precleaner section for 30 minutes, rinse
clean with fresh water and blow dry completely.
FIGURE 5-5. CLEANING DONACLONE TUBES
1. Dust can best be removed with a stiff fiber

brush. Do Not use a wire brush. Dust may also
be cleaned effectively using compressed air.
C05014
7. Check precleaner gaskets (13) carefully for any

evidence of air leaks, replace all suspected gaskets.
8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and replace all
mounting hardware removed.
9. With a serviceable gasket (2), install dust collector cup assembly on precleaner section and
secure with mounting clamps.
C5-7
NOTES
C5-8
C05014
SECTION C7
FAN CLUTCH
INDEX
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3

REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3
FAN CLUTCH - DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16
ASSEMBLY - FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20
TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C07002
Fan Clutch
C7-1
NOTES
C7-2
Fan Clutch
C07002
FAN CLUTCH
REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING INSTALLER
TOOL B - REAR SLEEVE BEARING INSTALLER
C07002
Fan Clutch
C7-3
TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;

BEARING REMOVER; ASSEMBLY PUSHER TOOL
C7-4
Fan Clutch
C07002
TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER (LARGE)
C07002
Fan Clutch
C7-5
FAN CLUTCH - DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW

1. Orifice Fitting
2. Dowel Pin (Rear)
3. Pitot Tube
4. Wear Sleeve
5. Retainer/Seal Assembly
6. Shaft Assembly
7. Nameplate Kit
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer (rear)
12. Bearing Spacer (External Snapring)
13. O-Ring Seal
14. Main Bearing (rear)
15. Internal Snapring
C7-6
16. External Snapring (spacer)

17. Sealring (Hook type)
18. Bolt
19. Washer
20. Pulley
21. Pulley Adapter
22. Sealring (large)
23. Piston
24. Sealring (small)
25. Spring Washer
26. Shim
27. External Snapring
29. Clutch Hub
30. Facing Plate
Fan Clutch
31. Steel Clutch Plate

33. Main Bearing (front)
34. O-Ring Seal
35. Bearing Retainer (front)
36. Oil Seal
37. Washer
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing (rear, short)
42. Fan Mounting Hub Assembly
43. Dowel Pin (Front)
44. Sleeve Bearing (front, long)
45. End Cap
C07002
3. Pitot Tube
4.Wear Sleeve
6. Shaft Assembly
8. Washer
9. Bolt
10. Oil Seal
11. Bearing Retainer
13. O-Ring Seal
14. Main Bearing
C07002
FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)

29. Clutch Hub
17. Sealring (Hook type) 30. Facing Plate
31. Steel Clutch Plate
20. Pulley
22. Sealring (large)
33. Main Bearing
23. Piston
34. O-Ring Seal
24. Sealring (small)
35. Bearing Retainer
25. Spring Washer
36. Oil Seal
26. Shim
37. Washer
Fan Clutch
38. Bolt
39. Wear Sleeve
41. Sleeve Bearing
(rear, short)
42. Fan Mounting Hub
Assembly
44. Sleeve Bearing
(front, long)
45. End Cap
C7-7
FIGURE 7-4.
FIGURE 7-2.
1. Support the fan clutch on a bench with fan
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-5.
FIGURE 7-3.
2. Install lifting eyes, and attach a hoist and chains
to front bearing retainer (35). Use a small
screwdriver to separate the front bearing
retainer from pulley adapter (21), and set it
aside on a bench.
C7-8
3. Remove O-Ring seal (34).
Fan Clutch
4. Position the bearing retainer and hub assembly

on the bench with clutch hub (29) up. Remove
external snap ring (28).
C07002
FIGURE 7-8.
FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9.
FIGURE 7-7.
8. Remove internal snap ring (32).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the bearing retainer as close as possible to fan mounting hub (42). Press the fan mounting hub out of
the front bearing using tooling (B).
C07002
Fan Clutch
C7-9
FIGURE 7-10.
FIGURE 7-12.
9. Turn bearing retainer (35) over on the press

bed. Press front bearing (33) out of the bearing
retainer using tooling (D).
11. Remove front retainer/seal assembly (40).

Wedge a large chisel or other appropriate tool
behind the retainer to force it off fan mounting
hub (42).
FIGURE 7-13.
FIGURE 7-11.
10. Support beneath the fan mounting hub with end
cap (45) down, but approximately 2 in. (50 mm)
above the press bed. Using a solid steel bar or
equivalent, press the end cap from the fan
mounting hub.
C7-10
Use a chisel to make three indentations in wear

sleeve (39) in order to loosen the sleeve. The indentations should be approximately 120 apart from one
another. Remove the wear sleeve.
Use caution when using the chisel. Do not cut
through the sleeve. Damage to the shaft can
cause future leaks.
Fan Clutch
C07002
FIGURE 7-14.
12. Inspect sleeve bearing (44) and sleeve bearing
(41). Compare the color of each bearing to the
chart below. The lighter the appearance of the
bearing, the more worn it is. If either bearing
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-16.
14. Remove the stack of facing plates (30) and
steel clutch plates (31) from inside the pulley.
FIGURE 7-17.
FIGURE 7-15.
13. Position tooling (C) against sleeve bearing (41).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out simultaneously.
C07002
15. Remove external snap ring (27), shim (26), and

spring washer (25).
Fan Clutch
C7-11
FIGURE 7-20.
FIGURE 7-18.
16. Attach wire lifting hooks to piston (23). Use the
lifting hooks to pull the piston from pulley
adapter (21).
18. Support beneath the pulley to prevent it from

dropping to the bench. Remove bolts (9) with
lockwashers (8).
FIGURE 7-19.
FIGURE 7-21.
17. Remove seal rings (22 & 24) from the piston.
19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove Oring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.
C7-12
Fan Clutch
C07002
FIGURE 7-22.
20. Position the shaft as shown. Insert a phillipshead screwdriver into pitot tubes (3) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is broken loose. Then, grip the pitot tube with a pair of
pliers, and gently tap on the pliers to remove the
pitot tubes from the hole in the shaft.
FIGURE 7-24.
22. Remove external snap ring (16).
FIGURE 7-23.
21. Remove both seal rings (17).
C07002
FIGURE 7-25.
23. Remove internal snap ring (15).
Fan Clutch
C7-13
FIGURE 7-28.
26. Use tooling (E) to press rear bearing (14) out of

rear bearing retainer (11).
FIGURE 7-26.
24. Support the bearing retainer as close as possible to the bearing bore. Use care not to damage
the retainer/seal assembly. Press the shaft out
of bearing (14) using tooling (E).
FIGURE 7-29.
FIGURE 7-27.
25. Remove oil seal (10) from bearing retainer (11).
C7-14
27. Use a chisel to make three indentations in wear

sleeve (4). The indentations should be approximately 120 apart from one another. Remove
the wear sleeve. Use caution when using the
chisel. Damage to the shaft can cause future
leaks.
Fan Clutch
C07002
FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive

the assembly off the shaft or wedge a large
chisel or other appropriate tool behind the
retainer to force it off.
C07002
Fan Clutch
C7-15
CLEANING AND INSPECTION

Thoroughly clean all components before inspection.
Check each of the following components, and follow the guidelines for reuse.
Ball bearings - Replace at time of rebuild.
Internal snaprings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
External snaprings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
Sealrings - Replace during rebuild.
Oil seals - Replace during rebuild.
Bolts & washers - Reuse unless damaged or worn.
Retainer/Seal assemblies - Replace if damaged or worn.
Wear sleeves - Replace during rebuild.
Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do Not attempt to separate the shaft assembly.
2. Inspect and clean pitot tube holes in the shaft. Use a standard reamer, straight flute 0.3770 in. diameter.
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite Primer N and #242.
C7-16
Fan Clutch
C07002
FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.
C07002
Fan Clutch
C7-17
FIGURE 7-35. PISTON REWORK

(For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside

face. If the piston contains the orifice, modify
the piston as shown in Figure 7-35.
7. Inspect clutch hub (29) for wear. Wear marks
that may be present on the teeth must not
restrict plate movement. If they have smooth
entry and exit ramps, the notches will not
restrict plate movement and the clutch hub may
be reused.
8. Check steel plates (31) for wear. The plates
must be smooth and free of grooves or heat
related damage. The plates are 0.121 in. minimum thickness (new) and must be flat within
0.005 in.
9. Inspect facing plates (30). New minimum thickness for facing plates is 0.109 in. Grooves are
0.006 in. deep. The plates must be flat within
0.005 in. Check teeth for excessive wear. When
new, the space between the teeth is approximately 0.280 in.
FIGURE 7-36.
10. Inspect fan mounting hub (42).
C7-18
Fan Clutch
C07002
FIGURE 7-37.
11. Inspect front bearing retainer (35).

12. Inspect end cap (45) for any wear or raised
nicks.
C07002
Fan Clutch
C7-19
ASSEMBLY - FAN CLUTCH

NOTE: The fan clutch is reassembled using Loctite
(or equivalent) sealants. Follow manufacturer's
recommendations regarding minimum cure time to
prevent oil from washing the sealant from the sealing
surfaces.
1. Place end cap (45) in a freezer or on dry ice to

prepare for installation in the following steps.
FIGURE 7-39.
2. If removed, install dowel pin (43) into fan

mounting hub assembly (42). Refer to Figure 738. Press the pin into the hub leaving 0.090 in.
(2.3 mm) exposed.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-38 and 7-39.
FIGURE 7-38.
C7-20
Fan Clutch
C07002
FIGURE 7-40.
FIGURE 7-42.
4. Turn the hub over on the bed of the press.
Again using tooling (B), press rear sleeve bearing (41) into the fan mounting hub until the tool
contacts the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve

bearing (44) into the fan mounting hub until the
tool contacts the shoulder of the hub. Ensure
the correct bearing is installed. There are two
sleeve bearings, and each one must be
installed in the proper area of the hub to ensure
the lube passage is not restricted. Refer to Figure 7-40.
C07002
Fan Clutch
C7-21
FIGURE 7-44.
FIGURE 7-43.
5. Press front retainer/seal assembly (40) onto the
fan mounting hub (42) using tooling (D). The
inner race of the retainer should be recessed
0.040 in. (1.0 mm) below the shoulder.
Check carefully to insure the retainer/seal
assembly is installed straight, and not bent or
damaged in any way which will cause interference between it and the bearing retainer after
assembly.
Front
wear
sleeve
(39)
is
NOT
interchangeable with rear (notched) wear
sleeve (4). The ID of the front wear sleeve is
color coded red.
Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
FIGURE 7-45.
6. Coat the I.D. of front wear sleeve (39), and the

wear sleeve diameter of the shaft with Loctite
Primer N and #242 (or equivalent). Using tooling (D), press the wear sleeve onto the shaft,
flush with the shoulder.
NOTE: Some fan hubs may have a small hole on the

wear sleeve mounting journal. This hole is not used
and will be covered by the wear sleeve.
C7-22
Fan Clutch
C07002
FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with

a thin coating of Loctite Primer N and #242.
9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer.

Do not apply Loctite to the end cap. Press the
end cap into the hub until the cap bottoms out.
FIGURE 7-47.
FIGURE 7-49.
8. Apply Loctite Primer N and #609 to the mating
surfaces of front bearing (33) and front bearing
retainer (35). Place the bearing into position on
the retainer with the notch for the bearing pin
facing downward.
Press the front bearing into the bearing retainer
using tooling (E) or equivalent. Press ONLY on
the outer race of the bearing until it seats at the
bottom of the bore.
C07002
10. Turn the retainer over on the press bed. Coat

the O.D. of front oil seal (36) and mating surface
on the bearing retainer with Loctite Primer N
and #242 (or equivalent). Use tooling (E) to
press the oil seal into the front bearing retainer,
flush with the front face. Ensure the lip of the
seal is dry. Wipe any excess Loctite from the
seal area and remove any rubber strings from
the seal.
Fan Clutch
C7-23
FIGURE 7-50.
11. Coat the bearing I.D.and the fan mounting hub
bearing journal with Loctite Primer N and #609
(or equivalent). Place the front bearing retainer
sub-assembly into position on the fan mounting
hub. (Ensure the notch in the bearing is aligned
with the bearing dowel pin.) Do not allow the
seal lip to come in contact with the Loctite.
Press the bearing onto the hub using tooling (D)
until it contacts the wear sleeve.
FIGURE 7-51.
12. Install clutch hub (29) on the fan mounting hub

assembly (42) with the open end down. (No
special timing is necessary.)
Wipe any lubricant or sealer from the seal

lip. The seal lip is teflon and must remain
dry for proper sealing to occur.
Spin the bearing retainer at least 25 revolutions
to ensure proper rotation of the bearing and to
burnish the seal.
FIGURE 7-52.
13. Install external snap ring (28) to hold the clutch
hub in place.
C7-24
Fan Clutch
C07002
FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press the rear retainer/seal

assembly (5) onto shaft (6). The inner race of
the retainer should be recessed 0.040 in. (1.0
mm) below the shoulder.
Check carefully to insure the retainer/seal
assembly is installed straight, and not bent or
damaged in any way which will cause interference between it and the bearing retainer after
assembly.
FIGURE 7-54.
14. If removed, install rear dowel pin (2) in shaft

assembly (6). Press the pin until 0.080 in. (2.0
mm) is left exposed above the surface.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-53 &7-54.
C07002
Fan Clutch
C7-25
FIGURE 7-57.
FIGURE 7-56.
17. Coat the OD of rear bearing (14) and the mating

surface of bearing retainer (11) with Loctite
Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Press the bearing into the bearing
retainer using tooling (F) or equivalent. Press
only on the outer race of the bearing, until the
bearing bottoms out in the bore.
Rear (notched) wear sleeve (4) is NOT

interchangeable with front wear sleeve (39).
The ID of the rear wear sleeve is color coded
blue.
Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
16. Coat the I.D. of the rear, (notched) wear sleeve
(4), and the wear sleeve diameter of the fan
mounting hub with Loctite Primer N and #242
(or equivalent). Locate the sleeve so the notch
in the sleeve will be aligned with the small lube
hole in the shoulder. Press the wear sleeve
onto the fan mounting hub, flush with the shoulder using tooling (D).
C7-26
FIGURE 7-58.
18. Install internal snap ring (15).
Fan Clutch
C07002
FIGURE 7-59.
19. Some fan clutches were assembled with an external snapring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snapring was used,
place the snapring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the following step.
FIGURE 7-60.
FIGURE 7-61.
20. Coat the O.D. of rear oil seal (10) with Loctite
Primer N and #242 (or equivalent). Use tooling
(E) or the equivalent to install the oil seal in the
rear bearing retainer, flush with the rear face.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.
C07002
21. If a bearing spacer is used instead of a snapring

as explained in Step 19, place the spacer into
position in the groove on shaft assembly (6).
Note the location of the spacer in Figure (7-61).
Fan Clutch
C7-27
FIGURE 7-62.
FIGURE 7-63.
22. Place the shaft sub-assembly on the press bed.

Coat the bearing I.D., and bearing journal on
the shaft with Loctite Primer N and #609 (or
equivalent).
23. Install external snap ring (16). Ensure the

snapring is fully seated in the groove. It may be
necessary to tap on the snapring with a screwdriver to fully seat the snapring.
Carefully, lower the rear bearing retainer subassembly in place on the shaft. Do not allow the
seal lip to come in contact with the Loctite.
Ensure the notch in the bearing and the dowel
pin are aligned. If external snapring (16) was
installed in the bearing retainer, ensure the
opening is aligned with the dowel pin.
Press the bearing onto the shaft until it reaches
the shoulder of the wear sleeve. Wipe any
excess Loctite from the assembly.
Ensure the seal lip is dry. The seal must
remain dry for proper sealing.
Spin the bearing retainer approximately 25
times to burnish the teflon seal on the wear
sleeve. Check for abnormal sounds or other
indications of contact between the retainer/seal
assembly and the bearing retainer. If interference is found, remove the bearing retainer and
eliminate the point of interference.
FIGURE 7-64.
24. Be sure the pitot tube holes in the shaft are
clean and free of burrs and staking material, to
allow the pitot tubes to fit into the holes and seat
completely to the bottom. Apply a thin coating of
Loctite Primer N and #609 (or equivalent) on
the straight end of one pitot tube (3). Coat the
C7-28
Fan Clutch
C07002
tube to approximately 0.75 in. (20 mm) from the

end.
Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the bearing retainer. Rotate the tube so the open, bent
end faces in a counter-clockwise direction, and
is exactly parallel to the surface of the bearing
retainer. (A large phillips-head screwdriver
inserted in the end of the tube can be conveniently used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three
places, (at the 9, 12, and 3 o'clock positions) to
prevent the tubes from rotating in operation.
FIGURE 7-66.
26. Install small seal ring (24) in the inside groove,

and large seal ring (22) in the outside groove of
piston (23). Lubricate the seal ring grooves with
an oil-soluble lubricant such as engine assembly grease before installation. Refer to the Figure 7-66 for proper orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the

grooves in the shaft. Rotate the rings so the slits
in the rings are 180 apart from one another.
FIGURE 7-67.
27. Lubricate the external surfaces of seal rings (22

& 24) with an oil-soluble lubricant such as
engine assembly grease. Also, lubricate the
seal mating surfaces in the pulley adapter.
C07002
Fan Clutch
C7-29
28. Carefully, place the piston in the pulley.

Do Not push the piston in place!
Without pressing down on the piston, rotate it
slowly clockwise-counterclockwise until it falls
into place. (Forcing the piston will usually cause
the seal rings to be cut.)
FIGURE 7-69.
30. Install spring washer (25), shim (26), and
spirolock ring (27). It will be necessary to press
downward to compress the spring washer,
while forcing the spirolock to properly seat in
the groove. The shim must then be centered on
the spring washer to prevent it from interfering
with the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for easy final

assembly of the fan clutch. Lift the front bearing
retainer sub-assembly in place on the pulley.
While doing so, the slots of the front bearing
retainer will engage the tangs of the piston, and
the retainer will rest against the pulley.
Then, rotate the bearing retainer (and piston)
until the bolt holes align in the bearing retainer
and pulley. Carefully, remove the bearing
retainer sub-assembly.
FIGURE 7-70.
31. Place the front bearing retainer sub-assembly
on the bench with the clutch hub up.
Install one steel clutch plate (31) in place in the
bearing retainer. Now dip a facing plate (30) in
new engine oil, allow the excess to drain off,
and place the plate on top of the steel plate.
Repeat this step until all 16 plates have been
installed.
C7-30
Fan Clutch
C07002
32. Turn the pulley adapter assembly over and

install two lifting eyes 180 apart. Install a
guide-bolt in one bolt hole of the pulley. Refer to
Figure 7-71.
Coat front O-Ring seal (34) with petroleum jelly
or an oil-soluble grease. Place the seal in the
groove in the pulley. The grease should secure
the seal in the groove during installation.
Carefully lower the pulley. Ensure the guide bolt
is aligned with a bolt hole in the bearing retainer
assembly and the O-ring seal is still securely in
place. Lower the pulley until it rests on the front
bearing retainer.
FIGURE 7-71.
FIGURE 7-73.
33. Install at least four bolts (38) with lockwashers
(37) and snug. Insert the bolts 90 apart.
FIGURE 7-72.
C07002
Fan Clutch
C7-31
FIGURE 7-76.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8), and torque

each one to 36-43 ft. lbs. (49-58 Nm).
34. Lubricate O-Ring seal (13) with petroleum jelly

or an oil-soluble grease and install in the pulley
groove.
FIGURE 7-77.
FIGURE 7-75.
35. Lubricate the hook type sealrings (17) on the
shaft assembly. Carefully lower the shaft subassembly into the pulley bore and onto the pulley until the retainer rests on the pulley. Use
caution when lowering. Damage to the sleeve
bearings may result if the shaft is cocked during
installation.
C7-32
37. If removed, install orifice fitting (1) in the "oil in"

port of the bracket.
Fan Clutch
C07002
FIGURE 7-78.
38. Turn the assembly over on the bench. Install the remaining bolts (38) and lockwashers (37), and torque all to
36-43 ft. lbs. (49-58 Nm).
C07002
Fan Clutch
C7-33
TEST PROCEDURE
1. The fan clutch should be fully locked up with 40 psi oil pressure supplied at the control pressure port.
2. Operate the fan clutch with 180 F (82 C) oil supplied to the oil in port for 2 hours. Manually engage and disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation while
the clutch is disengaged, but ensure the fan mounting hub is allowed to rotate freely while the clutch is
engaged.
The fan clutch rotation causes the pitot tubes to pump lubrication oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.
C7-34
Fan Clutch
C07002
SECTION D
ELECTRICAL SYSTEM AND POWERTRAIN MANAGEMENT CONTROL
SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1

24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
POWERTRAIN MANAGEMENT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-1
POWERTRAIN MANAGEMENT CONTROLLER (PMC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-1
TRANSMISSION CONTROLLER (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-1
ELECTRONIC DISPLAY PANEL (EDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-1
RETARD CONTROL AND MONITOR (RCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-1
AUTOMATIC SUSPENSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-1
MESSAGE FOR OPERATION AND MAINTENANCE (MOM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-1
MOM SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-1
DATA ACQUISITION DEVICE (DAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-1
DAD SCREEN DISPLAYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-1
REAL TIME DATA TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-1
PAYLOAD METER II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-1
NOTE: Electrical system schematics are located in Section R of this Manual.
D01033
Index
D1-1
NOTES
D1-2
Index
D01033
SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY CHARGING SYSTEM (Niehoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
TROUBLESHOOTING PROCEDURES (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Equipment Required: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Test Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
ON VEHICLE TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage . . . . . . . D2-8
BATTERY CONDITIONS AND CHARGE VOLTAGE REACTIONS: . . . . . . . . . . . . . . . . . . . . . . . D2-8
CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
ADVANCED SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Static Test - Engine OFF, Key ON, Battery Switch ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Go To Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-10
Go To Regulator (If Required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Go To Regulator Connector On The Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
24 VDC ELECTRIC STARTER SYSTEM (WITH PRELUB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
D02022
24VDC Electrical Supply System
D2-1
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13

Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Prelub System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Starter/Prelub Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-15
TROUBLESHOOTING PRELUB STARTER CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
24 VDC ELECTRIC START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
CRANKING MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-21
Field Coil Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-22
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-22
Solenoid Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-24
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-25
Magnetic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26
Coil Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-26
D2-2
D02022
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The truck utilizes a 24VDC electrical system which
supplies power for all non-propulsion electrical components. The 24VDC is supplied by four 12 volt storage batteries wired in series and parallel. The
batteries are a lead-acid type, each containing six 2volt cells. With keyswitch ON, and engine not operating, power is supplied by batteries. When engine is
operating, electrical power is supplied by a 24 volt
alternator.
BATTERY
During operation, the storage batteries function as an
electrochemical device for converting chemical
energy into the electrical energy required for operating the accessories when the engine is shut down.
Lead-acid storage batteries contain sulfuric acid,

which if handled improperly may cause serious
burns on skin or other serious injuries to personnel. Wear protective gloves, aprons and eye protection when handling and servicing lead-acid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of batteries and accidents involving sulfuric acid.
Maintenance and Service
The electrolyte level of each cell should be checked
at the interval specified in the Lubrication and Service Section P, and water added if necessary. The
proper level to maintain is 3/8-1/2 in. (10-13 mm)
above the plates. To insure maximum battery life, use
only distilled water or water recommended by the
battery manufacturer. After adding water in freezing
weather, operate the engine for at least 30 minutes to
thoroughly mix the electrolyte.
DO NOT SMOKE or allow flame around a dead

battery or during the recharging operation. The
expelled gas from a dead cell is extremely explosive.
D02022
Excessive consumption of water indicates leakage or

overcharging. Normal water usage for a unit operating eight hours per day is about one to two ounces
per cell per month. For heavy duty operation (24
hour) normal consumption should run about one to
two ounces per cell per week. Any appreciable
increase over these figures should be considered a
danger signal.
Troubleshooting
Two most common troubles that occur in the charging system are undercharging and overcharging of
the truck's batteries.
An undercharged battery is incapable of providing
sufficient power to the truck's electrical system.
Possible causes for an undercharged battery are:
Sulfated battery plates

Loose battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
A defective battery equalizer
Overcharging, which causes battery overheating, is

first indicated by excessive use of water. If allowed to
continue, cell covers will push up at the positive ends
and in extreme cases the battery container will
become distorted and cracked.
Leakage can be detected by continual wetness of the
battery or excessive corrosion of the terminals, battery carrier and surrounding area. (A slight amount of
corrosion is normal in lead-acid batteries). Inspect
the case, covers and sealing compound for holes,
cracks or other signs of leakage. Check battery hold
down connections to make sure the tension is not
great enough to crack the battery, or loose enough to
allow vibration to open the seams. A leaking battery
should be replaced.
To remove corrosion, clean the battery with a solution
of ordinary baking soda and a stiff, non-wire brush
and flush with clean water. Make sure none of the
soda solution is allowed into the battery cells. Be
sure terminals are clean and tight. Clean terminals
are very important in a voltage regulated system.
Corrosion creates resistance in the charging circuit
which causes undercharging and gradual starvation
of the battery.
NOTE: When washing batteries, ensure cell caps are
tight to prevent cleaning solution from entering the
cells.
D2-3
Addition of acid will be necessary if considerable

electrolyte has been lost through spillage. Before
adding acid, make sure battery is fully charged. This
is accomplished by putting the battery on charge and
taking hourly specific gravity readings on each cell.
When all the cells are gassing freely and three successive hourly readings show no rise in specific gravity, the battery is considered charged. Additional acid
may now be added. Continue charging for another
hour and again check specific gravity. Repeat the
above procedure until all cells indicate a specific
gravity of 1.260-1.265 corrected to 80F (27C).
NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
will attack the plates and separators before it has a
chance to diffuse into the solution.
If the temperature of the electrolyte is not reasonably
close to 80F (27C) when the specific gravity is
taken, temperature should be corrected to 80F
(27C):
For every 10F (5C) below 80F (27C), 0.004
should be subtracted from the specific gravity
reading.
For every 10F (5C) above 80F (27C), 0.004
should be added to the reading.
Idle batteries should not be allowed to stand unattended. If equipment is to stand unused for more
than two weeks, the batteries should be removed
and placed in a cool, dry place where they may be
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self discharge takes place
even though the battery is not connected in a circuit
and is more pronounced in warm weather than in
cold.
D2-4
The rate of self-discharge of a battery kept at 100F

(38C) is about six times that of a battery kept at
50F (19C) and self-discharge of a battery kept at
80F (27C) is about four times that one at 50F
(10C). Over a thirty day period, the average self-discharge runs about 0.002 specific gravity per day at
80F (27C).
To offset the results of self-discharge, idle batteries
should receive a booster charge (not a quick charge)
at least once every thirty days. Batteries allowed to
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called sulfated and are, in
the majority of cases, irreparably damaged. In less
severe cases, the sulfated battery may be restored to
limited service by prolonged charging at a low rate
(approximately normal rate).
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in the table.
The temperatures in table I indicate the points at
which the first ice crystals appear. Lower temperatures must be reached for a solid freeze. Solid freezing of the electrolyte may crack the battery case and
damage the positive plates. As will be noted, a
charged battery is in no danger of freezing, therefore,
a charge or better is desirable, especially during winter weather.
TABLE 1.
Specific Gravity
Corrected to
80F (27C)
Freezing Temperature
Degrees
1.280
-90F (-70C)
1.250
-60F (-54C)
1.200
-16F (-27C)
1.150
+5F (-15C)
1.100
+19F (-7C)
D02022
BATTERY CHARGING SYSTEM (Niehoff)

General Description
The Niehoff model N1227 or C609 (Figure 2-1) is a
heavy duty, 24 VDC unit rated at 240 amps. A solid
state voltage regulator (6) mounted externally on the
end housing assembly provides voltage control during
operation. A single output connection (5) is located on
the face of the control unit (4) for connection to the
truck battery positive circuit. The ground circuit cable
can be attached to either of two terminals (10) located
on the front housing. A fan guard (7) protects maintenance personnel from the rotating fan when the
engine is operating.
TROUBLESHOOTING PROCEDURES
(On-Truck)
Most 24 volt charging system problems can be diagnosed with the alternator installed on the truck, operating under normal conditions. Many problems can be
attributed to loose or corroded cable connectors. It is
essential that all battery charging circuit cables are in
satisfactory condition and all connections are clean
and securely tightened.
Equipment Required:
Belt tension scale
Voltmeter, 0 - 40 volt range
Ammeter, 0 - 400 amp range
FIGURE 2-1. ALTERNATOR EXTERIOR
1. Belt Tension Adjustment Capscrew

2. Shaft Key
3. Pulley Bushing
4. Control Unit
5. Battery Positive Terminal
D02022
6. Voltage Regulator
7. Fan Guard
8. Cooling Fan Assembly
9. Mounting Lugs
10. Ground Terminals
D2-5
Test Procedure
Preliminary Checks
1. Check the drive belt tension as follows:
a. Apply 20.9 lbs. (9.5 kg) force at center of belt
span.
1. Start engine, accelerate to high idle and

observe meters.
b. Belt should deflect 0.50 in. (12.7 mm).

c. Adjust tension if necessary.
Insure that an undercharged battery condition has
not been caused by accessories having been left ON
for extended periods.
2. If a battery defect is suspected, check battery
as specified in Battery - Troubleshooting in this
section.
3. Inspect the wiring for defects. Check all connections for tightness and cleanliness. Remove and
clean battery cables.
4. If truck is equipped with a battery equalizer system, verify proper operation of equalizer and
individual battery voltages. Refer to Battery
Equalizer in Section D, 24VDC Electrical Supply System.
If voltmeter reading exceeds 30.5 volts, stop

engine immediately and refer to Table 2.
If batteries are sufficiently discharged, amps
should be "high" (220 amps 10%) and
voltage should be between 27.2 and 28.8
volts (normal range) or may be less than 23.7
volts if the batteries are significantly
discharged.
2. As the batteries approach full charge, the
amperage should fall as voltage rises.
3. When amps and volts readings stabilize, note
readings and refer to Table 2 to diagnosis system condition.
TABLE 2. TROUBLESHOOTING CHART
AMPS
VOLTS
DIAGNOSIS
HIGH
LOW
Charging system is OK. Batteries

are not yet fully charged. Wait for
charging system to bring to full
charge; amps should decrease
and voltage should stabilize
between 27.2 and 28.8 volts.
Test Setup
1. Discharge batteries sufficiently to insure adequate loading of alternator when engine is
operated during tests.
2. Open battery disconnect switch. Remove battery cable from alternator B+ terminal.
Refer to Figure 2-2 for the following steps. Meters
should be installed directly at the alternator as shown
to eliminate variations in readings due to cable
lengths etc.:
3. Install the ammeter (negative lead) to the battery positive cable removed in step 2. Install the
ammeter positive lead to the alternator B+ terminal.
HIGH
NORMAL Watch until amps decrease or

voltage exceeds 28.8 volts. If
amps decrease and volts remain
normal, system is OK. If voltage
exceeds 28.9 volts, regulator and/
or alternator defective. Go to
Static Test.
HIGH
HIGH
STOP TEST! Regulator and/or

alternator defective. Go to Static
Test.
LOW
LOW
1. Recheck voltmeter leads. If

connections are OK, alternator
and/or regulator defective.
4. Install a voltmeter between the alternator B+

terminal (positive lead) and the ground terminal
(voltmeter negative lead).
5. Secure all test equipment leads to prevent damage or short circuits when engine is started.
Reconnect battery disconnect switch.
2. Perform Regulator Bypass Test

per instructions on following page:
a. If volts and/or amps increase,
alternator is OK but regulator is
defective.
b. If no effect, replace alternator
LOW
LOW
NORMAL Charging system is OK.

HIGH
STOP TEST! If battery and voltmeter check is OK, regulator and/

or alternator defective.
The following tests require working near the

engine when running. Use caution when working
near engine fan, alternator fan and belt.
D2-6
D02022
FIGURE 2-3. REGULATOR BYPASS TEST
FIGURE 2-2. TEST METER HOOKUP
1. Alternator Under Test

2. 0 to 400 AMP Ammeter
3. 0 to 40 VDC Voltmeter
4. Alternator B+ Terminal
5. Alternator Ground Terminal
6. Truck Batteries
1. Alternator Control Unit

2. R Terminal (Relay)
3. E Terminal (Energize)
4. Alternator B+ Terminal
5. Alternator / Voltage Regulator
Harness Plug
Regulator Bypass Test

If the test procedure outlined on the previous page
indicates low current output and low voltage output, perform the following test to determine if the
voltage regulator is defective or if the alternator is
defective.
1. Disconnect alternator/regulator harness plug
(3, Figure 2-3).
2. Momentarily touch the "F-" connector pin on the
alternator connector to ground.
3. Observe meter readings:
If voltage or amperage rises, the alternator is
OK. The regulator is defective and should be
replaced.
If grounding the harness male pin has no
effect, the alternator is defective and should
be replaced.
D02022
D2-7
ON VEHICLE TROUBLESHOOTING GUIDE

ALTERNATOR ELECTRICAL CONDITIONS - Low Voltage - High Voltage - No Voltage
PRELIMINARY PROCEDURES
HIGH VOLTAGE OUTPUT
Common problems, all applications:
Causes of high voltage:
Check alternator drive belt (s).
Wrong regulator.
Check alternator positive connection
High regulator set point.
Check alternator ground connection on alternator.
Defective regulator.
Defective alternator.
Check condition of connector between regulator

and alternator.
Identify model of alternator_______________
NO VOLTAGE OUTPUT
Identify model of regulator________________
Causes of no voltage output:
Record voltage regulator set points stated on

regulator tag:
1)_______ 2)_______ 3)_______ (if applicable)
No drive belt.
No battery (B+) voltage at alternator's "B+" terminal (except isolator type systems).
No "link" from "R" terminal to energize ("E") terminal on alternator when engine operating.
TOOLS AND EQUIPMENT:
Defective regulator.
1 - Voltmeter (Digital type preferred.)

1 - Ammeter (Digital, Inductive type preferred.)
1 - 12 gauge lead, 12 inches long, with alligator clip
at each end.
BATTERY CONDITIONS AND CHARGE

VOLTAGE REACTIONS:
LOW VOLTAGE OUTPUT
NOTE:
Until
electrical
system
component
temperatures stabilize, these conditions may be
observed during cold start voltage tests.
Causes of low voltage:

Loose drive belt.
Maintenance type:
Low state of charge of battery.

Current load on system greater than alternator
can produce.
Defective wiring or poor ground path.
Low regulator set point.
Defective voltage regulator.
Immediately after engine start, system volts are

lower than regulator set-point with medium
amps.
3-5 minutes into charge cycle, higher system
volts and reduced amps.
5-10 minutes into charge cycle, system volts are
at, or nearly at, regulator set point, and amps
are reduced to a minimum.
Low Maintenance types:
Same as above, except cycle times may be
longer.
D2-8
D02022
Maintenance Free types:

Immediately after engine start, system volts are
lower than regulator set-point with low amps.
15-30 minutes into charge cycle, still low volts
and low amps.
15-30 minutes into charge cycle, volts rise several tenths, amps increase gradually then
increase quicker to medium to high amps.
20-35 minutes into charge cycle, volts rise to
set-point and amps lower.
High-Cycle Maintenance Free Types:

These types respond much better than standard
maintenance free types. The charge acceptance
of these batteries may display characteristics
similar to standard, maintenance type batteries.
CHARGE VOLT AND AMP VALUES

Voltage and amperage levels are functions of battery
state of charge. If the batteries are charged 95% or
higher when the engine is cranked, the charge voltage will be near regulator set-point and the amps will
taper quickly from medium to low. True battery voltage is obtained after removing any surface charge
from the battery or after 24 hours of non-use.
Medium amps are defined as some multiple of

the low amp value, perhaps 30 amps for the
Group-8D and 10-15 amps for the Group-31.
This rate of amperage will cause a rise in battery temperature over a long period of time (4-8
hrs) and may lead to an overcharge condition if
temperature elevates too high.
High amps would be 50 to 75 amps for a Group8D, and 25 to 35 amps for a Group-31 size.
High amperage rates over a short period of time
(2-3 hrs.) can severely damage any battery by
overheating the battery and causing thermal
runaway. The battery, in effect, forgets its state
of charge and will accept all amps offered. The
electrolyte solution is boiled off as the battery
moves into an excessive gassing stage.
Charge voltage is the voltage delivered to the

battery when the alternator and regulator are
operating properly. This charge voltage value is
the voltage regulator's set-point. At times the
charge voltage value may be less than the regulator's set-point but it will never be higher than
that set-point.
Battery voltage is the steady state voltage of the

battery. The value of this voltage relates directly
to state of charge.
DEFINITIONS
NOTE: Charge voltage and amp rates vary from
battery type to battery type, based on battery
construction technology and physical size of battery.
Low amps are the necessary amps that a battery will take continuously over a period of time
without damage to the battery when the battery
is in an operating system and is constantly
cycling. Batteries such as the Group-8D may
accept rates up to 15 amps over several hours
without raising their internal temperature more
than a few degrees. Group-31 batteries may
accept rates up to 5 amps over several hours
with minimal temperature rise.
D02022
B+ voltage is battery positive voltage, but does

not refer to a specific value as does battery voltage.
Surface charge is a higher than normal terminal

voltage a battery has when it comes off a
charger or after extended time in vehicle operation. The surface charge must be removed to
determine true battery voltage.
D2-9
ADVANCED SYSTEM TROUBLESHOOTING

NO ALTERNATOR OUTPUT
Static Test - Engine OFF, Key ON, Battery Switch
ON.
Identify and locate "B+", "E", and "R" and ground
("B-") terminals on alternator and check for link from
terminal "R" to "E".
DAMAGE WILL OCCUR IF UNIT IS OPERATED

WITH STRAP CONNECTED AND B+ APPLIED!
Hold a steel wrench or screwdriver near alternator
drive pulley: wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
Go To Alternator
If there is no magnetic attraction, alternator may

not be turned on. Go to "Regulator Test" that
follows and continue test.
Test for battery B+ voltage (__________V) at "B+" terminal on alternator:

If there is no B+ voltage on "B+" terminal,
repair vehicle wiring as necessary. Continue
test.
If B+ voltage is present on "B+" terminal, continue

test.
Remove strap between "R" and "E" terminal.

Connect a 12 gauge jumper wire from the "B+" terminal on alternator to the "E" terminal on alternator.
If there is magnetic attraction alternator is good

and regulator should be considered good.
Alternator will produce electricity because
regulator is on. This test only shows regulator as
either on or off.
NOTE: Alternator may not be turned on when engine

is operating. Go to "R" terminal test next, to prove if
vehicle "E" circuit will turn alternator on.
FIGURE 2-4. ALTERNATOR

TERMINALS
1. Control Unit
2. R Terminal
3. Strap
4. E Terminal
5. B+ Terminal
6. Ground Terminal
D2-10
D02022
Go To 'R' Terminal On The Alternator
Go To Regulator (If Required)
With engine running, measure value of AC voltage

from "R" terminal to "Ground".
Disconnect voltage regulator from alternator. There

are no static tests available for the regulator. Continue test.
If no AC volts are present, alternator is not

capable of turning on regulator.
NOTE: On a new, first time start up of an
alternator, the alternator may test at less than 5
volts on "R" terminal. The cause of this problem
may be loss of residual magnetism within the
alternator during shipping and handling of the
alternator. To restore the residual magnetism:
With engine off and battery switch on,
momentarily (1-2 seconds) connect a jumper wire
from 'B+' terminal to 'E' terminal. (May spark this is OK.) Remove jumper and restart engine.
Alternator should generate properly once the
residual magnetism is restored.
If AC voltage is approximately 14 Volts, alternator

is properly turned on and output of alternator will
be approximately 28 Volts.
If AC voltage is 3 Volts to 5 Volts, alternator is
NOT turned on (regulator is OFF) but
alternator is capable of turning on a good
regulator. NOTE: This test shows only if
alternator is capable of energizing regulator.
To check harness from alternator to regulator
go to "Regulator Connector On Alternator"
test.Continue testing.
Vehicle Charging Circuit Test Is Now Complete:

Remove all jumper wires from alternator used to test
charging circuit.
Re-test Charging Circuit For Operation With The

Engine Running:
Check charging system voltage with engine running.
If no charge voltage, test for voltage at "E"
terminal of alternator, with engine running.
If no voltage on "E" terminal, shut engine
down and inspect link from "R" terminal to
"E".
Go To Regulator Connector On The Alternator

Connect a jumper wire from ground on alternator into
"F-" pin of connector attached to alternator.
B+
F-
B-
METRI-PACK Connector
Hold a steel wrench or screwdriver near alternator
drive pulley; wrench or screwdriver held near drive
pulley will be attracted to pulley by magnetism.
If there is no attraction, alternator field is

defective. Replace alternator.
If there is magnetic attraction, alternator field is

good. Continue test.
With jumper still connected between "B+" terminal

and "E" terminal on alternator: Insert "+" probe of
voltmeter into "E" terminal of connector, and Ground
negative probe of voltmeter to alternator ground terminal.
If meter shows no voltage, alternator is defective.

Replace alternator.
If meter shows battery voltage, circuit is good.

Continue test.
Insert "+" probe of voltmeter into "B" pin in connector.

Insert negative probe of voltmeter into "B-" pin in
connector. (This is power circuit for voltage regulator.)
If circuit shows open (no voltage), alternator is

defective. Replace alternator.
If circuit shows B+ voltage, regulator is defective.

Replace the regulator, only.
NOTE: Turn key and battery switch OFF before

installing new regulator. Turn battery switch and key
back on AFTER installing new regulator. Continue
test.
Run engine and re-test charging circuit.

Remove all jumper wires from alternator used to test
charging circuit.
Reconnect link from "R" terminal to "E" terminal
D02022
D2-11
NOTES
D2-12
D02022
24 VDC ELECTRIC STARTER SYSTEM (WITH PRELUB)

The HD1500-5 is equipped with an engine pre-lubrication system designed to reduce wear due to dry
starts.
The Cummins Prelub system automatically, safely
and quickly fills filters and all oil passages prior to
cranking at each engine startup. In addition, the system prevents startup if no oil is present in the engine.
The Prelub System includes:

Pump
Timer solenoid
Oil pressure switch
Oil suction line
Oil outlet line
Check valve
Electrical harness.
FIGURE 2-5. STARTER MOTORS AND PRELUB

PUMP
OPERATION
(Refer to electrical schematic diagram, Figure 2-12.)
The Prelub system is activated when the operator
turns the key switch and holds it in the START position. This allows the current to flow to the prelub
starter solenoid timer. When this solenoid timer is
activated, current flows to the bottom starter motor
(2, Figure 2-5), driving prelub pump (5), but does not
allow the starter motors to engage the starter pinion
gears. The starter motor drives the Prelub pump
assembly to provide oil pressure to the engine.
When the pressure in the engine cam oil rifle reaches
0.18 kg/cm2 (2.5 psi), the circuit to the timer solenoid
is opened. After a 3 second delay, the current is
directed to the standard starter solenoids (8); the
starter motors will then be activated and the pinion
gears will be engaged into the flywheel ring gear.
Normal cranking will now occur with sufficient lubrication to protect the engine bearings and other components.
D02022
1. Mounting Capscrews
2. Starter Motor
3. Inspection Plug
4. Pump Outlet
Pressure Test Port
5. Prelub Pump
6. Outlet Line
7. Suction Line
8. Solenoid
Pressure Switch
Pressure switch (2, Figure 2-6) is a 0.18 kg/cm2 (2.5
psi), normally closed (N.C.) switch, located so that it
can sense oil pressure after the engine oil has
passed through the filters. Normally, this location is
the cam cover at the rear of the engine block (Refer
to Cummins Engine Service Manual for additional
information.)
Check Valve
The oil pressure supply hose will have a check valve
installed between the prelub unit and the engine. The
oil flow through the valve (arrow on valve) must be
toward the engine. The check valve prevents the
passage of oil from the engine back through the prelub pump to the pan after the engine is started.
D2-13
Timer Solenoid
Timer solenoid (3, Figure 2-6) controls the prelubrication cycle. Current is supplied to the timer through
the key switch. The ground path is completed by the
normally closed pressure switch (2) which is preset
to open at 0.18 kg/cm2 (2.5 psi).
DO NOT Attempt to jump start the truck using the

terminals on the timer solenoid. INTERNAL DAMAGE TO TIMER WILL RESULT.
When the switch opens, current is redirected to the

standard engine starter solenoids (9 & 10) for engine
cranking, following a 3 second delay.
FIGURE 2-6. STARTERS AND PRELUB SCHEMATIC DIAGRAM

1. Battery Charging Alternator
2. Oil Pressure Switch (N.C.) - 0.18 kg/cm2 (2.5 psi)
3. Prelub Timer Solenoid
4. Bottom Starter Motor (With Pump)
5. Top Starter Motor
D2-14
6. Magnetic Switch (Top Starter)

7. Diode (Switch Coil Suppression)
8. Magnetic Switch (Bottom Starter)
9. Starter Solenoid (Top Starter)
10. Starter Solenoid (Bottom Starter)
D02022
MAINTENANCE
Prelub system maintenance should be performed
annually or at 5000 hour intervals as described
below.
Prelub System Operation
Verify system operates according to the two phases
of operation as listed in Troubleshooting Prelub
Starter Circuit on the following page. If a problem
exists, refer to the list of problems and possible
causes for troubleshooting system components.
5. Close the battery disconnect switches and

observe the pressure gauge while the engine is
started.
a. If there is any indication of pressure, remove
and repair the Prelub starting motor and
the check valve located between the pump
outlet and the engine/filters.
b. If there is no indication of pressure, remove
and repair the Prelub starter motor only.
6. If no oil is present, carefully reinstall inspection
plug (3).
If system is operating properly, continue with the

inspection of component parts below:
Check Valve
Starter/Prelub Pump
The bottom starter motor (with the Prelub pump)
should be inspected as follows for possible oil leakage from the pump to the starter housing.
1. Open the battery disconnect switches to prevent engine startup.
2. Remove the inspection plug (3, Figure 2-5).
3. Using a flashlight (and mirror if necessary),
inspect interior of starter motor housing for the
presence of engine oil. Oil may be present in
large amounts or as a light mist. Oil in any
quantity in the housing indicates a failed motor
and repair or replacement is necessary. Perform additional tests below to determine what
components require repair.
Verify no internal leakage exists in the check valve

when the engine is running. Check valve leakage
back to the Prelub pump will cause extensive damage to the pump and starter motor.
If check valve replacement is required, be certain the
valve is installed with the arrow pointed toward the
engine, not toward the pump.
Timer Solenoid
Inspect the timer solenoid for physical damage and
to verify wiring is in good condition.
Brush dust will be present in all motors. Do not

confuse brush dust with oil. Brush dust will
appear as a black/brown, dry coating within the
motor.
4. If oil is present in the motor, install a 14 kg/cm2
(200 psi) gauge in the pump pressure test port
(4) located near the pump outlet hose.
D02022
D2-15
TROUBLESHOOTING PRELUB STARTER CIRCUIT

Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication phase- Begins when the key switch is held in the start position. A circuit is provided to ground
through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure switch when
the Prelub pressure reaches 0.18 kg/cm2 (2.5 psi).
2. Delay and crank phase- Begins when the pressure switch opens. A 3 second delay precedes the crank mode.
PROBLEM
POSSIBLE CAUSES
Starter lubricates, only. Does not delay or crank.
Indicates oil pressure is not sufficient to open the pressure switch.

a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting
to block.
Starter lubricates continuously regardless of key

switch position.
Indicates prelub timer solenoid contacts have welded.

a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system,
can cause solenoid contacts to weld.
Starter delays and cranks. No prelubrication mode.
If an operator indicates the ignition is totally dead,

make certain the key is being held in the crank position
for 3 to 4 seconds. If the engine cranks after a short
delay, this indicates that a ground connection to the
pressure switch has been broken. Without a ground
path, the prelubrication unit will proceed to delay and
crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open circuit between the switch terminal and the
switch base. If open, replace the pressure
switch.
Starting circuit is irregular when in crank mode.
Check for low or dead batteries.

Check alternator output.
Check for bad ground strap or missing ground wire
from the starter battery ground post to "G" terminal of
starter bendix solenoid.
Check for bad starter safety relays.
D2-16
D02022
PROBLEM
POSSIBLE CAUSES
Starter has very long lubrication cycle.
Except for severe cold weather starts, the Prelub cycle

should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturer's specifications).
c. Check for suction side air leaks, loose connections, cracked fittings, pump casting, or
hose kinks and blockage.
d. Make sure the suction hose is a - 20. Reducing hose diameter will reduce pump output
dramatically.
e. Check the oil pressure switch for the correct
location. Be certain that it has not been moved
into a metered oil flow, as in a bypass filter or
governor assembly.
Starter has no prelubrication, no delay and no crank.
If the starter is totally inoperative and no prelubrication, no delay and crank, this indicates a possible failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate machine starter switch for several
seconds.
a. If the starter delays - then cranks, the prelub
timer solenoid is bad. Replace the timer solenoid assembly.
b. If the starter is still inoperative, check the vehicle starter switch circuit. Make sure proper
voltage is available to the prelub timer solenoid when the key is activated.
Starter prelubricates, delays, then does not crank.
Indication is either a timer failure, or a starter problem.

a. Place a jumper wire to the starter solenoid "S"
post. If the engine starts to crank, replace the
prelub timer solenoid.
b. If the engine fails to crank when the "S" post is
energized with voltage, check out starter bendix solenoid and starter pinion drive.
Second starter tries to engage flywheel while primary

starter is prelubricating.
D02022
Make sure the starter safety relays (6 & 8, Figure 2-12)

are wired according to the wiring schematic. Attempting to activate both starters from the same starter relay
will cause the conventional starter to crank while the
prelub starter is pumping.
D2-17
NOTES
D2-18
D02022
24 VDC ELECTRIC START SYSTEM

CRANKING MOTORS
Operation
Heavy duty batteries supply 24VDC to each of the
two cranking motors through magnetic switches activated by the key switch on the instrument panel.
Note: When a Cummins engine with a Prelub system
is installed, there is a delay between the time the key
switch is moved to the START position, and the
starter motors actuate. Refer to 24 VDC Electric
Starter System (with Prelub) for specific details of
operation prior to engine cranking.
When the keyswitch is placed in the START position,
the magnetic switches close, connecting the motor
solenoid "S" terminals to the batteries. When the
solenoid windings are energized, plunger (56, Figure
2-9) is pulled in, moving starter drive (71) assembly
forward in the nose housing to engage the engine flywheel ring gear. Also, when the solenoid plunger is
pulled in, the main solenoid contacts close to provide
current to the motor armature and cranking takes
place. When the engine starts, an overrunning clutch
in the drive assembly protects the armature from
excessive speed until the keyswitch is released.
When the keyswitch is released, a return spring
causes the drive pinion to disengage.
FIGURE 2-7. STARTER MOTORS

1. Mounting Capscrews
2. Starter Motor
3. Prelub Pump
4. Outlet Line
5. Suction Line
6. Solenoid
After the engine is running, a normally closed pressure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the
motor(s) after the engine has started.
Installation
Removal
1. Disconnect battery power:
a. Open the battery disconnect switch to
remove power from the system.
b. Remove the battery cables using the following sequence:
1.) Remove the battery positive (+) cables
first.
2.) Remove the negative (-) cables last.
2. Mark wires and cables and remove from motor
(2, Figure 2-7) and solenoid (6) terminals.
3. If removing a starter equipped with the Prelub
pump, remove hoses (4 & 5) and cap fittings.
1. Align motor (2, Figure 2-7) housing with the flywheel housing adaptor mounting holes and
slide into position.
2. Insert motor mounting capscrews (1).
3. If applicable, install Prelub pump hoses (4 & 5).
4. Connect marked wires and cables to motor and
solenoid terminals.
5. Install in the following sequence:
a. Install the battery negative (-) cables first.
b. Install the battery positive (+) cables.
c. Close the battery disconnect switch.
4. Remove motor mounting capscrews (1).

5. Remove motor assembly from flywheel housing.
D02022
D2-19
No-Load Test
Refer to Figure 2-8 for the following test setup.
Be certain switch is open before connections or

disconnections are made during the following
procedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal
to the motor frame.
b. Use an rpm indicator to measure armature
speed.
FIGURE 2-8. NO-LOAD TEST CIRCUIT
c. Connect a carbon pile across one battery to

limit battery voltage to 20 VDC.
CRANKING MOTOR
TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Batteries- Verify the condition of the batteries,
cables, connections and charging circuit.
Wiring- Inspect all wiring for damage or loose
connections at the keyswitch, magnetic switches,
solenoids and cranking motor(s). Clean, repair or
tighten as required.
If the above inspection indicates the starter motor to
be the cause of the problem, remove the motor and
perform the following tests prior to disassembly to
determine the condition of the motor and solenoid
and repairs required.
Do not apply voltages in excess of 20 volts.

Excessive voltage may cause the armature to
throw windings.
d. Connect the motor and an ammeter in series
with two fully charged 12 volt batteries.
e. Connect a switch in the open position from
the solenoid battery terminal to the solenoid
switch terminal.
2. Close the switch and compare the rpm, current,
and voltage reading to the following specifications:
RPM: 5500 Minimum to 7500 Maximum
AMPS: 95 Minimum to 120 Maximum
VOLTS: 20 VDC
Interpreting Results of Tests
Preliminary Inspection
1. Check the starter to be certain the armature
turns freely.
a. Insert a flat blade screwdriver through the
opening in the nose housing.
1. Rated current draw and no-load speed indicates normal condition of the cranking motor.
2. Low free speed and high current draw indicates:
b. Pry the pinion gear to be certain the armature can be rotated.
a. Too much friction; tight, dirty, or worn bearings, bent armature shaft or loose pole shoes
allowing armature to drag.
2. If the armature does not turn freely, the starter

should be disassembled immediately.
b. Shorted armature. This can be further

checked on a growler after disassembly.
3. If the armature can be rotated, perform the NoLoad Test before disassembly.
D2-20
c. Grounded armature or fields. Check Further

after disassembly.
D02022
3. Failure to operate with high current draw indicates:

a. A direct ground in the terminal or fields.
b. "Frozen" bearings (this should have been
determined by turning the armature by
hand).
4. Failure to operate with no current draw indicates:
a. Open field circuit. This can be checked after
disassembly by inspecting internal connections and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commutator for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good contact between the brushes and commutator.
5. Low no-load speed and low current draw indicates:
a. High internal resistance due to poor connections, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.
Disassembly
The cranking motor should be disassembled only as
far as necessary to repair or replace defective parts.
1. Note the relative position of the solenoid (53,
Figure 2-9), lever housing (78), nose housing
(69), and C.E. frame (1) so the motor can be
reassembled in the same manner.
2. Disconnect field coil connector (42) from solenoid motor terminal, and lead from solenoid
ground terminal.
3. Remove the brush inspection plates (52), and
brush lead screws(15).
4. Remove the attaching bolts (34) and separate
the commutator end frame (1) from the field
frame (35).
5. Separate the nose housing (69) and field frame
(35) from lever housing (78) by removing
attaching bolts (70).
6. Remove armature (45) and drive assembly (71)
from lever housing (78).
7. Separate solenoid (53) from lever housing by
pulling apart.
D02022

1. Drive (71), armature (45) and fields (46) should
not be cleaned in any degreasing tank, or with
grease dissolving solvents, since these would
dissolve the lubricant in the drive and damage
the insulation in the armature and field coils.
2. All parts except the drive should be cleaned
with mineral spirits and a clean cloth.
3. If the commutator is dirty, it may be cleaned with
No. 00 sandpaper.
NOTE: Never use emery cloth to clean commutator.
4. Inspect the brushes (13, Figure 2-9) for wear.
a. If worn excessively when compared with a
new brush, they should be replaced.
b. Ensure the brush holders (10) are clean and
the brushes are not binding in the holders.
c. The full brush surface should ride on the
commutator. Check by hand to insure that
the brush springs (16) are giving firm contact
between the brushes (13) and commutator.
d. If the springs (16) are distorted or discolored,
they should be replaced.
Armature Servicing
If the armature commutator is worn, dirty, out of
round, or has high insulation, the armature (45)
should be put on a lathe and the commutator turned
down. The insulation should then be undercut 0.031
in. (0.79 mm) wide and 0.031 in. (0.79 mm) deep,
and the slots cleaned out to remove any trace of dirt
or copper dust. As a final step in this procedure, the
commutator should be sanded lightly with No. 00
sandpaper to remove any burrs left as a result of the
undercutting procedure.
The armature should be checked for opens, short circuits and grounds as follows:
1. Opens are usually caused by excessively long
cranking periods. The most likely place for an
open to occur is at the commutator riser bars.
Inspect the points where the conductors are
joined to the commutator bars for loose connections. Poor connections cause arcing and burning of the commutator as the cranking motor is
used. If the bars are not too badly burned,
repair can often be effective by soldering or
welding the leads in the riser bars (using rosin
flux), and turning down the commutator in a
lathe to remove the burned material. The insulation should then be undercut.
D2-21
2. Short circuits in the armature are located by use

of a growler. When the armature is revolved in
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above
the area of the armature core in which the short
circuit is located. Shorts between bars are
sometimes produced by brush dust or copper
between the bars. These shorts can be eliminated by cleaning out the slots.
3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
lamp lights when one test point is placed on the
commutator with the other point on the core or
shaft, the armature is grounded. Grounds occur
as a result of insulation failure which is often
brought about by overheating of the cranking
motor produced by excessively long cranking
periods or by accumulation of brush dust
between the commutator bars and the steel
commutator ring.
Field Coil Checks

Field coils (46, Figure 2-9) can be checked for
grounds and opens by using a test lamp.
1. Grounds- The ground connections must be disconnected during this check. Connect one lead
of the 110 volt test lamp to field frame (35) and
the other lead to field connector (42). If the lamp
lights, at least one field coil is grounded and
must be repaired or replaced.
2. Opens- Connect test lamp leads to ends of field
coils (46). If lamp does not light, the field coils
are open.
Field Coil Removal

Field coils can be removed from the field frame
assembly by using a pole shoe screwdriver. A pole
shoe spreader should also be used to prevent distortion of the field frame. Careful installation of the field
coils is necessary to prevent shorting or grounding of
the field coils as the pole shoes are tightened into
place. Where the pole shoe has a long lip on one
side and a short lip on the other, the long lip should
be assembled in the direction of armature rotation so
it becomes the trailing (not leading) edge of the pole
shoe.
D2-22
FIGURE 2-9 CRANKING MOTOR ASSEMBLY

1. C.E. Frame
2. Washers
3. O-Ring
4. Insulator
5. Support Plate
6. Brush Plate Insulator
7. Washers
8. Plate & Stud
9. Plate
10. Brush Holder
11. Lock Washer
12. Screw
13. Brush (12 req'd)
14. Lock Washer
15. Screw
16. Brush Spring
17. Screw
18. Screw
19. Screw
20. Lock Washers
21. Plate
22. Brush Holder Insulator
23. Screw
24. Lock Washer
25. Washer
26. O-Ring
27. Bushing
28. Insulator
29. Washer
30. Lock Washer
31. Nut
32. Nut
33. Lock Washer
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washer
41. Nut
42. Connector
43. Lock Washer
44. Nut
45. Armature
46. Field Coil (6 Coils)
47. Shoe
48. Insulator
49. Screw
50. Washer
51. O-Ring
52. Inspection Plug
53. Solenoid Housing
54. Lock Washer
55. Screw
56. Plunger
57. Washer
58. Boot
59. Washer
60. Spring
61. Retainer
62. Snap Ring
63. Shift Lever
64. Nut
65. O-Ring
66. O-Ring
67. Snap Ring
68. Lever Shaft
69. Drive Housing
70. Screw
71. Drive Assembly
72. Gasket
73. Plug
74. Gasket
75. Brake Washer
76. Screw
77. Lock Washer
78. Lever Housing
79. Washer
80. O-Ring
D02022
FIGURE 2-9. CRANKING MOTOR ASSEMBLY
D02022
D2-23
Solenoid Checks
A basic solenoid circuit is shown in Figure 2-10.
Solenoids can be checked electrically using the following procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the solenoid, the switch terminal and the second switch
terminal "G", to check the hold-in winding (Figure 2-11).
2. Use the carbon pile to decrease battery voltage
to 20 volts. Close the switch and read current.
a. The ammeter should read 6.8 amps max.
3. To check the pull-in winding, connect from the
solenoid switch terminal "S" to the solenoid
motor "M" or "MTR" terminal (Figure 2-12).
To prevent overheating, do not leave the pull-in

winding energized more than 15 seconds. The
current draw will decrease as the winding temperature increases.
FIGURE 2-11. SOLENOID HOLD-IN WINDING

TEST
4. Use the carbon pile to decrease battery voltage

to 5 volts. Close the switch and read current.
a. The ammeter should read 9.0 to 11.5 amps.
NOTE: High readings indicate a shorted winding.
Low readings indicate excessive resistance.
5. To check for grounds, move battery lead from
"G" (Figure 2-11) and from "MTR" (Figure 2-12)
to the solenoid case. Ammeter should read
zero. If not, the winding is grounded.
FIGURE 2-12. SOLENOID PULL-IN

WINDING TEST
FIGURE 2-10. SIMPLIFIED SOLENOID CIRCUIT
D2-24
D02022
Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install wick, soaked in oil, prior to installing
bearings.
3. Do not attempt to drill or ream sintered bearings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. Do not cross-drill bearings. Because the bearing is so highly porous, oil from the wick touching the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the
field frame as follows:
a. Insert the armature (45, Figure 2-9) into the
field frame (35). Pull the armature out of the
field frame just far enough to permit the
brushes to be placed over the commutator.
b. Place the end frame (1) on the armature
shaft. Slide end frame and armature into
place against the field frame.
c. Insert screws (34) and washers (33) and
tighten securely.
2. Assemble lever (63) into lever housing (78) If
removed.
3. Place washer (79) on armature shaft and install
new O-ring (80). Position drive assembly (71) in
lever (63) in lever housing. Apply a light coat of
lubricant (Delco Remy Part No. 1960954) on
washer (75) and install over armature shaft.
Align lever housing with field frame and slide
assembly over armature shaft. Secure with
screws (76) and washers (77).
4. Assemble and install solenoid assembly
through lever housing and attach to field frame.
Install nut (64) but do not tighten at this time.
Install brush inspection plugs (52).
D02022
FIGURE 2-13. PINION CLEARANCE CHECK

CIRCUIT
5. Using a new gasket (72), install drive housing
(69) and secure with screws (70).
6. Assemble field coil connector (42) to solenoid.
7. Adjust pinion clearance per instructions on the
following page.
8. After pinion clearance has been adjusted, install
gasket (74) and plug(73).
Pinion Clearance
To adjust pinion clearance, follow the steps listed
below.
1. Make connections as shown in Figure 2-13.
2. Momentarily flash a jumper lead from terminal
"GC to terminal "MTR". The drive will now shift
into cranking position and remain so until the
batteries are disconnected.
3. Push the pinion or drive back towards the commutator end to eliminate slack movement.
4. The distance between the drive pinion and
housing should be between 0.330 - 0.390 in.
(8.3 - 9.9 mm) as shown in Figure 2-14.
5. Adjust clearance by turning shaft nut (64, Figure 2-9).
D2-25
Coil Test
1. Using an ohmmeter, measure the coil resistance across the coil terminals.
a. The coil should read approximately 28W at
72F (22.2 C).
b. If the ohmmeter reads , the coil is open and
the switch must be replaced.
c. If the ohmmeter reads 0 W, the coil is
shorted and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil terminal and another on the switch mounting
bracket. If the meter displays any resistance
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter should display when the
probes are placed across the switch terminals.
FIGURE 2-14. CHECKING PINION CLEARANCE
Magnetic Switch
The magnetic switch is a sealed unit and not repairable.
NOTE: The switch terminals should show continuity

when 24 VDC is applied to the coil terminals,
however high resistance across the internal switch
contacts due to arcing etc. could prevent the switch
from delivering adequate current to the cranking
motor. If the coil tests are satisfactory but the switch
is still suspect, it should be replaced with a new part.
Removal
1. Remove battery power as described in Cranking Motor - Removal.
2. Disconnect cables from the switch terminals
and wires from coil terminals (Figure 2-15).
NOTE: If the magnetic switch being removed has a
diode across the coil terminals, mark the leads prior
to removal to ensure correct polarity during
installation.
3. Remove mounting capscrews and washers.
Remove switch from mounting bracket.
4. The switch coil circuit can be tested as
described below.
Installation
1. Attach magnetic switch to the mounting bracket
using the capscrews and lockwashers removed
previously.
FIGURE 2-15. MAGNETIC SWITCH ASSEMBLY
2. Inspect cables and switch terminals. Clean as

required and install cables.
3. Install the diode across the coil terminals if
required. Be certain diode polarity is correct.
(Refer to the wiring diagram, Figure 2-7.) Attach
wires from the truck harness to the coil terminals (See Figure 2-15).
4. Connect battery power as described in Cranking Motor - Installation.
D2-26
D02022
SECTION D3
ELECTRICAL SYSTEM COMPONENTS
INDEX
ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3

GENERAL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
CAB MOUNTED COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Relay Boards (With Circuit Breakers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Relay Board Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Board RB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Board RB4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Board RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards (Without Circuit Breakers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Truck Inclination Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Payload Meter Inclinometer Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Lateral Inclination Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
Lubrication System Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
AISS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Throttle Pedal Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
ACCELERATOR PEDAL CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
Idle Validation Switch Continuity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
24V COMPONENTS (Outside Cab) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
D03023
08/04
Electrical System Components
D3-1
Battery Disconnect Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18

Ground Level Shutdown Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Control Power Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-18
Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-19
Body Position Sensor Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20
Body-Up Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20
Hoist Limit Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20
Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-22
Sensor Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-22
24V/240 AMP ALTERNATOR TEST AND REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-23
BENCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-23
TEST 1 - No Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-23
STATIC TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-24
Regulator Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-24
Control Box Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-25
ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-28
ASSEMBLY- ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-35
BF4822 STATOR SERVICE TOOL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-44
Stator Removal And Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-44
Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-45
D3-2
08/04
D03023
ELECTRICAL SYSTEM COMPONENTS

GENERAL TROUBLESHOOTING
When troubleshooting electrical system circuit and
component problems, it is necessary to follow a logical diagnosis procedure.
It is important to verify the battery supply is functioning, electrical harnesses and connectors have not
been physically damaged and all connectors are
clean and properly secured.
The following basic steps may eliminate many electrical problems:

1. Verify the batteries are fully charged, the battery
disconnect switch is closed, and the control
power relays for the 12 volt and 24 volt power
circuits are functioning.
2. Check all cable connections at the batteries in
the battery box. They should be clean, with no
corrosion. If necessary, open the battery disconnect switch, remove cables and clean the battery terminals and connectors with a baking
soda/water solution using a stiff, non-wire
brush. Flush with clean water, reinstall cables
and tighten securely.
To prevent possible damage to the battery equalizer system, the following procedure must be followed when battery cables are removed or
installed:
1. When REMOVING cables, disconnect and
remove the positive (+) cables first.
2. Remove the negative (-) cables last.
3. When INSTALLING the cables, install the
negative cables (-) first.
5. Verify connectors are properly crimped onto

wires or cables. Improperly crimped connectors
can cause possible overheating of the circuit
due to high resistance in the connection. Discoloration of connector pins and/or sockets indicate the possibility of an improper crimp.
6. Connector pins must be properly locked into the
connector shell. If a one or more pins do protrude far enough into the connector shell, they
may not mate properly when the connector is
assembled.
7. If a harness must be repaired, use the proper
wire gauge and type. Use the proper crimping
tool if connector pins are replaced.
8. Verify the appropriate circuit breaker is functioning properly. If a circuit breaker malfunctions
and must be replaced, be certain the replacement part has the same current rating as the
part removed.
Always install a new circuit breaker with the

same current rating as the breaker being
replaced. A higher rated breaker could allow the
circuit to overheat and possibly result in a fire.
If a problem still exists with a particular component

and its circuit after following the general troubleshooting steps suggested, refer to the information in
this section of the manual for various electrical
switches, sensors etc. for further information.
If the problem occurs in any of the various controllers
installed on the truck, refer to information in the PMC
system section of the manual for additional troubleshooting instructions when noted.
4. Install the positive cables (+) last.
D03023
08/04
D3-3
CAB MOUNTED COMPONENTS

Figure 3-1 illustrates electrical system components
and PMC system components mounted on the rear
wall of the operator cab. Additional relay boards, etc.
are located in the compartment under the passenger
seat (Figure 3-2).
Refer to PMC System for troubleshooting information
concerning the following system controllers:
Circuit Breakers
Table I lists the truck circuit breakers located at the
battery box, inside the cab; mounted on the circuit
breaker panel (8, Figure 3-1) and on relay boards
under the passenger seat (Figure 3-2).
Transmission Controller (1)

Suspension Controller (2)
Powertrain Management Controller (3)
Retard and Control Monitor (4)
Note: The suspension controller is optional

equipment and may not be installed on the truck.
FIGURE 3-1. CAB REAR WALL COMPONENTS

1. Transmission Controller (ATC)
2. Suspension Controller (ASC) (Optional)
3. Powertrain Management Controller (PMC)
4. Retard Control and Monitor (RCM)
5. RCM Data Port
6. Relay Board (RB6A)
7. Relay Board (RB6B)
D3-4
8. Circuit Breaker Panel (CB01 through CB32)

9. Bus Bar - Battery Direct Power (Circuit #1)
10. Bus Bar - Battery Disconnect Power (Circuit #11)
11. Bus Bar - Control Power (Circuit #12)
12. Bus Bar - 12 Volts DC (Circuit #12V)
13. Bus Bar - Chassis Ground
08/04
D03023
TABLE I. CIRCUIT BREAKER CHART

CIRCUIT BREAKER IDENTIFICATION
CIRCUIT NUMBER
CONTROL DESCRIPTION
No.
AMPS
VOLTS
IN
OUT
CB24V
50
+24
12
24 Volt Control Power (To Power Bus #3 on Cab Rear Wall)
CB12V
50
+12
12V
12 Volt Control Power (To Power Bus #4 on Cab Rear Wall)
CB01
10
+24
27B
CB02
+24
25
Transmission Controller (ATC)
CB03
10
+24
82
Retard and Control Monitor (RCM)
CB04
+24
91B1
Powertrain Management Controller (PMC)
CB05
+24
91B2
CB06
+24
11
46
CB07
15
+24
12
44A
CB08
+24
12
25T
CB09
15
+24
12
63
CB10
10
+24
12
47B
Back-Up Alarm and Lights
CB11
+24
12
91A
LOCATION: BATTERY BOX
LOCATION: CAB REAR WALL

Quantum Engine Monitor
Hazard Light Control

Brake Lights
Transmission Cut Solenoid Signal
Windshield Wiper Motor
CB12
+24
12
81
CB13
10
+24
12
25C2
Suspension Controller (Optional)
CB14
10
+24
12
25C1
CB15
+24
12
27A
CB16
+24
12
12H
Hoist Limit Solenoid Valves
CB17
10
+24
12
39J
Payload Meter Light Control
Quantum Engine Monitor
CB18
+24
12
39G
Payload Meter Lights
CB19
15
+24
12
47A
Deck Mounted Back-Up Lights
CB20
10
+24
12
68A
Automatic Lube System Timer
CB21
15
+12
12V
67P
Left Cab Window Motor
CB22
15
+12
12V
67R
Right Cab Window Motor
CB23
+12
12V
65
AM/FM Radio
CB24
10
+12
12V
67C
Cigar Lighter
CB25
+24
21
21S
Start Circuit Signal
CB26
+24
13
31
Electronic Display Panel (Instrument Panel)
CB27
+24
13
38
Message Display panel (MOM)
CB28
+24
13
13A
CB29
+24
12
12PC
SNET to DAD Interface Connector
Payload Meter Supply Power (PLM)
CB30
+24
12
67AS
Operator seat Air Pump
CB31
10
+24
12
52P
CB32
10
+24
11
42
Brake System Components

Engine Service Lights
LOCATION: PASSENGER SEAT BASE

RELAY BOARD RB1
CB13
15
+24
11T
11CL
CB14
15
+24
11
11Z
Turn Signal Light Control
15
+24
11T
41C
Dash Lights/Clearance Lights
CB15
Turn Signal Lights
RELAY BOARD RB4

CB20
712S
439
Not Used
CB21
15
+24
11
43
Steering Bleeddown Solenoid, Horn & Service Lights
712S
23F
CB22
Not Used
RELAY BOARD RB5

CB23
15
+24
11
11DL
Left Low Beam Headlight
CB24
15
+24
11
11DR
Right Low Beam Headlight
CB25
15
+24
11
11HL
Left High Beam Headlight
CB26
15
+24
11
11HR
Right High Beam Headlight
CB27
15
+24
11
11D
D03023
08/04
Turn/Clearance Light Control
D3-5
FIGURE 3-2. PASSENGER SEAT BASE COMPARTMENT

1. Relay Board - RB5
2. Lateral Inclination Sensor
4. Auto-Lube System Timer
D3-6
6. Passenger Seat
7. Relay Board - RB6C
8. Compartment Service Lamp
9. Inclinometer Sensor
10. Hoist Control
08/04
D03023
RELAY BOARDS
Preliminary Checks
The truck is equipped with 6 relay boards to provide

control in many of the electrical system circuits. Two
types of relay boards are used; one type contains 4,
interchangeable relays and a maximum of five circuit
breakers. The other type is capable of supporting up
to eight relays. The latter type does not contain circuit breakers.
If a control switch has been turned ON and a green

(K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
Relay Boards (With Circuit Breakers)

Description
This type circuit board is located under the passenger seat as shown in Figure 3-2. These components
are designated as follows:
Check for a circuit breaker that is in the

OFF position or a red (breaker open) light is
on. If a circuit breaker is OFF, switch it ON.
Check operation of component. If it trips
again, check the wiring or component for
defects that could be causing the circuit to
be overloaded.
The contacts inside the relay may not be
closing, preventing an electrical connection.
Swap relays and check again. Replace
defective relays.
Relay Board RB4 (5, Figure 3-2)
Check the wiring and all of the connections

between the relay board and the
component for an "open" circuit.
Defective component. Replace component.
Each relay board contains circuit breakers, which are

interchangeable between the relay boards. DO NOT
interchange or replace any circuit breaker with one of
a different capacity other than specified for that circuit. Serious damage or fire may result if the
wrong capacity circuit breaker is used.
Poor ground at the component. Repair the

ground connection.
Each relay board is equipped with four green lights

(9, Figure 3-3) and one red light (7). The four green
lights are labeled K1, K2, K3, or K4. These lights will
be on only when that particular control circuit has
been switched ON and the relay coil is being energized. The light will not turn on if the relay board does
not receive the 24 volt signal to turn on a component,
or if the relay coil has an "open" circuit.
The red "breaker open" light (if illuminated) indicates
that a circuit breaker (on that relay board) is in the
OFF position. The red breaker open light will illuminate whenever there is a voltage difference across
the two terminals of a circuit breaker.
The function of the light at location 8, Figure 3-3,
serves a different function on each relay board RB1,
RB4, and RB5. This function can be determined by
the label above the lamp.
D03023
08/04
D3-7
Service
4. Line up tabs and install new relay.
To replace a relay:
1. Remove one screw (10, Figure 3-3) holding the
crossbar in place and loosen the other screw.
2. Swing crossbar away.
5. Place crossbar in original position and install

screw (10) removed in step 1. Tighten both
screws.
3. Gently wiggle and pull upward to remove relay

(11).
FIGURE 3-3. TYPICAL RELAY BOARD

1. Relay Board
2. Main Harness Connector
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (red)
8. *Bleed Down Light (green)
9. K1, K2, K3, K4 Lights (green)
10. Screw
11. Relay
12. Circuit Harness Connector
13. Circuit Harness Connector
NOTE: * Bleed Down Light used on RB4
only.
D3-8
08/04
D03023
To replace a circuit panel card
To replace a circuit breaker:
DO NOT remove the small screws that hold the

cover plate to the circuit panel. Replace circuit panel
as a complete assembly.
Always replace a circuit breaker with one of the
same amperage capacity as the one being
removed.
1. Place battery disconnect switch in the OFF

position. Raise passenger seat base for access
to relay boards.
2. Unplug all wiring harnesses from relay board.
Remove four relay mounting screws and
remove relay board from truck.
1. Place battery disconnect switch in the OFF

position. Raise passenger seat base for access
to relay boards.
2. Remove the two mounting screws (6, Figure 33) and carefully remove the circuit panel card
from the relay board.
3. Line up the new circuit panel in slots and with
the socket on the relay board and install carefully.
4. Install two mounting screws (6).
3. Remove four hold-down screws (3, Figure 3-3)

(one in each corner) in circuit breaker cover
plate and all circuit breaker screws. Remove
cover plate from circuit breakers.
4. Remove nuts and star washer from back side of
circuit board that holds the breaker in place.
5. Lift out circuit breaker. Retain flat washers that
were between inner circuit breaker nut and
relay board.
6. Install one nut and two flat washers to each
pole on the circuit breaker. Nuts must be
adjusted to the same height as on the other circuit breakers. This is necessary so when cover
plate is installed, it will not press circuit breaker
into, or pull up on, the circuit board. Install new
circuit breaker of the same capacity rating as
the one removed.
7. Install star washer and nut to circuit breaker
poles (on the back side) and tighten nuts.
8. Install cover plate and all screws removed during disassembly.
D03023
08/04
D3-9
Relay Board Description
Relay Board RB4
Note: Refer to the Circuit Breaker Chart, Table I. for a

list of the circuit breakers and their function on each
relay board. Table II lists the relays and their circuits
on these boards.
Relay board (5, Figure 3-2) is located at the front of

the inside wall of the passenger seat base compartment. The following components are installed:
Relay Board RB1

Relay board (3, Figure 3-2) is located at the rear, on
the outside wall of the passenger seat base compartment. The following components are installed:
1 - Flasher Power Light (Green):
> This light will be illuminated when the turn signals
or hazard lights are activated.
1 - Steering Pressure Bleed Down Timer Module

card.
1 - Bleed Down Light (Green)
> This light is illuminated when the bleeddown solenoid is energized. The bleeddown timer will energize the solenoid for two to three minutes after the
key switch is turned OFF.
> K3 light will illuminate when the horn is activated.
> K1 light will illuminate during left turn signal operation.
2 - 5 amp circuit breakers (CB20, CB22 - not used)
> K2 light will illuminate during right turn signal operation.
4 - Relays
> K3 light will illuminate during clearance light operation.

> K4 light will be flashing when the turn signals or
hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the
clearance light switch is turned ON.
1 - 15 amp circuit breaker (CB21)
(K1) (Not Used)

(K2) (Not Used)
Horn, Steering Bleed, Service Lights Relay (K3)
(K4) (Not Used)
Relay Board RB5
3 - 15 amp circuit breakers (CB13, CB14, CB15)
This relay board (1, Figure 3-2) is located at the front

of the outer wall of the passenger seat base compartment. The following components are installed:
4 - Relays
1 - Light Display Module card
1 - Flasher Module card.
Left Turn/Clearance Light Relay (K1)
1 - Lights Control Light (Green):
Right Turn/Clearance Light Relay (K2)

Clearance Lights Relay (K3)
> This light is illuminated when 24 volts is being supplied to the battery terminal of the light switch.
Flasher Relay (K4)
5 - 15 amp circuit breakers

(CB23, CB24, CB25, CB26, CB27)
4 - Relays
Left Low Beam Relay (K1)
Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Right High Beam Relay (K4)
D3-10
08/04
D03023
Relay Boards (Without Circuit Breakers)

The following relay boards, as shown in Figure 3-4,
contain a maximum of eight, single pole-double throw
relays. Circuit breakers are not used on this type
relay board.
Additional circuits may be added by utilizing the
empty relay sockets and terminals if available.
To add an additional circuit with a relay, connect the
wires as described below:
Relay coil control circuit is the "+" and "-" terminals:

"+" terminal is for positive voltage.
"-" terminal is for grounding of the control circuit.
Either contact circuit can be switched "open" or
"closed" as desired when the relay is activated.
The terminals of the switched circuit from the relay
contacts are labeled as follows:
NC - Normally Closed
COM - Common
NO - Normally Open
> "COM" terminal is for the voltage source (protected
by a circuit breaker) coming into the relay which
will supply the electrical power for the component
being controlled.
> "NC" terminal is connected (through the relay) to
the "COM" terminal when the relay is not energized
(when the control circuit terminals "+" & "-") are not
activated).
> "NO" terminal is connected (through the relay) to
the "COM" terminal when the relay is energized (by
the control circuits "+" & "-") being energized).
FIGURE 3-4. RELAY BOARD

1. Relay Board Assembly
2. Terminal Strips (TS1 - TS8)
3. Relays (K1 - K8)
The following relay boards of this type (Figure 3-4)

are installed on the HD1500-5 truck:
RB6A (6, Figure 3-1) located on the rear, interior
wall of the cab.
RB6B (7, Figure 3-1) located on the rear, interior
wall of the cab.
RB6C (7, Figure 3-2) located on the rear of the
inside wall of the passenger seat base.
Refer to Table II. for a list of the relays and circuits

applicable to the above relay boards.
D03023
08/04
D3-11
TABLE II. RELAY BOARD CIRCUITS

RELAY
COIL CIRCUITS
CONTACT CIRCUITS
NO
FUNCTION
COM.
NC
K1
45L
45LL
11F
11CL
K2
45R
45RL
11F
11CL
K3
41TS
11T
11
Clearance Lights
K4
11Z
11Z
11F
Turn Signal Flasher
RELAY BOARD RB1

Left Turn Signal & Clearance Lights
Right Turn Signal & Clearance Lights
RELAY BOARD RB4

K1
K2
Not Used
Not Used
K3
11
11H
43
64
Horn
K4
Not Used
43
51S
Steering Bleeddown Solid State Timer
RELAY BOARD RB5

K1
41
11DL
41LL
Left Low Beam Headlight
K2
41
11DR
41LB
Right Low Beam Headlight
K3
41H
11HL
41HL
Left High Beam Headlight
K4
41H
11HR
41HB
Right High Beam Headlight
K1
21S
25N
21S
21PT
PRELUB Timer Solenoid
K2
25T
25TC
25T
25P
Transmission Solenoid Power Supply
K3
52C1
52P
52C3
Front Brake Cooling Valve Solenoid
K4
25T
25N
25N
K5
52C2
52P
52C4
Rear Brake Cooling Valve Solenoid
K6
63L1
63
63L
Windshield Wiper Motor, Low Speed
K7
63H1
63
63H
Windshield Wiper Motor, High Speed
K8
52S5
52P
52S4
Front Brake Cut Solenoid Control
K1
44R1
44A
44
K2
39G
25N
39JA
39J
K3
39J
39A
39JA
39AA
K4
44R1
52BS
30
K5
39J
39B
39JA
39BA
K6
44B1
44A
44D
K7
47A
25R
47A
47
K8
39J
39C
39JA
39CA
K1
41C
31
49B
K2
63HB
43
64
Horns
K3
52P
52EP2
52S2
52S6
Front Brake Cutout Solenoid Valve
K4
28A1
68A
68C
Ether Start Solenoid
RELAY BOARD RB6A
Payload Meter, Neutral Signal
RELAY BOARD RB6B

Retard Lights
Payload Meter, Light Relays
Payload Meter, Green Light Control
Brake Signal (To ATC)
Payload Meter, Amber Light Control
Brake Light
Backup Horn and Lights
Payload Meter, Red Light Control
RELAY BOARD RB6C

Dash Lights
K5
Not Used
K6
Not Used
K7
Not Used
K8
Not Used
D3-12
08/04
D03023
Truck Inclination Sensors
Lubrication System Timer
Two sensor devices, the lateral inclination sensor (2,

Figure 3-2) and fore-aft inclinometer sensor (9) are
located in the passenger seat base compartment.
Lubrication system timer (4, Figure 3-2) controls the

lubrication cycle frequency for the automatic lubrication system.
Payload Meter Inclinometer Sensor
Lubrication frequency can be adjusted by removing

the timer enclosure cover and selecting one of five
different timing intervals available. System "on" time
is automatically determined by the timer and is not
adjustable.
The inclinometer is used by the Payload Meter System (PLM II) to sense whether the truck is on a level
surface or tilted fore or aft. This sensor information is
required by the system to calculate the truck payload
correctly to account for weight transfer when not
level.
Refer to Section M for additional automatic lubrication system details.
Refer to Section D for detailed information on the

inclinometer and Payload Meter System.
Lateral Inclination Sensor
The lateral inclination sensor provides information to
the transmission controller which provides a warning
signal to illuminate the lateral slope warning lamp on
the instrument panel left pod. If the truck is operating
on a slope and the lateral slope angle exceeds 15
degrees, the operator is warned by the above lamp,
the central warning lamp, and warning buzzer.
This sensor contains two, normally closed contacts. If
the truck's lateral inclination exceeds 15 degrees to
the left, one set of contacts opens to provide the
warning signal to the transmission controller. If the
truck is inclined more than 15 degrees to the right,
the other set of contacts will open to provide the
warning signal.
Refer to PMC System for additional information on
this sensor and its circuitry.
D03023
08/04
D3-13
ACCELERATOR PEDAL
Operation
Electronic accelerator pedal (Figure 3-6) indirectly
controls engine speed through the PMC system, providing several inputs as described below. When the
PMC receives all of the following inputs for throttle
control, it processes them, and then provides an output signal to the engine controller. The engine controller then sets engine speed, accordingly.
Accelerator Pedal Signal (APS): This throttle

signal is varied as the accelerator pedal is
depressed. As pedal travel increases, the output
voltage signal increases, and engine rpm
increases.
Idle Validation Signals (IVS): The two idle
validation switches in the accelerator pedal
provide two digital signals to the PMC, and to
Quantum, simultaneously to indicate whether the
accelerator pedal is depressed or released. Refer
to Figure 3-7 for a simplified schematic. These
signals are also used by the PMC to determine if
a loss of voltage has occured in the throttle pedal.
If the PMC detects a throttle voltage failure, it
sends a fault code to "MOM" and S-NET to
inform the operator of the problem. If a loss of
throttle signal occurs and the accelerator pedal is
depressed, the PMC sends a 202 Hz signal to
the Quantum system to maintain engine speed at
1000 rpm.
If a signal loss occurs and the accelerator pedal

is released, the PMC sends a 150 Hz signal to
Quantum to maintain engine speed at 650 rpm. If
the loss of throttle signal occurs between the
PMC and the Quantum control system, Quantum
will control engine speed as described above.
Auto-Idle Setting System (AISS): When the
accelerator pedal is not depressed, the
PMC sends two types of throttle signals to
Quantum as low idle speed: low-low idle
and high-low idle. Engine speed is then
determined based upon coolant
temperature, parking brake status, rear
brake status, and AISS switch status.
NOTE: Low-low idle is the basic low idle;
650 rpm. High-low idle is an intermediate
speed; 1000 rpm. High-low idle is used for
quick warm-up of the engine when coolant
temperature is low, and also is used for
good acceleration from standstill.
FIGURE 3-5. ELECTRONIC ACCELERATOR PEDAL
D3-14
08/04
D03023
FIGURE 3-6. IVS CIRCUITS (SIMPLIFIED)
Throttle modification signal (sent from the

transmission controller to the PMC):
This is a frequency signal, varying from 150 - 400
Hz, from the transmission controller that requests
the PMC to reduce the throttle signal to Quantum
if the range selector is moved from NEUTRAL to
DRIVE when engine speed is greater than 1500
rpm.
NOTE: If the operator attempts to shift from
NEUTRAL to REVERSE, engine speed must be
below 1400 rpm.
Throttle modification signal (sent from RCM):

This is a Pulse Width Modulation (PWM) type
signal between 0 and 100%. The RCM also
requests the PMC to reduce engine speed if the
RCM detects wheel slip. The RCM requests the
PMC to reduce engine speed until traction is
restored.
D03023
08/04
AISS Operation
When the AISS switch is in the OFF
position and coolant temperature is 30C
(47 F) or less, the PMC selects high-low
idle (1000 rpm) regardless of other
conditions. When coolant temperature is
warmed, high-low idle is returned to low-low
idle (650 rpm) automatically.
position and both the parking brake and
rear brakes are released, the PMC selects
high-low idle regardless of other conditions.
When either of these brakes is applied,
high-low idle is returned to low-low idle
automatically.
When the AISS switch is in the ON position,
the PMC selects low-low idle regardless of
other conditions. This mode is available
when the truck must be moved slowly (in
the shop area) even if coolant temperature
is low.
D3-15
FIGURE 3-7. ACCEL PEDAL SIGNAL GRAPH
D3-16
08/04
D03023
Throttle Pedal Malfunction
ACCELERATOR PEDAL CHECKS
The throttle pedal is designed to allow truck operation in the event of a throttle signal failure. The idle
validation switches are wired in parallel with the PMC
and the engine controller to provide backup for a
missing APS signal. The following scenarios explain
the backup capability of the IVS.
To check for proper pedal sensor operation, disconnect each connector from the mating harness as
shown in Figure 3-6. Connect a 5 volt power supply
to the supply pin and a ground to the ground pin and
check the voltage on the signal pin during pedal
operation. Refer to the specifications below. If the
voltages are not within the specified ranges, the sensor is faulty and must be replaced.
Accelerator Pedal Signal (APS): The signal

from the accelerator pedal to the PMC is a
voltage level control on a single conductor. If the
signal is missing or out of range, the PMC detects
a problem and invokes the usage of the IVS
switches to tell the engine if the pedal is
depressed or released. The engine then calls for
an idle speed of 650 rpm/pedal released or 1400
rpm/pedal depressed.
NOTE: The engine has no detection awareness
of the failure between the pedal and the PMC,
leaving the fault detection responsibility to the
PMC.
FM signal lines: The FM signals from the PMC
to the engine controller are frequency controlled
oscillation voltages on two wires between the two
controllers. If these signals are missing or out of
range, the engine controller detects a problem
and invokes the usage of the IVS switches to tell
the engine if the pedal is depressed or released.
The engine controller then calls for an idle speed
of 650 rpm/pedal released or 1400 rpm/pedal
depressed.
IVS switches: Two IVS switches provide digital
signals of high (0.6 - 5.0 V) or low (0.0 - 0.5 V)
each on its own circuit. Each circuit is wired in
parallel with the PMC and the engine controller.
When the pedal is depressed, the normally open
contacts will close on one switch, and the
normally closed contacts on the other switch will
open. When this change occurs, the signal
voltages change from high to low and vice versa.
Connector 028 - APS Signal To ATC

Supply voltage . . . . . . . . . . . . . . . .5 0.01 Volts DC
Output, closed throttle . . . . . . . . . .3.65 to 4.05 Volts
Output, open throttle. . . . . . . . . . . .1.00 to 1.40 Volts
Connector 030 - APS Signal To PMC

Supply voltage . . . . . . . . . . . . . . . .5 0.01 Volts DC
Output, closed throttle . . . . . . . . . .0.43 to 0.47 Volts
Output, open throttle. . . . . . . . . . . .3.77 to 3.81 Volts
Refer to PMC System Troubleshooting for pedal sensor checks.
Idle Validation Switch Continuity Check

Connector 029 - Idle Validation Switches
Connect an ohmmeter to pins A and B. Check the
resistance with the pedal released, and with the
pedal depressed. A low resistance should be present
in one pedal position, and an out of limits resistance
in the other pedal position.
Repeat this check across pins A and C.
If the PMC or the engine controller detects

improper status of the switches for a given
primary pedal sensor voltage (APS circuit), the
engine controller will only allow engine operation
at 650 rpm idle speed, while the key is ON. The
MOM will report a fault notifying the operator of
this condition.
D03023
08/04
D3-17
24V COMPONENTS (Outside Cab)

Battery Box
Battery box (1, Figure 3-6), located on the right deck,
houses the four 220 amp hour, 12 volt heavy duty
batteries (2). The following components are located
on the outside of the enclosure; disconnect switch,
circuit breakers, power relays, and battery equalizer.
Ground Level Shutdown Switch

The ground level shutdown switch, mounted at the
base of the left access ladder, is connected in series
with the battery disconnect switch and removes battery power from the key switch when opened.
Control Power Relays
All components except the disconnect switch are

located under a protective cover.
Power relays are energized and connect the 12 volt

(8) and 24 volt (9) battery circuits to truck electrical
circuits when the key switch is in the RUN position.
Battery Disconnect Switch
Circuit Breakers
Battery disconnect (4, Figure 3-6) removes battery

power from all truck power circuits when the switch is
open. The switch is for use during maintenance and
repair procedures requiring removal of power from
the electrical circuits without the need to remove battery cables.
50 amp circuit breakers protect the 12 volt (6) and 24

volt (5) power circuits between the batteries and the
power bus bars located in the truck cab.
Level Sensor
The level sensor (3) signals the PMC to turn on the
maintenance monitor lamp if the battery electrolyte
level is low.
FIGURE 3-8. BATTERY BOX AND EXTERNAL COMPONENTS

1. Battery Enclosure
2. Batteries
3. Level Sensor
D3-18
4. Battery Disconnect Switch

5. Circuit Breaker (24 Volt)
6. Circuit Breaker (12 Volt)
7. Battery Equalizer
8. Power Relay (12 Volt)
9. Power Relay (24 Volt)
08/04
D03023
Battery Equalizer
Test
The majority of circuits on the truck operate on 24

VDC. Several components require 12 VDC for operation which requires tapping into the circuit between
two of the 12 volt batteries wired in series. The entire
battery package is recharged by the 24 volt alternator. To insure all the batteries are discharged and
recharged equally, a battery equalizer (7, Figure 3-6)
is utilized. The battery equalizer balances the charge
and discharge rates of all four batteries.
If the batteries are not being charged equally or other

problems are apparent, perform the following tests:
A circuit breaker mounted on the battery equalizer,

near the hookup terminals protects its internal circuitry. If the breaker opens, the cause must be determined and corrected and the breaker reset to restore
normal operation.
1. Check the circuit breaker on the end of the

enclosure to see if it has opened. If so, press
the button to reset.
2. Measure the voltage of each individual battery.
Each should measure approximately 12 volts. If
not, check voltages below:
a. Measure the voltage between the 24 volt terminal and ground terminal on the battery
equalizer and record.
b. Measure the voltage between the 12 volt terminal and ground terminal on the battery
equalizer and record.
3. If the difference between the two voltage readings in the previous step exceeds 0.75 volts, the
battery equalizer should be replaced.
When removing the battery equalizer, remove the

ground connection first, then the 12 and 24 volt
positive cables. When installing the battery
equalizer, Install the 12 and 24 volt cables first.
Attach the ground cable last.
D03023
08/04
D3-19
Body Position Sensor Switches
Body-Up Switch Adjustment
Two magnetically activated proximity switches sense

the position of the truck dump body. The body-up
switch (5, Figure 3-7) is located inside the left frame
rail, forward of the body pivot structure. This switch
provides a "body seated" signal to the transmission
controller when the body is resting on the frame.
When the body is raised above the frame rail (magnetic field removed from the switch sensing area),
the switch sends a "body float" signal to the transmission controller. A warning lamp on the instrument
panel left pod illuminates to inform the operator.
Figure 3-7 shows two views of the body-up switch (5)

and the magnet used to activate the switch.
NOTE: The body float lamp will also illuminate if the

hoist control is not in the FLOAT position or if there is
an open circuit between the switch and the
transmission controller.
3. Slide the proximity switch in or until dimension

"X" is 15 mm (0.59 in). Tighten capscrews (6)
and recheck vertical adjustment. If necessary,
readjust and tighten capscrews (3).
Body limit switch (9) is located on the left frame rail

just behind the pivot. The body limit switch sends a
signal to the hoist limit solenoid (in the hydraulic cabinet), which activates and blocks oil flow from the
hoist pilot valve to the hoist valve. The power up oil
supply is blocked to prevent full hoist cylinder extension, and possible damage to the cylinders. Proper
switch adjustment insures the hoist cylinder travel
stops slightly before full extension.
If switch adjustment is necessary, follow the procedure below:

1. With the body resting completely on the frame,
loosen the switch mounting capscrews (6) and/
or the magnet adjustment capscrews (3).
2. Position the magnet until the lower edge aligns
with the upper edge of the proximity switch (5)
as shown in view A-A.
Hoist Limit Switch Adjustment

Prior to adjustment, the body must be raised to maximum hoist cylinder extension and supported.
1. With the body fully raised, loosen the proximity
switch (9) adjustment capscrews (8) and slide
the switch up or down to position the top of the
switch in alignment with the lower edge of the
magnet (10). Tighten capscrews when adjusted
properly.
2. If necessary, loosen the capscrews securing the
proximity switch to the mounting bracket and
slide the switch in or out until dimension "Y" is
45 mm (1.77 in). Tighten the capscrews after
adjusting.
3. Lower body onto frame.
4. Check operation to verify hoist cylinders extend
and stop before reaching maximum cylinder
stroke.
D3-20
08/04
D03023
FIGURE 3-9. BODY-UP AND HOIST LIMIT SWITCHES

1. Body - Raised Position
2. Body - Resting on Frame
3. Magnet Adjustment Capscrews
4. Magnet
5. Proximity Switch (Body-Up)
D03023
08/04
6. Switch Mounting Capscrews

7. Mounting Bracket (On Frame)
8. Switch Mounting Capscrews
9. Proximity Switch (Body Limit)
10. Magnet (Body Limit Switch)
D3-21
Speed Sensors
Sensor Adjustment
A speed sensor (Figure 3-8), located in the brake

assembly at each wheel provides individual wheel
speed signals to the Retard and Control Monitor
(RCM) for use in determining truck speed and to
monitor wheel slip.
Note: Sensor adjustment must be performed before

the tires and rims are installed.
The sensors are mounted in a tapped hole in the

brake hub and adjusted to provide a slight gap
between the tip of the sensor and gear teeth
machined around the periphery of the seal carrier.
2. Rotate the seal carrier until a gear tooth is

aligned with the center of the sensor mounting
hole.
Each sensor is supplied with +18 volts through pin A.

Pin B is common (-) and grounded to the sensor
shell. Pin C provides the signal out.
No maintenance is required under normal operation.
However, if brake repairs are performed, it will be
necessary to adjust the sensor after brake rebuild.
1. If the sensor is already installed, loosen the

locknut (2, Figure 3-9) and remove the sensor
from the tapped mounting hole.
3. Carefully thread the sensor into the hole until

the tip contacts the gear tooth.
4. Back out the sensor 5/8 turn (counterclockwise). Continue to rotate until flats on sensor
housing are perpendicular to the direction of
rotation of the gear teeth as shown in Figure 39. (DO NOT back out more than 1/2 turn.)
5. Tighten the locknut.
6. Install a protective cap on sensor connector end
(3, Figure 3-8) to protect connector until the
connector harness is installed.
FIGURE 3-10. SPEED SENSOR ASSEMBLY

1. Sensor Body
2. Lock Nut
3. Connector End
FIGURE 3-11. SPEED SENSOR ADJUSTMENT

1. Speed Sensor
2. Lock Nut
D3-22
3. Brake Assembly
08/04
D03023
24V/240 AMP ALTERNATOR TEST AND REBUILD

If battery charging problems are encountered, the
technician should perform the preliminary checks
and on-truck tests described previously in this section of the manual before the alternator is removed
for rebuild or repair.
The following procedures describe methods for
bench testing the alternator and disassembly/assembly instructions to rebuild the unit if necessary.
BENCH TEST
Results of the on-vehicle test should be confirmed by
these bench tests, if possible. When it is not possible
to perform on-vehicle test, alternator performance
can be checked quickly by referring to these bench
tests.
Equipment Required:
Test Bench, with 15 - 20 Hp motor set up to
drive alternator to 7000 RPM.
Voltmeter, 0 - 40 Volt Range
Ammeter, 0 - 400 Amp Range
Mount alternator on test bench according to the

bench manufacturer's instructions. Refer to Figure 310 for set-up to measure voltage and amperage produced by alternator. Voltage within +/- 0.2V of regulator setpoint is "normal". Amperage within +/- 10% of
rated output at 5000 rpm is "high".
TEST 1 - No Load Test

Without electrical load but with battery connected,
run alternator at 5000 rpm. Refer to Table I below.
TABLE I. N0-LOAD TEST

AMPS
VOLTS
DIAGNOSIS
HIGH
LOW
Test bench battery is discharged (or defective). Allow to

charge or replace.
HIGH
NORMAL Give time to stabilize while

monitoring VOLTS. If VOLTS
rise above normal range (Table
13-2) regulator and/or field coil
must be replaced. If AMPS fall,
charging system is OK.
HIGH
HIGH
Stop test. Regulator and/or

field coil should be replaced.
(Go to Static Tests.)
LOW
LOW
Alternator and/or regulator

Go to Test 3.
LOW
NORMAL Regulator OK. Go to Test 2.
LOW
FIGURE 3-12. TEST METER HOOKUP
HIGH
Stop test. Bench malfunction or

wiring error.
1. Alternator Under Test

2. 0 to 400 AMP Ammeter
3. 0 to 40 VDC Voltmeter
4. Alternator "B+" Terminal
5. Alternator Ground Terminal
6. Truck Batteries
D03023
08/04
D3-23
TEST 2 - Full Load Test
STATIC TESTS
With load set to rated output (nameplate) 10%, run

alternator at 5000 rpm. Refer to Table 10-6.
Static tests are performed on the partially disassembled alternator to confirm component failure
indicated by on-vehicle test or bench tests.
TABLE II. FULL-LOAD TEST

AMPS
VOLTS
DIAGNOSIS
LOW
Test bench battery is discharged (or defective). Allow to

charge or replace.
HIGH
HIGH
NORMAL Charging system OK.
HIGH
HIGH
Stop test. Regulator and/or

field coil should be replaced.
(Go to Static Tests.)
LOW
LOW
Alternator and/or regulator

Go to Test 3.
LOW
NORMAL Increase load.
LOW
HIGH
Stop test. Bench malfunction or

wiring error.
Equipment:
Ohmmeter, Simpson 260 or equivalent
Regulator Tester, or Ohmmeter
Diode Tester or Ohmmeter
Remove control box cover and drive pulley. Disconnect regulator from control unit. Remove cover plate.
Disconnect all phase leads attached to the front
housing ("P1" through "P6" in Figure 10-10).
NOTE: Refer to disassembly procedures in
Alternator Disassembly section of this manual.
Before repairing the alternator, perform all static
tests.
Regulator Tests
The regulator is normally checked using a regulator
tester. If a regulator tester is used, make connections
to regulator plug as follows (see Figure 10-4 for wire
assignments):
TEST 3 - Regulator Bypass Test

Perform this test only when suggested by other tests.
Alternator connections and load same as test 2.
Bypass regulator as shown in Figure 10-7. Note
whether amps rise to within 10% of output rating
when connecting F- terminal to ground. Note whether
amps fall when disconnecting F- terminal. Then refer
to Table III below.
NOTE: Terminal locations differ on SAE and metripack connectors.
Wire 1 to "Field Coil (-)"
Wire 2 to "Ground"
Wire 3 to "Field Coil (+)" or "B+"
Wire 4 to "Ignition" or "B+"
Refer to regulator tester manufacturer's instructions

for test procedure.
Limit terminal connection to a few seconds to
protect charging system from excessive voltage.
TABLE III. REGULATOR BYPASS TEST
CONNECT
DISCONNECT
Amps Rise
Amps Fall
No Change
No Change
DIAGNOSIS
Alternator is OK.
See note, replace
regulator only if low
AMPS/low VOLTS
indicated in Test 1
and/or Test 2.
Alternator must be
repaired. Go to
Static Tests.
Note: Before replacing regulator, check continuity of

energize circuit (refer to Static Tests, Test 5).
D3-24
If regulator tester is not available, it is difficult to test

regulator for open output transistor. However, most
regulator failures are caused by shorted output transistor, so the following procedure utilizing an ohmmeter, will often suffice when a regulator tester is not
available.
TEST 1 - Check For Shorted Output Transistor
Set ohmmeter to x100 scale and make sure ohmmeter is zeroed. Using the regulator connector plug,
connect one ohmmeter lead to terminal "F-", connect
to other lead to terminal "B-", and observe meter
reading. Reverse leads and observe meter reading.
In one direction the meter should read less than 600
ohms. In the other direction the ohmmeter should
read very high. If ohmmeter reads zero in both directions, output transistor is shorted and regulator must
be replaced.
08/04
D03023
Field Coil Tests

TEST 3 - Check For Open Field Coil
Set ohmmeter to x1 scale and make sure ohmmeter
is zeroed. Connect one ohmmeter lead to "B+" output stud. (NOTE: On unit with "F+" stud, connect
ohmmeter to "F+" stud). Connect the other lead to
terminal "F-" of control unit harness. Ohmmeter
should read less than 3 ohms. If ohmmeter reads
above the specified limit, the field coil is open and
must be replaced (replace or repair Stator & Shell
Assembly).
TEST 4 - Check For Grounded Field Coil

Set ohmmeter to x10K scale and make sure ohmmeter is zeroed. Connect one ohmmeter lead to terminal
"F-" of the control unit harness. Connect the other
ohmmeter lead to the front housing ground stud. The
ohmmeter should read very high. If the ohmmeter
reads less than 100K ohms, the field coil is grounded
and must be replaced (replace or repair Stator &
Shell Assembly).
FIGURE 3-13. CONTROL UNIT WIRING

1. Ignition (E), Harness Lead #4
2. Relay (R), Lead
3. Terminal Block
4. F- (Harness Lead #1)
5. F+ (Harness Lead #3)
6. Ground Wire from Reg.(Harness Lead #2)
7. B+ Buss Leads to Rectifier
8. Battery Positive Post
9. "E" terminal
10. "R" Terminal
TEST 2 - Check Function Of Clamping Diode
Move ohmmeter lead from "F-" to "F+" (if so

equipped), or to "B+" and repeat test. The ohmmeter
should read very high. If the ohmmeter reads less
than 100K ohms, the field coil is grounded and must
be replaced (replace or repair Stator & Shell Assembly).
Control Box Tests

Note: Needle point probes may be required to
penetrate the potting compound in the control box.
Refer to Figure 10-8 for location of control box terminal strip connections. Refer to Figure 10-7 for location of control box external connections to regulator
and ignition circuit.
Set ohmmeter to x100 scale and make sure ohmmeter is zeroed. Using the regulator connector plug,
connect one ohmmeter lead to terminal "F-", connect
the other lead to terminal "B-" and observe ohmmeter
reading. Reverse leads and observe meter reading.
In one direction the ohmmeter should read less than
600 ohms. In the other direction the ohmmeter
should read very high. If the ohmmeter reads less
than 600 ohms in both directions (short) or very high
in both directions (open) clamping diode is defective
and regulator must be replaced.
Note: If regulator failure is indicated, field coil failure
must also be suspected.
D03023
08/04
D3-25
TEST 5 - Check Continuity Of Terminal Strip Connections

Set ohmmeter scale according to Table 10-8 and
make ohmmeter connections between the terminal
strip inside the control box and control box terminals
located on the outside of the control box.
TABLE IV
CONTROL BOX CONTINUITY CHECKS
OHMETER
SCALE
CONTROL
TERMINAL
BOX
STRIP
EXTERNAL
CONNECTION CONNECTION
(Figure 10-5)
READING
x 10K
F-
GND* (B-)
VERY
HIGH
x1
F-
(F-) PIN
ZERO
x1
F+
(F+)
TERMINAL
ZERO
*GND connections are made to ground terminal

located on outside of front housing.
With regulator disconnected, test for continuity from
"E" terminal on control unit to connector Energize
("E") pin on regulator harness (See Figure 10-9).
FIGURE 3-14.
1. Positive Diode Studs
2. S Phase Terminal
TEST 6 - Diode Heat Sink Tests

Check to make sure that all phase leads are disconnected from the heat sink (refer to Figure 10-10).
Note: Do not allow sleeving on leads to slide down
leads; phase terminal without sleeves can short
against alternator body.
The diode heat sink assembly is normally checked
using a diode tester. If a diode tester is used, refer to
manufacturer's instructions for proper connections.
When a diode tester is not available, use an ohmmeter and refer to the following procedure.
Note: Do not use an AC Device such as a leakage
tester to check the diode heat sink.
D3-26
TEST 7 - Check Positive Diodes

Refer to Figure 10-10. Set ohmmeter to x100 scale
and make sure ohmmeter is zeroed. Connect one
ohmmeter lead to the "B+" output stud, connect the
other ohmmeter lead to each of the six heat sink
phase terminals "S". All six readings should be nearly
alike; either less than 600 ohms or very high. If all six
readings are not alike, the diode rectifier assembly is
defective and front housing assembly must be
replaced.
NOTE: Heat sink diodes are de-rated for heavy duty
performance. If diode failure is detected, the entire
charging system should be examined for loose
connections (especially battery). If diode failure is
indicated, stator failure must also be suspected.
08/04
D03023
TEST 8 - Check Negative Diodes
Stator Tests
Refer to Figure 10-6, set ohmmeter to x100 scale,

and make sure ohmmeter is zeroed. Connect one
ohmmeter lead to "B-" terminal located on the outside of the front housing, connect the other ohmmeter lead to each of the six heat sink phase terminals
"S". All six readings should be nearly alike; and all
should read very high. If all six readings are not alike
the diode rectifier assembly is defective and the front
housing assembly must be replaced.
NOTE: The front stator related Phase leads are "P1",

"P2", & "P3"; The rear stator phase leads are "P4",
"P5", & "P6"
Reverse ohmmeter leads, and again observe resistance between "B+" terminal and each of the six heat
sink phase terminals "S". All six readings should be
very high. If any reading is not alike, the diode rectifier assembly is defective and the front housing
assembly must be replaced.
Set ohmmeter to x1 scale and make sure ohmmeter

is zeroed. Check for open stator winding by connecting ohmmeter between each successive pair of stator
phase leads (Refer to Figure 10-10: "P-1" - "P2"; "P2"
- "P3"; "P1" - "P3"; "P-4" - "P5"; "P5" - "P6"; & "P4" "P6").
The Alternator has two separate assemblies that will

be checked individually. Make sure all phase leads
are disconnected from the heat sink (Refer to Figure
10-6).
TEST 9 - Check Front & Rear Stator
Note: It may be necessary to probe under the

sleeves of the phase leads in order to make electrical
contact. Ohmmeter should read less than 1 ohm
between each pair of stator phase windings. If
ohmmeter reads very high, the stator is open and
must be replaced (replace or repair stator or stator /
shell assembly).
Set ohmmeter to x10K scale and make sure ohmmeter is zeroed. Check for shorted stator windings by
connecting ohmmeter between each phase lead
("P1", "P2", "P3", "P4", "P5", & "P6") and the ground
terminal located on the outside of the front housing.
Ohmmeter should read very high. If ohmmeter reads
zero for the related test point, the stator is grounded
and must be replaced (replace or repair stator or stator / shell assembly).
Note: Grounded stator is difficult to confirm by static
test. Examine stator for burnt insulation or loose coil.
D03023
08/04
D3-27
ALTERNATOR DISASSEMBLY
Notes: Disassemble alternator only as far as
necessary to replace defective part(s).
For stator removal, refer to BF4822 Stator Service
Tool Instructions.
In this publication, Front Housing refers to the Drive
End Housing, and Rear Housing refers to the
opposite end housing.
Refer to Figure 3-16 for exploded view of individual
parts. Unless otherwise specified, parts shown in
parentheses refer to Figure 3-16.
Fan Removal
1. Remove fan guard.
2. Use a 3/4" socket wrench to loosen nut attaching fan to alternator. Keep shaft from rotating by
holding the pulley in a vise, jaws padded with
brass or aluminum (Figure 10-11).
3. Remove nut and hardened washer.
4. Remove fan assembly from alternator.
FIGURE 3-16.
Regulator Removal
1. Disconnect regulator from alternator harness.
2. Remove mounting hardware from regulator
mounting feet (Figure 3-15).
3. Remove regulator.
FIGURE 3-15.
Pulley Removal
1. Use a 15/16" socket wrench on the pulley nut.
Clamp the pulley in a vise, jaws padded with
brass or aluminum, and loosen pulley nut (Figure 10-13).
2. Remove pulley nut and hardened washer.
3. With a gear puller remove the pulley from the
shaft.
FIGURE 3-17.
4. Remove woodruff key from shaft.

5. Remove pulley bushing from shaft.
D3-28
08/04
D03023
FIGURE 3-18. EXPLODED PARTS ILLUSTRATION

1. Locknut
2. Flat Washer
3. Drive Pulley
4. Pulley Bushing
5. Retainer Ring
6. Front Bearing
8. Cover Plate
9. Control Cover
D03023
08/04
10. Screw
11. Control Unit
12. Screw
13. Rotor
14. Shaft & Core
15. B+ Stud Assembly
16. Retainer Ring
17. Nut
18. Front Stator
19. Stud
20. Shell
21. Pan Head Screw
22. Field Coil
23. Rear Stator
24. Rotor
25. Rear Bearing
26. Screw
27. Voltage Regulator
28. End Housing

29. Nut
30. O-Ring
31. Retainer Ring
32. Cooling Fan
33. Hardened Washer
34. Locknut
35. Screw
36. Fan Guard
D3-29
End Housing Removal

1. Remove nine flanged locknuts from stator-tube
assembly studs at rear of end housing.
2. With a gear puller, remove end housing from
alternator (Figure 3-17).
FIGURE 3-21.
1. Machine Screws
2a.Use three 10-32 UNF x 2" long machine

screws as jacks in the three threaded holes
of rotor end plate (Figure 3-19). Pull rotor
off of core gradually by working screws
against core in sequence. If rotor resists
movement, see alternate method below.
FIGURE 3-19.
Alternate Method
Rear Rotor Removal
1. Remove six flanged locknuts from core studs or
six self tapping screws (1, Figure 3-18). Scribe
location of stud or screw holes on rotor face
plate.
2b.Using an air hammer (air chisel) with a blunt

tipped tool, vibrate the area around the
rotor element to rotor core attaching studs.
The vibrations should loosen any built up
rust in that area. Remove the rotor element. If resistance is still felt, use the
method described in "2a.", plus the air
hammer.
Rear Bearing Removal

There are two types of rear bearing systems in
use:
1. For press fit rear bearings, support end housing on blocks with rear side facing up. Use a
proper tool and press to remove rear bearing
and seal.
FIGURE 3-20.
2. The loose fit rear bearing is retained on the

shaft and core assembly and can be removed
with a pulley puller.
1. Self Tapping Screws
D3-30
08/04
D03023
Front Housing Removal

Note: All control box and front housing connections
are coated with RTV Silicone Rubber. Remove RTV
Silicone Rubber as alternator is disassembled.
1. Remove five screws from control box cover.
2. Remove control box cover (Figure 3-20 A).
3. Loosen terminal strip screws and disconnect 2
field leads (white wires) from control box terminal strip.
4. Remove six screws from front housing cover
plate (Figure 3-20 B).
5. Remove front housing cover plate.
6. Remove the six nuts holding phase leads (black
wires) to diode studs (Figure 3-20 C).
7. Remove the six phase leads from the diode
studs and push the phase leads back through
the large openings in front housing (this will
facilitate separation of front housing from tube).
8. Remove nine flanged locknuts from stator/tube
assembly studs at front of front housing.
Note: The Front housing is attached to the rotor/shaft
core assembly.
9. Separate front housing with the rotor/shaft/core
assembly from the stator/tube assembly. Light
taps with a soft faced mallet will help in the separation of parts.
FIGURE 3-22.
1. Cover
2. Field Leads
(white wires)
3. Front Cover Screw
10. Support front housing on wood blocks. Using a

press, press shaft through front housing bearing.
D03023
08/04
D3-31
Control Unit
(These instructions may be used with control unit
assemblies having SAE or Metri-Pak connector.)
Refer to Figures 3-21 and -22 for the following steps:
1. Remove the top cover of the control unit
assembly (Five screws).
Before removing the old control unit assembly,

observe wire position by wire function, not wire
color. Wire connections on some units are not
color coded.
2. Remove bolt and lock washer attaching "B+"
buss from the rectifier assembly to "B+" output
terminal.
3. Remove four attaching screws from the front of
the control unit assembly. Pull control unit - face
plate forward to permit easy disconnection of
wire ends from "R" (or phase terminals) and
"B+" terminals. Leave the regulator harness
with grommet resting on frame while sliding
face plate up and off grommet.
FIGURE 3-23. TYPICAL CONTROL UNIT

1. Ignition (E)
(Harness Lead #4)
2. Relay (R)
3. Terminal Block
5. F+ (Harness Lead #3)

6. Ground Wire from Reg.
(Harness Lead #2)
7. B+ Buss Leads to
Rectifier
4. Remove the phase lead wire from "R" terminal

(or phase terminals) on the face plate. Be careful not to move or reroute the phase lead.
5. Disconnect the field leads from "F-" terminal
and "B+" terminal of the terminal block.
6. Disconnect the regulator harness ground wire
from the end housing. (lead #2)
7. Remove the terminal block from the housing.
NOTE: Two nuts are used as spacers underneath the
terminal block on attaching screws.
8. Desolder "B+" lead from the terminal block.
Take care to position "B+" lead coming from the
rectifier assembly.
FIGURE 3-24.
1. Cover Screws (TOP)
2. Control Unit Screw
Do not cut "B+" lead at terminal block. "B+" lead

does not have slack.
9. Discard the old face plate assembly with regulator connector harness assembly.
11. Inspect leads from field coil and rectifier assembly for chaffing, and repair as necessary.
10. Clean old RTV from the top and the face of control unit area of the housing.
D3-32
08/04
D03023
Front Bearing Removal

1. Remove retaining ring (1, Figure 3-16) from
front outer side of front housing.
2. Remove retaining ring (5) from rear inner side
of front housing.
3. Support front housing on blocks and with a
press, remove front bearing (6) from front housing. Use Tool BF4818 (Figure 3-31).
Front Rotor Removal
1. Remove six flanged locknuts from core studs or
six self tapping screws (1, Figure 3-23).
FIGURE 3-26.
1. Jack Screws
FIGURE 3-25.
1. Flanged Locknuts or Screws
2a.Use three 10-32 UNF x 2" long machine
screws (1, Figure (Figure 3-24) as Jacks in
the three threaded holes of rotor end plate.
Pull rotor off core gradually by working
screws against core in sequence.
Alternate Method
2b.Using an air hammer (air chisel) with a blunt
tipped tool, vibrate the area around the
rotor element to rotor core attaching studs.
The vibrations should loosen the built up
rust in that area. Remove the rotor element. If resistance is still felt, use the
method described in "2a." above, plus the
air hammer.
D03023
08/04
D3-33
Field Coil Removal

Do not attempt to repair field coil. Replace the whole
assembly.
1. Mark the position of field coil leads (white wires
with spade terminals) on stator. New fields will
be positioned in same opening in stator assembly, as the old field leads.
FIGURE 3-28.
FIGURE 3-27.
1. Bobbin Removal Tool
(BF4820)
2. Stator & Shell

Assembly
2. Remove the screws attaching field coil bobbin

to stator tabs.
3. Use tool BF4820 to rotate field coil bobbin
about 20 degrees to disengage bobbin ears
from stator tabs.
Note: Some force may be required to break the
perma-fill coating on the tabs.
4. After rotating field coil bobbin, remove field coil
through back of stator and shell assembly (end
away from leads) while allowing field leads to
slide through opening in front stator assembly.
Notes: As field coil is removed from stator and shell
assembly note and mark position of leads relative to
drainage holes in shell for reassembly (Figure 3-26).
Loctite should be used on all screws and nuts as
machine is assembled, except where told otherwise.
For stator installation, see BF4822 Stator Service
Tool Instructions.
D3-34
08/04
D03023
ASSEMBLY- ALTERNATOR
Field Coil Assembly
1. Lay stator and shell assembly on its side,
phase leads to the left (Figure 3-27).
2. Insert field coil from right hand side of stator
and shell assembly, field leads (white wires with
spade terminals) facing toward phase leads.
FIGURE 3-30.
FIGURE 3-29.
1. Field Coil Bobbin Ear

1. Field Leads
2. Remove or insert field

coil from this end.
3. As field coil is inserted into stator and shell

assembly thread the field leads through the
proper openings between the front stator windings.
4. Seat field coil bobbin ears over stator tabs (Figure 3-28) by inserting field winding and rotating
about 20 degrees after insertion with tool
BF4820. Align screw holes in bobbin ears with
screw holes in stator tabs.
Note: Bobbin ears go over stator tabs as viewed from
both ends of tube assembly.
5. Make sure field coil leads (white spade terminals) are pulled through proper stator openings
with no slack at the field coil and that neither
wire is pinched by the bobbin ears.
6. Using eighteen screws coated with loctite, fasten field coil bobbin ears to stator tabs (Figure
3-29). Tighten screws to 8-10 lb-in. (0.9- 1.1
Nm) torque.
Note: If field coil leads cannot be threaded through
stator openings with the terminal attached, unsolder
terminals, remove sleeving and then insert leads.
After field coil is in place slip sleeving on field leads,
solder terminals to wires and slip sleeving back over
terminal.
D03023
08/04
FIGURE 3-31. FIELD COIL/STATOR SCREW

INSTALLATION
D3-35
Front Rotor Assembly
Front Bearing Assembly

1. Clean bearing I.D. surface of front housing.
2. Install retaining ring in rear inner groove of front
housing.
Note: This retaining ring has two flat sides (3, Figure
3-30).
3. Coat outer race of front bearing (4) with thin
coat of loctite.
1. Position rotor assembly on front end of shaft

and core assembly.
Note: Front end of shaft and core assembly has
woodruff key slot in shaft (Figure 3-32).
2. Using six flanged locknuts or self tapping
screws, fasten rotor assembly to shaft and core
assembly. (Loctite should be applied to studs or
screws before installing). Torque flanged locknuts to 45 in. lbs., 5.0 Nm, screws to 65 lb-in,
7.3 Nm.
Note: Center studs or holes of core in the center of
slot in rotor plate.
FIGURE 3-32.
1. Retaining Ring
(Tapered)
2. Front Housing
3. Retaining Ring
(Flat, both sides)
4. Bearing - Outer Race
4. Using tool BF4818 (1, Figure 3-31) and a press,

press front bearing into front housing until bearing seats against retaining ring. Outer ring will
be installed after housing is placed on shaft.
FIGURE 3-34.
1. Shaft
2. Stud
3. Slot
FIGURE 3-33.
1. Tool (BF4818)
D3-36
08/04
D03023
Front Housing - Rotor, Shaft & Core Assembly

Note: When replacing shaft and core assembly,
(using ring seal) refer to Figure 3-33 before
proceeding with assembly.
1. Support rotor, shaft and core assembly on
blocks with the rear bearing end down.
2. Position bearing in front housing assembly onto
shaft, drive side of housing facing up.
3. Using tool BF4810 press bearing on shaft until
bearing inner race seats on shaft shoulder (Figure 10-30).
4. Install tapered retaining ring with tapered side to
front outer side, in front outer groove of front
housing (2, Figure 3-30).
Front Housing - Rotor, Shaft & Core Assembly

1. Support stator, field coil & shell assembly on
blocks, with the six phase leads (black wires)
and the two field leads (white wires) pointing
up.
Note: Care must be used when setting stator, field
coil & shell assembly on blocks that neither the stator
windings nor the studs are damaged.
2. Set the front housing-rotor, shaft & core assembly into the stator, field coil & shell assembly
(core goes through the field coil bobbin). Align
mounting foot of front housing with mounting
foot on shell (Figure 3-34). As the shell studs
come through the holes in the front housing,
guide the six phase leads (black wires) and two
field leads (white wires) through the large openings in the front housing.
3. Make sure that shell and front housing are
seated together completely.
4. Fasten front housing to shell by installing nine
flanged locknuts on shell studs (apply Loctite to
studs before installing locknuts). Torque flanged
locknuts to 18 in. lbs. (2.0 Nm) maximum.
FIGURE 3-35.
1. Arbor Press
2. Tool (BF4810)
FIGURE 3-36.
1. Mounting Foot
2. Phase Leads
D03023
08/04
3. Field Leads
4. Drain Holes
D3-37
5. Route the two field leads (white wires) through

the hole in the front housing to the control box.
Connect the field leads to the control box terminal strip; one lead to the "B+" terminal the other
lead to the "F" terminal (Figure 3-35, Figure 108).
Note: Do not allow sleeving on leads to slide down
leads; phase terminal without sleeves can short to
front housing.
1. Field Leads
FIGURE 3-38.
2. Phase Leads
6. Using 6 nuts (coat with Loctite) attach the six

phase leads (black wires) to diode studs.
Note: Insulator and washer placed over positive
diode stud before securing phase terminal for
positive diode locations. Refer to Figure 3-36. If
insulator or washer were lost during disassembly,
replace before attaching phase lead.
FIGURE 3-37.
1. Field Leads
2. Phase Leads
7. Rotate shaft and make sure rotor does not contact wires.
8. Coat the six phase terminals and the two field
terminals with RTV Silicone Rubber, type 3141
(flowable type). If control unit assembly requires
a replacement, skip step 9 and proceed to Control Unit Assembly Replacement.
9. Use five screws (coat with Loctite) to attach
control box cover to control box. Torque screws
to 20 in. lbs. (2.2 Nm).
D3-38
08/04
D03023
Control Unit Assembly Replacement

Refer to Figures 3-37 and 3-38 for the following
steps:
1. Hold the new regulator connector harness in its
approximate installation position and bend
wires into their proper position.
2. Solder both the regulator connector lead "3",
and the output lead from "B+" buss, to the terminal block, "B+" position. (right of center)
3. Position nuts on the terminal block attaching
screws about 2 threads from the tip of the
screw.
NOTE: These nuts are used as spacers.
4. Attach the terminal block to the alternator housing.
CAUTION: Thread both screws in evenly so as
not to cock the terminal block. Failure to keep the
terminal block parallel to the housing may break
the terminal block.
5. Attach the ground lead from the regulator harness (lead "2") to the housing.
6. Route the regulator harness under B+ buss
leads. Care should be taken to keep the regulator connector flat with A pin properly positioned.
NOTE: Wires in steps 7 & 8 should slant away from
both "E" & "R" terminals (down and left, as viewed
from outside).
7. Position the insulating sleeving over wire terminals prior to attaching ring terminals to "E" & "R"
(or phase terminals) studs.
FIGURE 3-37.
1. Ignition (E) (Harness Lead #4)
2. Relay (R)
3. Terminal Block
5. F+ (Harness Lead #3); 10 in. lbs. (1.3 Nm)
torque
6. Terminal Block Screw; 30 in. lbs. (3.5 Nm)
torque
7. Ground Wire from Regulator
(Harness Lead #2)
8. 24 in. lbs. (2.7 Nm) torque
9. B+ Buss Leads to Rectifier
10.When replacing output stud only; tighten to
12-15 ft.lbs. (16-20 N.m) torque, coat with
epoxy.
10. Solder here.
10. Apply RTV here.
10. Tighten to 180 in.lbs. (20 N.m) torque.
NOTE: Assembly sequence for "E" & "R" terminal (or

phase terminals) is: insulator-flatwasher-terminal-nut.
8. Position the control unit-face plate and attach
the regulator harness lead "4" to "E" terminal on
the face plate.
9. Attach the alternator phase lead to "R" terminal
(or phase terminals) on the face plate.
10. Use RTV #732 on the face of the housing. Use
Loctite in mounting screw holes for the face
plate.
11. Install the face plate onto the housing while sliding slot in the face plate onto grommet on regulator harness. Attach the face plate to the
housing with 4 screws.
12. Attach "B+" buss leads from rectifier to the back
of "B+" terminal.
FIGURE 3-39.
1.Cover Screws (TOP)
2. Control Unit Screw
NOTE: Tighten nine screws to 20 in.lbs.
(2 Nm) torque.
D03023
08/04
D3-39
13. Position "B+" buss leads from rectifier so that

the leads will not contact inside ends of "E" or
"R" terminals (or phase terminals).
14. Attach leads from the field coil to the terminal
block at "F" and "B+" positions.
15. Use RTV #732 to reseal the housing where the
field coil leads enter the housing.
16. Use RTV #3140 on inner ends of "R" (or phase
terminals) and "E" terminals, on the terminal
block, and all exposed wires on inner end of
"B+" stud to prevent corrosion.
17. Apply RTV #732 on the top of the housing.
18. Use five screws (coat with Loctite) to attach
control box cover to control box. Tighten screws
to 20 in. lbs. (2.2 Nm) torque.
Rear Rotor Assembly
End Housing Assembly

1. Stand alternator on front end.Observe extra
care when installing housing if rotor shaft is
equipped with dust cap and ring seal carrier, as
ring seal must compress to enter into housing
bore.
NOTE: If shaft has ring seal, rear housing must have
chamfer on bearing bore. Studs from stator, field coil
and shell assembly will come through holes in end
housing.
2. Ring Seal Conversion The fan and shaft/core
assemblies have been modified to accommodate a new bearing ring seal design (Figure 340). These changes affect alternators manufactured after January 1996. The changes affect
the shaft and fan hub diameters on full units and
service parts. When new service parts are used
to repair units manufactured before January
1996, the ring seals and lip seals must be
removed.
1. Place rotor assembly on shaft and core assembly inside stator, field coil and shell assembly
(Figure 3-38).
FIGURE 3-41.
1. Ring Seal Groove
2. Ring Seal
3. Bearing
4. O-Ring
5. Ring Seal
6. Ring Seal Groove
7. Fan Mounting
Hardware
8. Fan Guard Screws
To use new service parts on product manufactured before the modification date, follow these
instructions:
FIGURE 3-40.
1. Studs or Screws
Fan Replacement (Fan with Ring Seal)

NOTE: Align stud or screw holes of core with scribe
marks on rotor, or center studs or screw holes of core
in the center of slots in rotor plate as shown in Figure
10-36.
2. Use six flanged locknuts or self tapping screws
to fasten rotor assembly to shaft and core
assembly (Apply Loctite to studs before installing locknuts). Torque flanged locknuts to 45 in.
lbs. (5.0 Nm), screws to 65 in. lbs. (7.3 Nm).
D3-40
Remove the fan and rear bearing seal. Remove

the old fan assembly from the alternator.
Note: On older units a puller may be required to
remove the old fan from shaft. Using a pry bar or
large screwdriver, remove the rear bearing seal from
end housing. Do not remove bearing.
08/04
D03023
Installation Of New Fan On Old Assembly

(Figure 3-31).
4. Install cover plate on front housing with six

screws.
Remove the ring seal from the new fan, if

present.Install the new fan onto the shaft and
slide into position. Place fan nut and washer
onto the shaft and tighten to 55 ft.lbs (75 N.m).
FIGURE 3-42.
1. Bearing Seal
2. Bearing
3. Ring Seal Groove
4. Fan Guard Screws

5. Fan Mounting
Hardware
FIGURE 3-44.
1. Insertion Tool (BF4821) placed here.
Shaft/Core Replacement
Remove old shaft/core assembly. Remove the
shaft/core assembly from alternator (as directed
in this publication). Remove the front seal from
the old end housing.
Install New Shaft/Core Assembly
(Figure 3-42)
Remove the ring seal from the new shaft/core
assembly, if present.Install the shaft/core
assembly into the alternator (as directed in this
manual).
FIGURE 3-43.
1. Ring Seal Groove
2. Bearing
3. Bearing Seal
4. Fan Mounting
Hardware
5. Fan Guard Screws
3. Apply Loctite to studs, then install nine flanged

locknuts on studs.Torque flanged locknuts to 18
in. lbs. (2.0 N.m) maximum.
D03023
08/04
D3-41
Regulator Assembly
Rear Bearing Assembly

1. Assembly alternator, including end housing, but
leave out rear bearing and fan. Make sure
mounting feet are aligned.Install front pulley
bushing on shaft.
2. There are two types of rear bearing systems
used: press fit and loose fit.
Press Fit Bearings
1. Set regulator on rear housing with regulator

plug toward control box.
2. Using mounting hardware (coated with Loctite),
attach regulator to end housing (Figure 3-44).
Torque screw to 32 in. lbs. (3.6 N.m) maximum.
3. Connect regulator to regulator harness from
control unit.
Stand alternator on front end, in a press, supporting

the front bearing bushing. Insert bearing over rear
end of shaft. Place bearing insertion tool (part of
BF4821 package) over bearing and press until inner
race of bearing is seated onto shaft shoulder (Figure
3-43). Use caution when bearing outer race begins to
enter end housing bore because misalignment at this
point can damage housing.
FIGURE 3-46.
FIGURE 3-45.
1. Ball Bearing
2. Shaft
3. Support
4. Bushing
5. Front Housing
6. End Housing
7. BF4821 Insertion
Tool
Loose Fit Bearings

Before starting installation of loose fit rear bearings,
check that O-ring is greased (grease with Amoco
Rykon or equivalent) and properly installed in O-ring
groove in housing bore. Continue with bearing installation as above.
3. Turn shaft by hand to make sure it spins freely.
Fan and fan hardware can now be installed.
D3-42
08/04
D03023
Pulley Assembly
Fan Assembly
1. Place fan assembly on shaft (Figure 3-45).
Note: If fan hub has ring seals and carrier as ring
seal must compress ring enters housing.
NOTE: Do not hold fan to prevent shaft rotation. Fan

damage may result.
1. Install pulley bushing on shaft.
2. Press woodruff key into shaft.
3. Position pulley on shaft.
4. Install pulley nut and hardened washer on shaft.
Place alternator and pulley into vise. With a 15/
16" socket on the pulley nut (Figure 3-46).
Torque pulley nut to 120 ft. lbs. (162.7 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.
FIGURE 3-47.
When repairing units manufactured before June
1994, the ring seal and contact seal must be
removed before installing the fan (Refer to Figure 3-41).
2. Use hardened washer and locknut to fasten fan
to alternator. Place alternator and pulley into
vise. With a 3/4" socket, tighten fan nut (Figure
3-46). Torque fan nut to 50 in. lbs. (68 N.m).
Note: Brass or aluminum jaw protectors must be
inserted into vise jaws to prevent damage to pulley.
D03023
08/04
FIGURE 3-48.
D3-43
BF4822 STATOR SERVICE TOOL INSTRUCTIONS

Function of Service Tool
This tool has been designed to remove and install
stators in alternators. The user of this tool must be
familiar with basic disassembly and reassembly techniques of dual stator alternators. Proper assembly
and use of this tool will result in correct placement of
stators inside the shell (indexing of stator, with
respect to stator leads). Read through these
instructions to familiarize yourself with the
names of various tool components prior to
attempting stator removal or installation.
Stator Removal And Replacement
Shell Assembly Preparation (Refer to Figure 10-47)
The field coil and shell studs must be removed from
the shell assembly before a stator can be removed.
REMINDER: A narrow, 1 - 3" wide, support ring is in
the tool package (not pictured). This ring is used
when necessary, to provide additional tool height to
prevent the jack screw from protruding through the
bottom thrust plate and preventing proper tool use.
1. Position the bottom thrust plate in work area.
2. Place the first support ring on the bottom thrust
plate.Make sure the support ring seats in the
mating groove in the bottom thrust plate.
3. Place the shell assembly on the support ring
with the stator to be removed, facing up.
4. Place the second support ring on top of the
shell assembly.Reach inside the support ring
and position the stator leads inside and away
from the top of the shell assembly.
Pressure Plate Set-up (Refer to Figure 10-48)
5. Thread the 3/8" diameter guide pin into the
pressure plate, from the hub side of the pressure plate. The threaded hub on the pressure
plate faces up, toward the top thrust plate.
6. Lay the top thrust plate on the pressure plate as
you pass the guide pin through the curved slot
in the top thrust plate.
7. After properly placing the thrust washer (not
shown on drawing) on the jack screw, insert the
jack screw through the top thrust plate and
thread the jack screw into the pressure plate
about 1".
9. Lubricate approximately 1" of the jack screw

where it enters the pressure plate with white
lube or a wheel bearing type of grease. Also
place a dab of this grease on both sides of the
thrust washer that is placed under the hex head
of the jack screw.
10. Position the stator leads so that they will not
snag on the pressure plate when the pressure
plate is being inserted into, then through, the
stator. Bend the stator leads over the top of the
support ring (this will help to eliminate interference).
11. Wrap a clean shop towel around the jack screw
and lift the pressure plate/jack screw/top thrust
plate assembly. Insert the pressure plate into
and through the top stator assembly. Position
the pressure plate in the space between the two
stators, where the field coil had been. Turn the
pressure plate to align the poles of the pressure
plate with the poles of the stator. This is easily
done by grasping both the jack screw and guide
pin and twisting. The pressure plate will then
rotate. Before releasing the assembly, make
sure the top thrust plate will once again rest on
the end of the guide pin, not the support ring.
12. Position the stator leads inside the support ring.
Firmly grab the top thrust plate at the outer
edge, twist slightly until the guide pin enters the
curved slot. Lower the top thrust plate onto the
support ring. The top of the support ring should
enter the mating groove in the top thrust plate.
13. Thread the jack screw in, until the head of the
jack screw contacts the top thrust plate.
14. Look through the large diameter holes (torque
arm holes) in the thrust plate to confirm the
proper seating of the pressure plate steps
against the stator. Adjust the pressure plate as
necessary.
NOTE: The pressure plate is properly seated when
the outer edge of the pressure plate presses against
the field coil mounting tabs on the stator. Make sure
that ALL field coil mounting tabs are in contact with
the pressure plate.
15. Continue threading the jack screw in, until significant resistance is felt. Check position of the
pressure plate again.
8. Lift the top thrust plate up and off the guide pin.
Turn the top thrust plate so that the guide pin
does not re-enter the slot.Lower the top thrust
plate and allow it to rest on top of the guide pin.
D3-44
08/04
D03023
16. If the tool assembly attempts to rotate after significant resistance is felt, insert torque arm into
the large diameter holes in top thrust plate and
use torque arm to prevent tool assembly from
rotating. Continue threading jack screw in until
stator is removed from shell, observe caution
below.
CAUTION: The movement of the stator should be
checked often during stator removal process.
Use the exposed portion of the guide pin as an
indicator of stator movement. Tension on the
removal tool will abruptly cease when the stator
is free of the shell. The service technician may be
startled by this abrupt looseness, exposing the
technician to potential injury. Keep the stator service tool vertical. Do not use the tool laying on its
side.
4. Place a support ring on the bottom thrust plate.

Make sure the support ring is seated in the mating groove in the bottom thrust plate.
5. Position the shell assembly on the support ring.
Shell bore to receive new stator must be facing
down.
6. Insert 3/8" diameter locating pin, from outside of
shell, into and through, center drain hole in the
shell assembly. Pass locating pin through shell
assembly and into correct hole in locating rod.
The locating pin must be in both shell and locating rod to maintain stator alignment during stator installation.
7. Place second support ring on shell/stator
assembly.
Stator Installation
(Refer to Figure 3-47)
Shell Assembly Preparation
The bore that is to receive the new stator should be
clean and free from burrs.
1. Position the bottom thrust plate in the work
area.
2. Place the pressure plate, threaded hub facing
down, on the bottom thrust plate. Align the
smooth bored hole in the pressure plate with
the keyed hole in the bottom thrust plate. Insert
the correct length locating rod through the pressure plate and into the bottom thrust plate.
NOTE: The correct length locating rod is a rod that
has a hole that will allow the locating pin to pass
through both the locating rod and shell drain hole.
3. Place new stator on the stator indexing pins on
the bottom thrust plate.
NOTE: Proper placement of the stator is achieved
when the single stator lead aligns with a stator slot
next to the other stator's single lead. The finished
shell assembly will have a slot arrangement of two
leads-space, two leads-space, two leads-space.
The front stator is placed on the stator indexing
pins with the leads pointing down.
FIGURE 3-49.
1. Bottom Thrust Plate
2. Stator Index Pins
3. Guide Pins
4. Jack Screw
5. Locating Rod (Long)

6. Locating Pin
7. Locating Rod (Short)
8. Pressure Plate
The rear stator is placed on stator indexing pins

with leads pointing up.
Position the stator leads so they will not be
damaged during stator installation.
D03023
08/04
D3-45
Pressure Plate Setup (Refer to Figure 10-46)

8. Place thrust washer on jack screw. Lube the
jack screw for 1", about 1" from the tip of the
jack screw. Lubricate approximately 1" of the
jack screw where it enters the pressure plate
with white lube or a wheel bearing type of
grease. Also place a dab of this grease on both
sides of the thrust washer that is placed under
the hex head of the jack screw.
Insert the jack screw through the top thrust
plate. Screw jack screw into the pressure plate
about 5 turns. Place a dab of lube on both sides
of the thrust washer under hex head of the jack
screw. Screw jack screw into the pressure plate
until contact is make between head of the jack
screw and top thrust plate.
9. Continue threading the jack screw in, until stator contacts shell/shell assembly. Measure from
top of locating pin to the top of the top thrust
plate. Record this measurement as starting
point to be used later.
10. Check the position of stator leads by looking
through the large torque arm holes in the top
thrust plate. Turn jack screw until significant
resistance is encountered.
NOTE: If the tool assembly starts to rotate, insert
torque arm into holes in the top thrust plate for
additional leverage.
11. Check the distance the stator has been inserted
into the shell by measuring from the top of the
locating pin to the top of the top thrust plate
(first measurement taken in step 9, above). This
measurement should increase, which indicates
the stator is entering the shell.
FIGURE 3-50.
1. Top Thrust Plate
2. Support Ring
3. Stator & Shell
Assembly
4. Support Ring
5. Bottom Thrust Plate

6. Torque Arm
7. Front Stator
8. Rear Stator
12. After the stator has been properly seated, disassemble the tool. Pull the stator leads through
the correct slots. Continue with the alternator
assembly as per instructions in this manual.
D3-46
08/04
D03023
MISCELLANEOUS FASTENER TORQUE VALUES

FASTENER DESCRIPTION
TORQUE SPECIFICATIONS
SAE
METRIC
Pulley Nut
120 ft. lbs
163 Nm
Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw
20 in. lbs.
2 Nm
Phase Terminal Screw
20 in. lbs.
2 Nm
Ground Bolt
11 ft. lbs.
15 Nm
Front & Rear Housing Hold Down Nut
18 in. lbs.
2 Nm
Tension Adjust Bolt
18 ft. lbs.
24 Nm
Rotor Hold Down Screws
45 ft. lbs.
61 Nm
Output Lead Bolt
11 ft. lbs.
15 Nm
Output Nut
20 - 22 ft. lbs.
27 - 30 Nm
Energize Terminal Nut
60 - 70 in. lbs.
7 - 8 Nm
Regulator Hold Down Screw

(for taptite screws)
32 in. lbs.
45 in. lbs.
4 Nm
5 Nm
Fan Nut
50 ft. lbs.
68 Nm
Field Coil Screw
9 in. lbs.
1 Nm
D03023
08/04
D3-47
NOTES
D3-48
08/04
D03023
SECTION D22
POWERTRAIN MANAGEMENT CONTROL SYSTEM
INDEX
POWERTRAIN MANAGEMENT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3

System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Engine (Cummins QSK45) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Transmission Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Retard Control and Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Powertrain Management Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Electronic Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Message for Operator and Maintenance Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Suspension Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Data Acquisition Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-3
Cummins Quantum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-4
Cummins CENSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-4
PMC SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
Preliminary Troubleshooting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
Indication Of A Fault Occurrence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
Action Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
EMERGENCY TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-8
PMC SYSTEM FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-10
D22002 12/01
PMC System
D22-1
NOTES
D22-2
PMC System
12/01 D22002
POWERTRAIN MANAGEMENT CONTROL SYSTEM

System Description
Electronic Display Panel
The Komatsu truck utilizes advanced electronic control and monitoring systems for all critical machine
functions. Individual monitoring systems are integrated into one; the Komatsu Powertrain Management Control System.
Operator information relative to truck operation, for

example; engine speed, vehicle speed, transmission
gear position etc., is indicated in the Electronic Display Panel (referred to as EDP or EDM).
Engine (Cummins QSK45)

The engine is controlled by Cummins Quantum and
monitored by Cummins CENSE. Quantum receives
throttle commands and controls engine speed
through the Cummins PT fuel system. CENSE monitors engine condition and records information regarding engine operation, enabling service technicians to
obtain quick diagnostic information on potential problems.
Transmission
Payload Meter
The Payload Meter (PLM), made by Komatsu, shows
real-time payload calculated from suspension cylinder pressure and records information for production
management, including payload.
Message for Operator and Maintenance Display
A fully automatic, Komatsu TORQFLOW transmission, with a lock-up torque converter is electronically
controlled and monitored by the transmission controller.
Transmission Controller
The Automatic Transmission Controller (ATC) controls the transmission shift schedule to achieve a
smooth shift change and eliminates loss of torque at
shift change using electronic modulation control for
both the transmission and torque converter.
The transmission controller extends transmission
clutch life by controlling clutch engaging pressure
due to the thermal load of each clutch.
Retard Control and Monitor
A fully hydraulic retarder system is controlled and
monitored by a Retard Control and Monitor (RCM).
Powertrain Management Controller
The Message for Operation and Maintenance

(MOM), made by Komatsu, is a liquid crystal display
with several touch-switches on its surface.
The "MOM" ordinarily informs the operator of production management information, such as payload, or
the occurrence of a fault and can be used as an onboard service tool whose functions can be used in
conjunction with "DAD" described below.
The above controllers are standard equipment. The
following are optional:
Suspension Controller
The hydro-pneumatic suspension is controlled and
monitored by an optional Suspension Controller
(referred to as ASC or SSP). The damping forces of
the front suspensions are changed automatically
when the truck is loaded or empty by the suspension
controller to provide an excellent ride.
Data Acquisition Device
The Komatsu Powertrain Management Controller

(PMC), made by Komatsu, plays a part of managing
the above controllers by mediating the throttle or
brake modification command.
The PMC can send operational data logged in each
controller, upon receiving the commands from a
loader or shovel, or the mine office through wireless.
D22002 12/01
If a fault occurs in one of the components or electronic system, the Electronic Display Panel turns on
an appropriate caution lamp and a buzzer and indicates the action code to provide instructions for the
operator to follow for correcting the problem.
The Data Acquisition Device (DAD), is a personal

computer operating under Windows ver. 3.1 or later
and is used as an off-board service tool.
Service personnel can download large amounts of
data, such as trend or working history information.
The integrated vehicle management system, including all controllers described above is referred to as
the PMC system (See Figure 22-1). This system is
designed for expanded and improved control of the
truck, and system monitoring for easier diagnostics
and production management.
PMC System
D22-3
The PMC system:

Controls the throttle by commands; from the
accelerator pedal to the PMC for basic operation,
from the T/M controller to the PMC, to modify the
throttle in abnormal use, from RCM to PMC. Also
to modify the throttle during tire slip, and the
features achieved by PMC itself, such as idle
validation, Auto-Idle Setting System (AISS),
cruise control, and an electronic vehicle speed
limiter.
Controls the retarder by commands; from the
retard lever to RCM, for basic operation, from T/
M controller to RCM through PMC, to modify in
abnormal use or engine overrun, and from PMC
to RCM, to modify the features achieved by PMC
itself, such as auto retarder control. Also, to
control transmission gear change in addition to
the T/M controller by a signal from PMC to T/M
controller, that is a command not to shift change.
(This feature will be available in the near future.)
Collects real-time data, cumulative data, fault
data, etc. in each controller and displays them in
"MOM" or "DAD" providing information for the
operator and/or service personnel.
Logs the data in each controller to simplify
diagnostics, and transmits the data to the mine
office, dispatcher, etc. for monitoring truck
performance and production statistics.
FIGURE 22-1. PMC SYSTEM DIAGRAM
Cummins Quantum
Quantum is an engine controller provided by Cummins. Quantum controls engine speed according to
the frequency of the throttle signal from PMC. If a
loss of throttle signal occurs, Quantum warns the
operator by turning the Quantum caution lamp on,
and controls the two step idle speed according to the
idle validation signals sent directly from the accelerator pedal.
Cummins CENSE
CENSE is a device for monitoring engine condition.
CENSE monitors various data such as temperature,
pressure, etc. and sends a fault code to PMC when
CENSE determines that some input data is out of
normal range.
Refer to Cummins publications for additional information regarding electronic engine controls.
D22-4
PMC System
12/01 D22002
PMC SYSTEM TROUBLESHOOTING
Fault History
Preliminary Troubleshooting Procedures

The chart on the following pages describes observations to be made concerning the Electronic Display
Panel, warning and caution lamps, and applicable
controller displays during various operating conditions when the truck is operating normally. If a problem occurs, this information can be referenced to
determine the general area of the fault(s).
Further information concerning the first fault occurrence, number of occurrences etc. is available to the
technician by accessing the fault history data using
"MOM" or "DAD".
The fault history of the following controllers can be
accessed through "MOM" or "DAD".
Transmission Controller
RCM
Emergency Operation
PMC
When a problem occurs, it may be necessary to use

special methods of operation to enable the truck to
return to the shop for repairs.
Refer to Emergency Truck Operation to make a preliminary diagnosis of the problem and determine
what procedures may be available to allow limited
operation to return the truck to the shop.
Indication Of A Fault Occurrence
If a controller detects a fault in the PMC system, the
technician can trace the problem by the following:
The Electronic Display Panel shows the action
code of all faults that any controller in the PMC
system detects.
"MOM" shows the fault code, its description, and
action code of all faults that any controller in the
PMC system detects.
The transmission controller, PMC, and
Suspension Controller display the fault in the
LED display on each controller.
Action Codes
The first indication of a system problem will be displayed by the Electronic Display Panel, notifying the
operator a problem has occurred and provides
instructions (action codes) for further truck operation,
depending on how serious the problem is. The seven
possible action codes and messages related to the
action codes are listed below:
01 : NOTIFY MAINTENANCE AT SHIFT CHANGE
02 : NOTIFY MAINTENANCE RIGHT NOW
03 : REDUCE ENGINE SPEED/ MACHINE SPEED
04 : STOP SAFELY NOW / SHUT OFF ENGINE
NOTE: Fault history data for the Cummins Quantum,
CENSE and PLM are not available through "MOM"
and "DAD". Refer to the appropriate Cummins
publication for engine control and monitor system
troubleshooting.
"MOM" and "DAD" show the following information for
each fault code stored in memory:
Fault code
Description
Status Active or not
Current service meter reading
Service meter hour of the first occurrence
Service meter hour of the last occurrence
The number of occurrences
Refer to "MOM" and "DAD" at the end of this section
of the manual for usage information.
System Troubleshooting
When a fault occurs and system troubleshooting is
necessary, the technician should refer to the Fault
Code List Tables at the end of this section of the
manual to determine which controller is reporting the
problem and the nature of the problem. After determining the source for the fault code, instructions in
the following sections list various problems and fault
codes for individual Controllers and will help in troubleshooting and isolating the problem and repairing
the system.
05 : STOP WITH ENGINE AT MID SPEED

06 : START ENGINE AND KEEP LOW IDLE
07 : KEEP BODY DOWN
D22002 12/01
PMC System
D22-5
D22-6
PMC System
12/01 D22002
D22002 12/01
PMC System
D22-7
EMERGENCY TRUCK OPERATION
If the problem occurs when the truck is traveling:
If the truck will not move when normal operation procedures are followed, or if the transmission monitor
lamp is flashing during truck startup, it is possible a
serious fault (mechanical or electrical) has occurred
in the transmission system.
If the truck is traveling and the transmission problem

occurs, refer to the table on the following page for
methods of emergency operation.
1. If the transmission suddenly shifts to neutral
while traveling, stop the truck and place the
range selector in NEUTRAL. Refer to instruction No. 1 in the table.
The following procedures should be followed when

necessary to move the truck for repairs after a serious fault has occurred in the transmission control
system.
a. Using the "MOM" display, determine what

transmission system fault codes are active.
If the problem occurs during truck startup:
b. Determine which emergency method of

operation is applicable for the fault code displayed.
If the key switch is turned on and the engine will not

start, a transmission system problem is apparent if
the following exist:
2. In situation # 2, stop the truck and shift to NEUTRAL. Do not shut down the engine.
The red, Automatic Transmission Mechatronics

Monitor lamp is flashing.and/or
a. Remove and replace the 1 pin connector

while the key switch is turned on.
The range selector position is not indicated on

the Electronic Display Panel.
1. Turn the key switch off and remove the transmission cut relay located in the cab, behind the
operator's seat.
2. Place the selector switch in NEUTRAL. It
should now be possible to start the engine.
3. If none of the listed methods result in allowing

emergency operation to drive to the repair area,
the truck should be shut down and towed.
The "Emergency Operation Procedures" table on the

following page lists various fault codes that may be
observed when a transmission system fault occurs.
In some cases, the last digit of the four character
fault code is listed as "X" or "Z". The last digit specifies the component or signal causing the fault as
listed below:
When the transmission cut relay is removed, it is

possible to start the engine even if the range
selector is not in NEUTRAL! Be certain selector
has been placed in the NEUTRAL position.
For "X"= 1: Lockup Clutch

2: High Clutch
3: Low Clutch
3. Refer to the "Emergency Operation Procedures" table on the next page for additional
instructions for moving the truck to a repair
area.
4: 1st Clutch
5: 2nd Clutch
6: 3rd Clutch
7: Reverse Clutch
8: Middle Clutch
For "Z"= 0: Engine speed signal/sensor

1: T/M input shaft speed signal/sensor
2: T/M Middle shaft speed signal/sensor
3: T/M output shaft speed signal/sensor
D22-8
PMC System
12/01 D22002
EMERGENCY OPERATION PROCEDURES TRANSMISSION FAILURE

No.
EMERGENCY
OPERATION METHOD
CONDITION WHEN
FAILURE OCCURRED
FAULT CODE AND

DESCRIPTION
b02X: Clutch failure
(X= 1 to 3)
b03X: Clutch ECMV failure 1
(X= 1, 4, 9)
b07X: Clutch solenoid failed high
(X= 1 to 3, 5, 6, 8)
Transmission gear suddenly changed to NEUTRAL while running.
Return range selector to

NEUTRAL, then move to
travel position again. [ N
D, 5, 4, 3, or L or NR ]
b032: H Clutch ECMV failure 1
Transmission remains in
one gear. Remains in
this gear even when
truck is stopped and
started and range selector is changed to other
gears.
A. Return range selector to

NEUTRAL.
B. Remove and reconnect
1 pin connector for emergency use while key switch
is on.
C. Move selector to travel
position again. [ N D, 5,
4, 3, or L or NR ] Do not
press accelerator pedal as
selector is changed from
NEUTRAL to the desired
range.
Check circuit breaker
behind operator seat.
Replace T/M cut relay
Replace T/M Controller
Tow truck to shop
D22002 12/01
b029: M clutch failure

b07X: Clutch solenoid failed high
(X= 4, 9)
(X= 3, 5)
Start in R or F2.
(Even though range selector is in 3, 4, 5
or L, truck starts in F2 and does not shift
down to F1.)
Start in R or F1.
Start in R or F3
(Even though selector is in 3, 4, 5, or L,
truck starts in F3 and does not shift down
to F2 and F1.)
b036: 3rd clutch ECMV failure 1
Start in R or L and 3rd clutches engaged.
b038: R Clutch ECMV failure 1
Start in R or N.
b01Z: Speed signal lost

b06Z: Speed sensor failure
(Z= 1, 2)
b05x: Clutch ECMV failure 3
(X= 1, 4, 9)
Start in R or F2.
(Even though selector is in 3, 4, 5 or L,
to F1.)
b010: Engine speed signal lost

b060: Engine speed sensor failure
(X= 3, 5)
b052: H Clutch ECMV failure 3
Start in R or F1.
Start in R or F3
to F2 and F1.)
b056: 3rd Clutch ECMV failure 3
Start in R or L and 3rd clutches engaged.
b058: R Clutch ECMV failure 3
Start in R or N.
b02X: Clutch failure

(X= 5, 6, 8)
Start in R or F2
to F1.)
b024: 1st clutch failure
Start in R or F1.
Transmission remains in
one gear. Remains in
b013: T/M output speed signal lost
this gear even when
b063: T/M output speed sensor failure
truck is stopped and
started and range selector is changed to other
gears.
Truck cannot be moved
even if range selector is
returned to NEUTRAL
and then moved to a
travel position.
TRANSMISSION GEAR FOR

STARTING AFTER EMERGENCY
OPERATION PROCEDURE
b001: Battery voltage low

b002: Solenoid voltage failure
b0dA: Battery direct voltage failure
b0db: Switched voltage failure
b006: T/M cut relay failure
Start in R or F2
to F2 and F1.)
If problem is corrected when circuit

breaker is reset or component replaced,
normal operation should be possible.
b004: ROM sum check fault

b005: Clutch engaged double
PMC System
Do not operate truck.
D22-9
PMC SYSTEM FAULT CODES

The tables on the following pages list fault code information for each controller in the PMC system. When
a PMC system fault is indicated, the technician can
note the code number displayed and then refer to the
following charts to determine the system component
reporting the problem. Detailed troubleshooting procedures for each Controller may be found in the following sections of the manual.
ACTION CODE: The code (displayed on "MOM")

with instructions for the operator to follow: These
codes and their respective messages are as
follows:
01 : NOTIFY MAINTENANCE AT SHIFT CHANGE
02 : NOTIFY MAINTENANCE RIGHT NOW
03 : REDUCE ENGINE SPEED/ MACHINE SPEED
04 : STOP SAFELY NOW / SHUT OFF ENGINE
The following information is contained in the tables:
05 : STOP WITH ENGINE AT MID SPEED

06 : START ENGINE AND KEEP LOW IDLE
SYSTEM FAULT CODE: The system fault code

consists of the controller code (listed below) plus
three digits -
07 : KEEP BODY DOWN

CATEGORY: Fault code type.
Controller code letter

A = Electronic Display Panel
b = Transmission Controller
d = Suspension Controller
E = PMC
F = PLM
J = RCM
L = Cummins Cense
DESCRIPTION: Fault code description
D22-10
PMC System
12/01 D22002
ELECTRONIC DISPLAY PANEL FAULT CODE LIST

No.
SYSTEM
FAULT CODE
A001
DESCRIPTION
ACTION CODE
CATEGORY
Lamp output failed low 1
02
Sensor
A002
Central Warn. lamp output failed low 1
02
Sensor
A003
Buzzer output failed low 1
02
Sensor
A000
Output circuit failed low
Sensor
A011
S-NET communication lost
Communication
A012
S-NET communication failed
02
Communication
A004
Engine STOP fault
02
Event
A005
Engine Derate fault
02
Event
A006
Engine CHECK fault
02
Event
10
A021
Low brake air press.
05
Event
11
A022
Coolant temp. overheat 2
05
Event
12
A023
Torque converter overheat 2
05
Event
13
A024
Brake oil overheat 2
05
Event
14
A013
S-NET communication lost 3 (T/M)
02
Communication
15
A014
S-NET communication lost 3 (PMC)
02
Communication
16
A015
S-NET communication lost 3 (Engine)
02
Communication
17
A016
S-NET communication lost 3 (SUS)
02
Communication
18
A018
Machine select info. failure 3
04
Communication
19
A019
Option info. failure 3
04
Communication
NOTES:
1 Each fault code is displayed in "MOM" at each fault occurrence, however they are all recorded as
A000.
2 EDP sends these fault codes but does not record them. Faults are recorded in T/M controller. The
A022 fault code is not applicable if truck is equipped with PMC & Cummins CENSE.
3 Each fault code is displayed in "MOM" at each fault occurrence, however they are all recorded as
A011.
D22002 12/01
PMC System
D22-11
SUSPENSION CONTROLLER FAULT CODE LIST

No.
SYSTEM
FAULT CODE
d001
Battery voltage abnormal
Voltage
d002
Controller abnormal
Controller
d011
Suspension pressure sensor (front right) failure
01
Sensor
d012
Suspension pressure sensor (front left) failure
01
Sensor
d015
Transmission output speed signal lost
01
Sensor
d016
Steering speed signal lost
01
Sensor
d021
Solenoid 1 output failure
01
Actuator
d022
01
Actuator
d023
01
Actuator
10
d0C1
S-NET signal lost
Communication
11
d0C2
Machine select info. failure
Communication
12
d0C3
Vehicle speed info. failure
Communication
D22-12
DESCRIPTION
PMC System
ACTION CODE
CATEGORY
12/01 D22002
PMC FAULT CODE LIST

No.
SYSTEM
FAULT CODE
E001
E002
DESCRIPTION
ACTION CODE
CATEGORY
NV RAM data fault
02
Controller
Battery voltage low
02
Voltage
E003
Connector mismatch
04
Event
E013
MOM communication Lost
01
Communication
E014
MOM communication failure
01
Communication
E017
CENSE communication Lost
02
Communication
E018
CENSE communication failure
02
Communication
E022
RCM communication Lost
02
Communication
E023
RCM communication failure
02
Communication
10
E026
PLM communication failure 1
01
Communication
11
E027
01
Communication
12
E028
01
Communication
13
E029
01
Communication
14
E02A
01
Communication
15
E031
Torque output signal lost
01
Communication
16
E032
Throttle mod. signal (T/M) lost (See Note 1)
01
Communication
17
E033
Throttle mod. signal (brake) lost
01
Communication
18
E034
Brake signal lost (See Note 2)
01
Communication
19
E035
IVS invalid status
01
Sensor
20
E036
Alt. torque signal lost
01
Sensor
21
E037
Alt. droop signal lost
01
Sensor
22
E054
Accelerator sensor failed low
02
Sensor
23
E055
Accelerator sensor failed high
02
Sensor
24
E056
Engine speed signal lost
Sensor
25
E057
Transmission input speed signal lost
Sensor
26
E058
Transmission output speed signal lost
Sensor
27
E0A3
Low hydraulic oil level
01
Event
28
E0A4
Change front brake cooling filter
01
Event
29
E0A5
Change rear brake cooling filter (R)
01
Event
30
E0A6
Change rear brake cooling filter (L)
01
Event
31
E0A8
Change hydraulic filter
01
Event
32
E0A9
Change brake disc (FR)
01
Event
D22002 12/01
PMC System
D22-13
PMC FAULT CODE LIST

No.
SYSTEM
FAULT CODE
DESCRIPTION
ACTION CODE
CATEGORY
33
E0b1
Change brake disc (FL)
01
Event
34
E0b2
Change brake disc (RR)
01
Event
35
E0b3
Change brake disc (RL)
01
Event
36
E0b4
Low battery liquid level
01
Event
37
E0C1
S-NET signal lost
02
Communication
38
E0C2
Machine select info. failure
04
Communication
39
E0C3
Vehicle speed info. failure
04
Communication
Note 1: If the shift lever is changed between F and R at high engine rpm, the transmission will not
shift until engine rpm is reduced by the throttle mod. signal.
Note 2: When the condition described in Note 1 occurs, PMC will send a brake signal to RCM to
prevent the truck from moving backward on a grade until the transmission is engaged.
D22-14
PMC System
12/01 D22002
PMC FAULT CODE LIST

No.
SYSTEM
FAULT CODE
F000
F009
DESCRIPTION
ACTION CODE
CATEGORY
CPU stop
01
Controller
Backup battery voltage failure
01
Voltage
F011
RAM L data full
01
Event
F012
RAM E,e data full
01
Event
F013
RAM F,f data full
01
Event
F014
RAM H data full
01
Event
F018
Battery Charge Circuit Failure
01
Voltage
F019
Calibration or RAM failure
01
Event
F020
Sensor supply voltage abnormal
01
Voltage
10
F021
Suspension pressure sensor (LF) failed low
01
Sensor
11
F022
Suspension pressure sensor (RF) failed low
01
Sensor
12
F023
Suspension pressure sensor (LR) failed low
01
Sensor
13
F024
Suspension pressure sensor (RR) failed low
01
Sensor
14
F025
Suspension pressure sensor (LF) failed high
01
Sensor
15
F026
Suspension pressure sensor (RF) failed high
01
Sensor
16
F027
Suspension pressure sensor (LR) failed high
01
Sensor
17
F028
Suspension pressure sensor (RR) failed high
01
Sensor
18
F031
Inclination sensor failed low
01
Sensor
19
F032
Inclination sensor failed high
01
Sensor
20
F041
Lamp 1 relay failed high
01
Actuator
21
F042
01
Actuator
22
F043
01
Actuator
23
F044
01
Actuator
24
F045
01
Actuator
25
F071
Communication failure 1
Communication
26
F073
Communication
27
F080
Communication
28
F081
Communication
29
F091
Communication
30
F092
Communication
31
F093
01
Communication
32
F094
01
Communication
33
F095
01
Communication
34
F096
01
Communication
35
F097
01
Communication
36
F098
01
Communication
37
F099
01
Communication
D22002 12/01
PMC System
D22-15
RCM FAULT CODE LIST

No.
SYSTEM
FAULT CODE
J002
J003
DESCRIPTION
ACTION CODE
CATEGORY
Low brake accumulator pressure
04
Event
Pressure imbalance
04
Event
J004
Left rear brake pressure low
02
Event
J005
Right rear brake pressure low
02
Event
J006
Left rear brake pressure high
02
Event
J007
Right rear brake pressure high
02
Event
J008
Pedal sense and no LR pressure
Event
J009
LR pressure present and no communication
02
Event
J010
Left rear pressure sensor fault
01
Sensor
10
J011
Right rear pressure sensor fault
01
Sensor
11
J012
Retard lever sensor fault
02
Sensor
12
J013
Auto-retard signal fault
01
Sensor
13
J014
RS422 link to PMC fault
Communication
14
J015
Brake light fault 1
01
Actuator
15
J018
Left PPC electrical fault
02
Sensor
16
J019
Left Calibration Fault
01
Sensor
17
J020
Right PPC electrical fault
02
Sensor
18
J021
Right Calibration Fault
01
Sensor
19
J022
Left ABS valve hydraulic fault
04
Event
20
J023
Left ABS valve electrical fault
04
Event
21
J024
Right ABS valve hydraulic fault
04
Event
22
J025
Right ABS valve electrical fault
04
Event
23
J026
RCM abnormal 1
01
Controller
24
J028
RCM abnormal 2
Controller
25
J029
Battery voltage abnormal
26
J030
Wheel speed sensor (FL) fault
01
Sensor
27
J031
Wheel speed sensor (FR) fault
01
Sensor
28
J032
Wheel speed sensor (RL) fault
01
Sensor
29
J033
Wheel speed sensor (RR) fault
01
Sensor
30
J034
Auto-apply
04
Event
31
J035
Loss of 18 volt power supply
02
Voltage
32
J036
24 volt load switch fault
02
Event
33
J037
Brake light fault 2
01
Actuator
34
J038
Left PPC electrical fault
Event
35
J039
Right PPC electrical fault
Event
36
J040
Left ABS valve electrical fault
04
Event
37
J041
Right ABS valve electrical fault
04
Event
D22-16
Voltage
PMC System
12/01 D22002
RCM FAULT CODE LIST

No.
SYSTEM
FAULT CODE
38
J042
39
J043
40
ACTION CODE
CATEGORY
Retard light fault 1
02
Actuator
Retard light fault 2
02
Actuator
J044
RCM warning light fault 1
Actuator
41
J045
RCM warning light fault 2
Actuator
42
J046
Front brake cut fault 1
02
Event
43
J047
Front brake cut fault 2
02
Event
44
J048
Pedal sense and no RR press.
Event
45
J049
RR press. present and no communication
02
Event
46
J050
Combination fault 1
04
Communication
47
J051
Combination fault 2
01
Communication
48
J052
Combination fault 3
04
Communication
49
J053
Combination fault 4
04
Communication
50
J054
Loss of R-terminal Signal
01
Communication
51
J055
Loss of R-terminal Signal
01
Communication
52
J056
Combination fault 7
04
Communication
53
J057
Combination fault 8
04
Communication
54
J058
Combination fault 9
04
Communication
55
J059
Combination fault 10
02
Communication
D22002 12/01
DESCRIPTION
PMC System
D22-17
TRANSMISSION CONTROLLER FAULT CODE LIST

No.
SYSTEM
FAULT CODE
DESCRIPTION
BATTERY VOLTAGE ABNORMAL
ACTION CODE
04
CONTROLLER ABNORMAL
04
b001
BATTERY VOLTAGE LOW
04
b002
SOLENOID VOLTAGE FAILURE
04
b003
N SAFETY ON
00
b004
ROM SUM CHECK FAULT
04
b005
CLUTCH ENGAGED DOUBLE
04
b006
T/M CUT RELAY FAILURE
04
b007
BATTERY VOLTAGE LOW(12V)
04
10
b010
ENG.SPEED SIGNAL LOST
02
11
b011
T/M INPUT SPEED SIGNAL LOST
02
12
b012
T/M MID. SPEED SIGNAL LOST
02
13
b013
T/M OUTPUT SPEED SIGNAL LOST
02
14
b014
MACHINE SELECT SIGNAL FAILURE
04
15
b015
LEVER SIGNAL FAILURE A
02
16
b016
LEVER SIGNAL FAILURE B
02
17
b017
ACCEL SENSOR FAILURE
02
18
b019
ECMV OIL TEMP. SENSOR FAILURE
02
19
b021
L/U CLUTCH FAILURE
02
20
b022
H CLUTCH FAILURE
02
21
b023
L CLUTCH FAILURE
02
22
b024
1st CLUTCH FAILURE
02
23
b025
2nd CLUTCH FAILURE
02
24
b026
3rd CLUTCH FAILURE
02
25
b028
R CLUTCH FAILURE
02
26
b029
M CLUTCH FAILURE
02
27
b031
L/U CLUTCH ECMV FAILURE 1
02
28
b032
H CLUTCH ECMV FAILURE 1
02
29
b033
L CLUTCH ECMV FAILURE 1
02
30
b034
1st CLUTCH ECMV FAILURE 1
02
31
b035
2nd CLUTCH ECMV FAILURE 1
02
32
b036
3rd CLUTCH ECMV FAILURE 1
02
33
b038
R CLUTCH ECMV FAILURE 1
02
34
b039
M CLUTCH ECMV FAILURE 1
02
35
b041
02
36
b042
02
37
b043
02
38
b044
02
39
b045
02
40
b046
02
41
b048
02
D22-18
PMC System
12/01 D22002

No.
SYSTEM
FAULT CODE
DESCRIPTION
ACTION CODE
42
b049
02
43
b051
02
44
b052
02
45
b053
02
46
b054
02
47
b055
02
48
b056
02
49
b058
02
50
b059
02
51
b060
ENG.SPEED SENSOR FAILURE
02
52
b061
T/M IN SPEED SENSOR FAILURE
02
53
b062
T/M MID. SPEED SENSOR FAILURE
02
54
b063
T/M OUT SPEED SENSOR FAILURE
02
55
b071
L/U CLUTCH SLNOID FAILED HIGH
02
56
b072
H CLUTCH SLNOID FAILED HIGH
02
57
b073
L CLUTCH SLNOID FAILED HIGH
02
58
b074
1st CLUTCH SLNOID FAILED HIGH
02
59
b075
2nd CLUTCH SLNOID FAILED HIGH
02
60
b076
3rd CLUTCH SLNOID FAILED HIGH
02
61
b078
R CLUTCH SLNOID FAILED HIGH
02
62
b079
M CLUTCH SLNOID FAILED HIGH
02
63
b081
T/C IN PRESS. SIGNAL FAILURE
02
64
b082
T/C OUT PRESS. SIGNAL FAILURE
02
65
b083
T/C IN PRESS.SENSOR FAILURE
02
66
b084
T/C OUT PRESS.SENSOR FAILURE
02
67
b091
L/U CLUTCH SLNOID FAILED LOW
02
68
b092
H CLUTCH SLNOID FAILED LOW
02
69
b093
L CLUTCH SLNOID FAILED LOW
02
70
b094
1st CLUTCH SLNOID FAILED LOW
02
71
b095
2nd CLUTCH SLNOID FAILED LOW
02
72
b096
3rd CLUTCH SLNOID FAILED LOW
02
73
b098
R CLUTCH SLNOID FAILED LOW
02
74
b099
M CLUTCH SLNOID FAILED LOW
02
75
b0A1
MACHINE SELECT FAILURE
04
76
b0A2
T/C OIL TEMP.SENSOR FAILURE
02
77
b0A3
FUEL LEVEL SENSOR FAILURE
01
78
b0A4
R.BR.OIL TEMP.SNSR L FAILURE
02
79
b0b1
T/M OIL TEMP.SENSOR FAILURE
02
80
b0b2
COOLANT TEMP.SENSOR FAILURE
01
81
b0b4
R.BR.OIL TEMP.SNSR R FAILURE
02
D22002 12/01
PMC System
D22-19

No.
SYSTEM
FAULT CODE
DESCRIPTION
ACTION CODE
82
b0b5
F.BR.OIL TEMP.SENSOR FAILURE
02
83
b0C1
CONNECTOR MISMATCH
04
84
b0C3
BCV F SOLENOID HOT SHORT
01
85
b0C4
BCV R SOLENOID HOT SHORT
01
86
b0C5
BCV F SOLENOID DISCONNECT
01
87
b0C6
BCV R SOLENOID DISCONNECT
01
88
b0C7
BCV F SOLENOID SHORT TO GND
01
89
b0C8
BCV R SOLENOID SHORT TO GND
01
90
b0d1
CHANGE T/M FILTER
01
91
b0d2
T/C OVERHEAT
05
92
b0d3
COOLANT TEMP.OVERHEAT
05
93
b0d4
R.BR.OIL TEMP.L OVERHEAT
05
94
b0d5
LARGE LATERAL INCLINATION
07
95
b0d7
BATTRY CHARGE CIRCUIT FAILUE
01
96
b0d8
OVERRUN
03
97
b0d9
OVERSHOOT
98
b0dA
BTTRY DIRECT VOLTAGE FAILURE
04
99
b0db
SWITCHED VOLTAGE FAILURE
04
100
b0E2
LOW STRG.SYSTEM PRESS.
04
101
b0E3
LOW STRG.PRECHARGE PRESS.1
02
102
b0E4
LOW STRG.PRECHARGE PRESS.2
02
103
b0E6
LOW F.BR.PRECHARGE PRESS.
02
104
b0E7
LOW R.BR.PRECHARGE PRESS.
02
105
b0F1
LOW BR.OIL PRESS.
04
106
b0F2
F.BR.OIL TEMP.OVERHEAT
05
107
b0F3
R.BR.OIL TEMP.R OVERHEAT
05
108
b0F4
HIGH T/M LUB. OIL TEMP.
05
109
b0FC
HALF L/U PATTERN 1
110
b0FE
CLUTCH THERMAL LOAD PATTERN 1
D22-20
PMC System
12/01 D22002
ENGINE CONTROLLER FAULT CODE LIST

No.
SYSTEM
FAULT CODE
111
ECM Memory Failed
112
Timing Fueling Flow Mismatch
113
Timing Actuator Circuit
114
Timing Actuator Circuit
115
Both Engine Speed Signals Lost
116
Timing Rail Pressure Sensor Circuit Failed High
117
Timing Rail Pressure Sensor Circuit Failed Low
118
Fuel Pump Pressure Sensor Circuit Failed High
119
Fuel Pump Pressure Sensor Circuit Failed Low
10
121
One Engine Speed Signal Lost
11
122
Left Bank Intake Manifold Pressure Sensor Circuit Failed High
12
123
Left Bank Intake Manifold Pressure Sensor Circuit Failed Low
13
124
High Intake Manifold Pressure Left Bank
14
125
Low Intake Manifold Pressure Left Bank
15
126
High Intake Manifold Pressure Right Bank
16
127
Low Intake Manifold Pressure Right Bank
17
128
Right Bank Intake Manifold Pressure Circuit Failed High
18
129
Right Bank Intake Manifold Pressure Circuit Failed Low
19
131
Throttle Position Sensor: Celect Type Throttle Pedal
20
132
Throttle Position Sensor: Celect Type Throttle Pedal
21
133
Remote Throttle Position Sensor: Celect Type Throttle Pedal
22
134
Remote Throttle Position Sensor: Celect Type Throttle Pedal
23
135
Oil Pressure Sensor Circuit Failed High
24
2154
Post Filter Oil Pressure Sensor Failed High
25
136
Pre Filter Oil Pressure Sensor Circuit Failed High
26
137
Pre Filter Oil Pressure Sensor Circuit Failed Low
27
141
Oil Pressure Sensor Circuit Failed Low
28
2155
Post Filter Oil Pressure Sensor Failed Low
29
143
Low Oil Pressure - Engine Protection
30
144
Coolant Temperature Sensor Circuit Failed High
31
145
Coolant Temperature Sensor Circuit Failed Low
32
147
Frequency Throttle Signal Low
33
148
Frequency Throttle Signal High
34
151
High Coolant Temperature
35
153
Left Bank Front Intake Manifold Temperature Sensor Circuit Fail
36
154
Left Bank Front Intake Manifold Temperature Sensor Circuit Fail
37
155
Left Bank Front High Intake Manifold Temperature - Engine Prot
38
156
Left Bank Rear Intake Manifold Temperature Sensor Circuit Fail
39
157
Left Bank Rear Intake Manifold Temperature Sensor Circuit Fail
40
158
High Intake Manifold Temperature - Left Bank Rear
41
159
Right Bank Front Intake Manifold Temperature Sensor Circuit Fa
D22002 12/01
DESCRIPTION
PMC System
ACTION CODE
D22-21

No.
SYSTEM
FAULT CODE
DESCRIPTION
ACTION CODE
42
161
Right Bank Front Intake Manifold Temperature Sensor Circuit Fail
43
162
High Intake Manifold Temperature - Right Bank Front
44
163
Right Bank Rear Intake Manifold Temperature Sensor Circuit Fail
45
164
Right Bank Rear Intake Manifold Temperature Sensor Circuit Fail
46
165
High Intake Manifold Temperature - Right Bank Rear
47
211
OEM Component Failure
48
212
Oil Temperature Sensor Circuit Failed High
49
213
Oil Temperature Sensor Circuit Failed Low
50
214
High Oil Temperature - Engine Protection
51
219
Remote Oil Level Low
52
221
Ambient Air Pressure Sensor Circuit Failed High
53
222
Ambient Air Pressure Sensor Circuit Failed Low
54
223
CORS Burn Valve Driver High Control Error
55
224
CORS Burn Valve Driver Low Control Error
56
225
CORS Makeup Valve Driver High Control Error
57
226
CORS Makeup Valve Driver Low Control Error
58
231
Coolant Pressure Sensor Circuit Failed High
59
232
Coolant Pressure Sensor Circuit Failed Low
60
233
Low Coolant Pressure
61
234
Engine Overspeed
62
235
Low Coolant Level
63
237
Multiple Unit Synchronization (Soft-Coupled)
64
252
Oil Level Signal Invalid
65
253
Oil Level Low
66
254
Fuel Shutoff Solenoid Supply Circuit
67
259
Fuel Shutoff Solenoid Supply Circuit
68
261
High Fuel Temperature
69
263
Fuel Temperature Sensor Circuit Failed High
70
265
Fuel Temperature Sensor Circuit Failed Low
71
292
OEM Temperature Error
72
293
OEM Temperature Sensor Failed High
73
294
OEM Temperature Sensor Failed Low
74
296
OEM Pressure Error
75
297
OEM Pressure Sensor Failed High
76
298
OEM Pressure Sensor Failed Low
77
316
Fuel Pump Actuator Circuit
78
318
Fuel Pump Fueling Flow Mismatch
79
335
Internal Electronic Control Module (ECM) Error
80
343
ECM Internal Communication Error
81
346
ECM Powerdown Error
D22-22
PMC System
12/01 D22002

No.
SYSTEM
FAULT CODE
DESCRIPTION
ACTION CODE
82
349
Tailshaft Governor Speed Above Normal Range
83
384
Ether Injector Error
84
414
J1587 Broadcast Data Missing
85
415
Low Oil Pressure
86
422
Coolant Level Signal Invalid
87
423
Timing Rail Pressure Sensor Circuit
88
426
J1939 Datalink Can Not Transmit
89
427
J1939 Datalink Can Not Transmit
90
431
Idle Validation Circuit
91
432
Celect Type Throttle Pedal
92
441
Battery Voltage Below Normal Range
93
442
Battery Voltage Above Normal Range
94
446
RS422 Communication Failure
95
447
RPC Number Not Supported
96
448
RPC Argument Mismatch
97
451
Fueling Rail Pressure Sensor Circuit Failed High
98
452
Fueling Rail Pressure Sensor Circuit Failed Low
99
455
Rail Actuator Circuit
100
467
Timing Fueling Flow Mismatch
101
468
Fuel Rail Flow Mismatch
102
473
Remote Oil Level Sensor Signal Invalid
103
487
Ether Bottle Empty
104
489
AXG Speed Low Error
105
511
Rail Actuator Circuit
106
514
Fuel Rail Flow Mismatch
107
524
Alternate Droop and High Speed Governor Switch Circuit
108
527
Driver #2 Shorted High or Open Circuit
109
528
Alternate Torque Curve Switch Circuit
110
529
Driver #3 Shorted High or Open Circuit
111
551
Idle Validation Circuit
112
553
Fuel Rail Pressure Over Limits
113
554
Fueling Rail Pressure Sensor Circuit
114
555
High Blowby Pressure
115
611
Engine Hot Shutdown
116
612
High Lubricating Oil Filter Restriction
117
615
Non-Zero Engine Speed at System Power-Up
118
616
High Turbocharger Compressor Inlet Temperature Left Bank Rear
119
621
Low Power - Cylinder No. 1 Left Bank
120
622
121
623
122
624
D22002 12/01
PMC System
D22-23

No.
SYSTEM
FAULT CODE
DESCRIPTION
ACTION CODE
123
625
124
626
125
631
Low Power - Cylinder No. 1 Right Bank
126
632
127
633
128
634
129
635
130
636
131
641
High Exhaust Temperature - Cylinder No. 1 Left Bank
132
642
133
643
134
644
135
645
136
646
137
649
Maintenance Monitor - Change Lubricating Oil
138
651
High Exhaust Temperature - Cylinder No. 1 Right Bank
139
652
140
653
141
654
142
655
143
656
144
659
Maintenance Monitor - Change Fuel Filter
145
661
High Power - Cylinder No. 1 Left Bank
146
662
147
663
148
664
149
665
150
666
151
669
Maintenance Monitor - Change Coolant Filter
152
671
Exhaust Temperature Sensor Circuit Failed Low - Cylinder No. 1
153
672
154
673
155
674
156
675
157
676
158
679
Maintenance Monitor - Change Coolant
159
694
Left Bank Rear Turbocharger Compressor Inlet Temperature Sensor
160
695
Left Bank Rear Turbocharger Compressor Inlet Temperature Sensor
161
711
High Power - Cylinder No. 1 Right Bank
162
712
163
713
High Power - Cylinder No. 3 Right Ban
D22-24
PMC System
12/01 D22002

No.
SYSTEM
FAULT CODE
DESCRIPTION
ACTION CODE
164
714
165
715
166
716
167
719
Blowby Pressure Sensor Circuit Failed High
168
721
169
722
170
723
171
724
172
725
173
726
174
729
Blowby Pressure Sensor Circuit Failed Low
175
747
Trend Data Memory 90% Full
176
748
Trend Data Memory 100% Full
177
749
Fault Code Datalog Memory 90% Full
178
753
Engine Position Sensor Circuit
179
754
Fault Code Datalog Memory 100% Full
180
756
Maintenance Monitor - Change Lubricating Oil Filters
181
757
Some ECM Data Lost
182
911
Operated Initiated Fault Log
183
1000
Vehicle Control System Initiated Fault log
D22002 12/01
PMC System
D22-25
NOTES
D22-26
PMC System
12/01 D22002
SECTION D23
POWERTRAIN MANAGEMENT CONTROLLER
INDEX
POWERTRAIN MANAGEMENT CONTROLLER (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3

PMC CONTROLLER FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3
LED Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3
DIP Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-3
NORMAL OPERATION - PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-4
Throttle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-4
Retarder Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5
COMMUNICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5
S-NET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5
CENSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5
RCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5
PLM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5
MOM and DAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-5
Additional Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-6
PMC CONTROLLER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-9
GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-9
PMC FAULT CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-10
PMC CONTROLLER LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-18
Fault Recovery Classifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-18
PMC FAULT CODE LOGIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-19
PMC WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D23-43
D23002 5/04
PMC Controller
D23-1
NOTES
D23-2
PMC Controller
5/04 D23002
POWERTRAIN MANAGEMENT CONTROLLER (PMC)

PMC CONTROLLER FEATURES
LED Display
The PMC (Powertrain Management Controller) contains two 7-segment LEDs on the face of the enclosure. Fault codes detected by the PMC are displayed
by the LEDs. If the PMC detects active faults are
present, the specific fault codes are displayed a few
seconds after power is applied to the PMC. If no
faults are stored in the PMC, the LED will display 00
after the PMC is powered up and self-test is completed.
DIP Switch Settings
The PMC is used on various machine models. Not all
functions and controllers are installed on every truck.
The PMC determines which functions should be
used and which controllers should be connected to it
by the position of the sixteen DIP switches (2, Figure
23-1). If the switch, assigned to the function or controller that should be used, is turned off, the PMC will
not be able to detect that particular function or controller.
For example, if the switch SW.2-7, (maintenance
function), is set to the OFF position, the PMC is not
able to detect maintenance item faults and features
such as hydraulic oil filter element restriction cannot
be detected, and will not activate the Maintenance
Monitor Lamp.
On the other hand, if a function is turned on (DIP
switch setting) and that particular function or controller is not installed on the truck, the PMC will determine a fault exists, display a fault code, and will not
operate properly.
The Table below lists the proper DIP switch settings

for the various equipment devices installed on the
truck. To change DIP switch settings, shut down the
truck, turn the key switch off and remove the cover
on the PMC.
NOTE: If changes are made to the DIP switch
settings, their status must be confirmed with MOM
or DAD.
PMC CONTROLLER DIP SWITCH SETTINGS

SWITCH
NO.
DEVICE
SWITCH
POSITION
DIP SWITCH 1 (SW 1)

Engine Controller
ON
Cense
ON
Payload Meter (PLM)
ON
Not Used
OFF
Not Used
OFF
Message Display
ON
Not Used
OFF
Reserved
OFF
DIP SWITCH 2 (SW 2)

Not Used
OFF
Not Used
OFF
Not Used
OFF
Not Used
OFF
Not Used
OFF
Reserved
OFF
Maintenance
Information
ON
Reserved
OFF
FIGURE 23-1. PMC

1. PMC Enclosure
3. LED Display
2. DIP Switches
D23002 5/04
PMC Controller
D23-3
NORMAL OPERATION - PMC

Throttle modification signal (sent from the
transmission controller to the PMC):
Throttle Control
Electronic accelerator pedal (Figure 3-6) indirectly
controls engine speed through the PMC system, providing several inputs as described below. When the
PMC receives all of the following inputs for throttle
control, it processes them, and then provides an output signal to the engine controller. The engine controller then sets engine speed, accordingly.
Accelerator Pedal Signal (APS): This throttle

signal is varied as the accelerator pedal is
depressed. As pedal travel increases, the output
voltage signal increases, and engine rpm
increases.
Idle Validation Signals (IVS): The two idle
validation switches in the accelerator pedal
provide two digital signals to the PMC, and to
Quantum, simultaneously to indicate whether the
accelerator pedal is depressed or released. Refer
to Figure 3-7 for a simplified schematic. These
signals are also used by the PMC to determine if
a loss of voltage has occured in the throttle pedal.
If the PMC detects a throttle voltage failure, it
sends a fault code to "MOM" and S-NET to
inform the operator of the problem. If a loss of
throttle signal occurs and the accelerator pedal is
depressed, the PMC sends a 202 Hz signal to
the Quantum system to maintain engine speed at
1000 rpm.
This is a frequency signal, varying from 150 - 400

Hz, from the transmission controller that requests
the PMC to reduce the throttle signal to Quantum
if the range selector is moved from NEUTRAL to
DRIVE when engine speed is greater than 1500
rpm.
NOTE: If the operator attempts to shift from
NEUTRAL to REVERSE, engine speed must be
below 1400 rpm.
Throttle modification signal (sent from RCM):

This is a Pulse Width Modulation (PWM) type
signal between 0 and 100%. The RCM also
requests the PMC to reduce engine speed if the
RCM detects wheel slip. The RCM requests the
PMC to reduce engine speed until traction is
restored.
AISS Operation
If a signal loss occurs and the accelerator pedal

is released, the PMC sends a 150 Hz signal to
Quantum to maintain engine speed at 650 rpm. If
the loss of throttle signal occurs between the
PMC and the Quantum control system, Quantum
will control engine speed as described above.
Auto-Idle Setting System (AISS): When the
accelerator pedal is not depressed, the
PMC sends two types of throttle signals to
Quantum as low idle speed: low-low idle
and high-low idle. Engine speed is then
determined based upon coolant
temperature, parking brake status, rear
brake status, and AISS switch status.
NOTE: Low-low idle is the basic low idle; 650 rpm.
High-low idle is an intermediate speed; 1000 rpm.
High-low idle is used for quick warm-up of the engine
when coolant temperature is low, and also is used for
good acceleration from standstill.
D23-4
PMC Controller

position and coolant temperature is 30C
(47 F) or less, the PMC selects high-low
idle (1000 rpm) regardless of other
conditions. When coolant temperature is
warmed, high-low idle is returned to low-low
idle (650 rpm) automatically.
position and both the parking brake and
rear brakes are released, the PMC selects
high-low idle regardless of other conditions.
When either of these brakes is applied,
high-low idle is returned to low-low idle
automatically.
When the AISS switch is in the ON position,
the PMC selects low-low idle regardless of
other conditions. This mode is available
when the truck must be moved slowly (in
the shop area) even if coolant temperature
is low.
5/04 D23002
Retarder Control
CENSE
The RCM controls the retarder system by input from

the position of the retarder lever mounted on the
steering column.
The PMC communicates with CENSE through an

RS422 serial interface. The baud rate is 19200 bps.
The PMC requests the RCM to apply or release the

retarder in the following cases.
The retarder signal (sent from the
Transmission Controller):
This is a Pulse Width Modulation type
signal between 0 and 100%. The
Transmission Controller requests the PMC
to apply brakes if the operator attempts to
shift from Drive to Reverse or Reverse to
Drive too quickly when truck speed is more
than 4 km/h (2.5 mph) or engine speed is
more than 1500 rpm.
Auto retarder control (Optional):
If the auto retarder control feature is
selected (DIP switch ON) and turned on,
the PMC starts applying or releasing the
retarder to maintain vehicle speed by
means of the retarder signal to RCM.Under
the above conditions, the PMC sends a
brake command to the RCM, that is a Pulse
Width Modulation type signal between 0
and 100%. The PMC sends the absolute
value of brake apply to the RCM, not a
modification signal.
COMMUNICATION
The information below describes the various methods of communication between the PMC and other
controllers on the truck as well as external communication with a personal computer (DAD).
If a fault occurs in the engine system, CENSE

informs the operator of the fault through the PMC by
indicating the problem on the MOM display.
Real-time data of inputs and outputs from CENSE
can be obtained by MOM or DAD through the
PMC.
RCM
The PMC communicates with the RCM through an
If a fault occurs in the brake system, the RCM
indicating the problem on the MOM display.
Real-time data of input and output signals, fault history, and snap-shot data at fault occurrence, and
trend data from the RCM can be obtained by MOM
or DAD through the PMC.
PLM
The PMC communicates with the PLM through an
If a fault occurs in the Payload Meter system, PLM
informs the operator of the fault by indicating the
problem on the MOM display.
Real-time data of input and output signals, current
payload, travel time, and total payload can be
obtained by MOM or DAD through the PMC.
MOM and DAD
S-NET
S-NET is a basic serial communication network for
the truck. The Electronic Display Panel, Transmission Controller, optional Suspension Controller, and
PMC are joined through S-NET.
The electronic display panel is the master of S-NET
and the PMC is one of slaves in S-NET.
The PMC communicates with MOM through RS422

and DAD through RS232 serial interfaces. The
baud rate of both is 9600 bps.
MOM and DAD send and receive commands for
each controller through the PMC.
The PMC sends the following information through SNET for display to the Electronic Display Panel:
Derate mode status

Auto-cruise or auto-retarder mode status
ASR manual switch status
ABS manual switch status
Also, fault, trend, and snap-shot data and commands

for uploading to the PMC are sent through S-NET
according to the request sent from MOM or DAD.
D23002 5/04
PMC Controller
D23-5
Maintenance Monitor:
Additional Functions
The PMC has additional functions as described

below:
Engine Power Derate:
The PMC has an engine protection function
achieved by derating engine power.
Many of the possible faults that can occur in the
engine are sensed by the PMC.
If one or more of these faults occur, the PMC
turns on an alternate torque signal which is sent
to the Quantum system. Quantum then changes
the engine torque curve to a predetermined,
alternate torque curve to reduce engine power
and prevent damage to the engine.
The PMC monitors the maintenance items listed in

the Table below.
If the PMC detects a maintenance fault, it
provides a description of the fault in the MOM
display and the Electronic Display panel turns the
Maintenance Monitor lamp and the Central
Warning Lamp and buzzer on. MOM displays
the fault code, its description, and its action code.
Note: This function is active only when the PMC DIP
switch SW 2-7 is set to the ON position.
MAINTENANCE MONITOR DETECTION

No.
In addition, the PMC turns on the derate mode

status in S-NET which turns on the indicator in
the Electronic Display Panel, providing a warning
to the operator.
Low retard cooling oil level
E0A2
E0A3
Change front brake cooling

filter
E0A4
Change rear brake cooling

filter R
E0A5
Change rear brake cooling

filter L
E0A6
Change hydraulic filter
E0A8
Change brake disc FR
E0A9
Change brake disc FL
E0b1
Change brake disc RR
E0b2
10
Change brake disc RL
E0b3
E0b4
ENGINE POWER DERATE FAULTS

DESCRIPTION
FAULT CODE
FAULT CODE
The faults, that can cause engine power derate, are

listed in the Table below:
FAULT No.
DESCRIPTION
Low Oil Pressure
143
11
High Coolant Temperature
151
12
Low oil level
253
13
Change lubricating Oil
649
14
Change fuel filter
659
15
Change coolant Filter
669
16
Change coolant
679
17
Change lubricating oil filters
756
D23-6
PMC Controller
5/04 D23002
Event Recording:
The PMC retains some items in its memory, even if
the key switch is turned off. The recorded data is
shown in DAD, and some of them are shown in
MOM also. The data recorded in the PMC is as follows:
Fault History Data The PMC logs the fault code,
the service meter at first occurrence, the service
meter at last occurrence, and the number of
occurrences of each fault code. This data is
shown in the fault condition pictures of MOM
and DAD, while only the fault codes are shown
in the LED display of the PMC. This data can be
cleared except for any active fault.
Snap-Shot Data If the PMC detects the
occurrence of a serious fault that activates a
snap-shot data log, the PMC records the input
and output signals and the service meter reading
five seconds before and five seconds after the
fault occurs. In addition, snap-shot data can be
obtained manually by DAD. The PMC can
record a maximum of five packages of data. If
one trigger fault occurs repeatedly, the PMC
records the oldest data only.The data recorded
by a manual trigger is always rewritten. If a new
trigger fault occurs and the memory is full, then
the oldest package of data is rewritten to a new
one, but the package of data obtained by manual
trigger is always rewritten prior to the others. The
recorded data is shown and cleared in DAD
only.
D23002 5/04
The PMC Snap Shot Data Trigger Faults Table lists

the faults that trigger the collection of snap-shot data
and the code for each trigger.
PMC SNAP SHOT DATA TRIGGER FAULTS

No.
TRIGGER FAULT
FAULT
CODE
Cense Communication Failure
E017
RCM communication failure
E023
Torque output signal lost
E031
Throttle modification signal (T/M) lost
E032
Throttle modification signal (RCM) lost
E033
Brake signal lost
E034
Idle validation invalid status
E035
Accel sensor failed low
E054
Accel sensor failed high
E055
10
Engine speed signal lost
E056
11
T/M input speed signal lost
E057
12
T/M output speed signal lost
E058
PMC Controller
D23-7
The PMC Trigger Fault Data Table below lists the

data recorded in the PMC when a trigger fault occurs.
PMC TRIGGER FAULT DATA

No.
RECORDED DATA
Throttle to Quantum
Throttle modification from T/M controller
Throttle modification from RCM
Acceleration pedal
Brake command to/from RCM
Shift wait signal to T/M controller
Engine speed
Transmission input speed
Transmission output speed
10
Suspension pressure LF
11
Suspension pressure RF
12
Rear brake status
13
Emergency brake status
14
Derate mode status
15
ASR mode status
16
Key sw. C terminal status
D23-8
Trend Data The PMC records cumulative

information which can be evaluated to determine
the life of the engine or transmission.The
following information is recorded in the PMC:
1. The working history maps engine speed vs.
engine torque.
2. The working history maps transmission input
speed vs. transmission input torque of each
transmission gear position.
The above maps have two maps in the PMC. One
map records all operation history, while the other
records specific history such as a specific time
period.The specific data collection period starts when
prior data stored is cleared using DAD.
PMC Controller
5/04 D23002
PMC CONTROLLER TROUBLESHOOTING

GENERAL TROUBLESHOOTING PROCEDURES
The following information is intended for use by a
qualified technician to troubleshoot problems related
to the Powertrain Management Controller (PMC).
If a fault occurs, the technician can trace the problem
using the Electronic Display Panel (EDP), the MOM
Fault Condition screens, and the LED displays on
the Controller.
Before troubleshooting a problem, be certain all

harness connectors are installed and properly
inserted.
Always connect any disconnected connectors
before proceeding to the next step.
Fault Code Tables in Powertrain Management System list the possible fault codes related to the PMC
Controller (and other system controllers) and provide
information regarding the item causing the fault for
initial troubleshooting.
Specific troubleshooting procedures are listed on the
following pages for most of the fault codes listed in
the tables. Additional information detailing the logic
involved in each fault code is provided (listed by fault
code). Refer to PMC Controller Logic.
PMC harness connector charts at the end of this section list the pin number, circuit function, and signal
type for each connector referenced in the troubleshooting procedures. Refer to Figure 23-2 for the
location of each connector on the PMC housing. This
information should be used in conjunction with the
electrical schematics in Section R.
D23002 5/04
PMC Controller
D23-9
PMC FAULT CODE TROUBLESHOOTING

E017: CENSE COMMUNICATION LOST
E018: CENSE COMMUNICATION FAILURE
E001: NV RAM data fault

1. Turn key off and on again.
1. Verify continuity exists between each pin as follows:
2. Check whether PMC still detects E001.

Yes. Change PMC
No. The fault is recovered.
E003: Connector mismatch
1. Verify PMC2B is connected properly.
YES. Turn key switch on and verify the following
voltages on the connector pin listed:
PMC2B, P-16 and chassis is 1 V or less.
Yes. Turn key off, return to the first step and
check again.
connector
PMC4A, P-2
CN203, P-D
and
CENSE
connector
PMC4A, P-3
CN203, P-E
and
CENSE
connector
PMC4A, P-4
CN203, P-F
and
CENSE
connector
No.The fault is recovered
NO. Connect PMC2B properly.
No. Check harness
E013: MOM COMMUNICATION LOST

E014: MOM COMMUNICATION FAIILURE
E022: BRAKE CONTROLLER COMMUNICATION

LOST
E023: BRAKE CONTROLLER COMMUNICATION
FAILURE
PMC5, P-10 and RCM connector RCM2, P10
PMC4A, P-8 and MOM SDA

PMC4A, P-9 and MOM SDB
Yes. Replace MOM and check whether PMC

detects the same fault.
Yes. Turn key off, return to step 1. and check

again.
No. The fault is recovered

No. Check harness
CENSE
Yes. Turn key off, return to step 1. And check

again.
NO. Check harness.
PMC4A, P-7 and MOM RDB
and
Yes. Change CENSE and check whether PMC still

2. If the result is the same as before, replace the

PMC.
PMC4A, P-6 and MOM RDA
PMC4A, P-1
CN203, P-C
Yes. Change RCM and check whether PMC still

again.
No. Check harness
D23-10
PMC Controller
5/04 D23002
E026 E029, E02A: PLM COMMUNICATION FAILURE

1. Check whether detects at least one of the following faults: F071, F073, F080, F081, F091
F099
Yes. Verify continuity exists between each pin as
follows:
2. If the result is the same as before, change

PMC.
No. Turn key off, return to the first step, and
check again.
3. If the result is the same as before, change T/M
controller.
No. Check harness.
PMC4B, P-3 and PLM connector PPLM3,

P-4
P-1
E033: THROTTLE MODIFICATION SIGNAL (BR.)

LOST

P-3
1. Check whether there is continuity between

PMC3. P-10 and RCM connector RCM2, P-6.

P-5
Yes. Check whether the width of the high level

level of PWM signal is between 5 and 90%,
and the frequency is between 180 and 220
Hz.
Yes.Change PLM and check whether PMC still

Yes. Turn key off, return to the first step, and

check again.

again.

PMC.

No. Check harness

check again.
RCM.
E031: TORQUE OUTPUT SIGNAL LOST

PMC3, P-8 and Quantum C6, P-F.
Yes. Check whether the width of high level of PWM
signal is between 5 and 95%, and the frequency is between 14 and 18 Hz.
check again.
PMC.
check again.
Quantum.
No. Check harness.

E034: BRAKE SIGNAL (T/M) LOST
PMC3, P-2 and T/M controller ATC3A, P-15.
Yes. Check whether the width of high level of PWM
signal is between 5 and 90%, and the frequency is between 180 and 220 Hz.
check again.
PMC.
check again.
No. Check harness.

RCM.
E032: THROTTLE MODIFICATION SIGNAL (T/M)
LOST
No. Check harness.

PMC3, P-1 and T/M controller ATC3A, P-5.
Yes. Check whether the frequency of FM signal is
between 150 and 400 Hz.
check again.
D23002 5/04
PMC Controller
D23-11
E035: IVS INVALID STATUS

1. Turn key on and check whether the voltage
level between PMC1, P-2 and PMC1, P- 5 is 0.
5 V or less with the accelerator pedal released.
Yes. Check whether the voltage level between
PMC1, P-3 and PMC1, P-5 is 4.0 V or more.
PMC1, P-2 and PMC1, P-5 is 4.5 V or more
with accelerator pedal fully depressed.
PMC1, P-3 and PMC1, P-5 is 0.5 V or
less.
E054: ACCELERATOR SENSOR FAILED LOW

E055: ACCELERATOR SENSOR FAILED HIGH
1. Check whether the voltage level between
PMC1, P-4 and P-5 is between 4.6 and 5.6 V.
Yes. While measuring voltage between PMC1, P-1
and PMC1, P-5, verify voltage increases
smoothly as the pedal is depressed to full
throttle.
check again.
PMC.
No. Turn key off and disconnect the connector
near sensor.

check again.
PMC.
No. Check harness
No. Check harness
No. Check harness
No. Check harness
3. Check whether the resistance between signal

line (sensor side) of sensor and ground line
(sensor side) of sensor is between 1.0 and 5.6
kW, and the resistance between power source
line (sensor side) of sensor and ground line
(sensor side) of sensor is between 4.4 and
5.6k.
Yes. Check harness.
No. Change sensor.
No. Turn key off and disconnect PMC1 from PMC.
4. Check whether the resistance between PMC1,
P-4 and P-5 is between 4.6 and 5.6k and the
resistance between PMC1, P - 4 and chassis is
1 M or more.
Yes. Return to the first step, and check again.
PMC.
No. Disconnect the connector near sensor.
6. Check whether the resistance between power
source line (sensor side) of sensor and ground
line (sensor side) of sensor is between 4.6 and
5.6 k.
Yes. Check harness.
No. Change sensor.
D23-12
PMC Controller
5/04 D23002
E057: T/M INPUT SPEED SIGNAL LOST
E056: ENGINE SPEED SIGNAL LOST

1. Turn key off and disconnect PMC2A from PMC.
1. Turn key off and disconnect PMC2A from PMC.
2. Check whether the resistance between

PMC2A, P-5 (harness side) and P-6 (harness
side) is between 750 and 1500.

side) is between 500 and 1000, and the resistance between PMC2A, P- 1 (harness side) and
chassis is 1 M, or more.
Yes. Check whether the resistance between

PMC2A, P-5 (harness side) and chassis is 1
M, or more.
Yes. Connect PMC2A to PMC and start engine.
3. Check whether PMC still detects the same fault
with engine running.
check again.
PMC.

check again.
PMC.

line of sensor (sensor side) and chassis is 1
M, or more.
Yes. Check harness.

line of sensor (sensor side) and ground line of
sensor (sensor sides) is between 500 and
1000, and the resistance between signal line
of sensor (sensor side) and chassis is 1 M or
more.
No. Change speed sensor.
Yes. Check harness.

sensor (sensor side) is between 750 and
1500.
Yes. Check harness.
D23002 5/04
PMC Controller
D23-13
E058: T/M OUTPUT SPEED SIGINAL LOST

1. Turn key off and disconnect PMC2A from PMC
controller.
side) is between 500 and 1000 , and the resistance between PMC3, P-3 (harness side) and
chassis is I M or more.
E0A4: CHANGE FRONT BRAKE COOLING FILTER

1. Check whether front brake cooling filter is
restricted.
Yes. Change filter.
No. Turn key on and check whether the voltage
level between PMC2A, P-17 and chassis is
20 V or more.
Yes. Check whether there is continuity between

PMC2A, P-17 and filter restriction switch.

under truck running.
Yes. Change switch.

check again.
No. Check harness.

No.Turn key off, return to the first step, and
check again.

PMC.

PMC.

sensor (sensor side) is between 500 and
1000, and the resistance between signal line
of sensor (sensor side) and chassis is 1 M or
more.
E0A5: CHANGE REAR BRAKE COOLING FILTER

(R)
1. Check whether rear brake cooling filter (R) is
restricted.
Yes. Check harness.
Yes. Change filter.

20 V or more.
PMC2A, P-18 and filter switch.
E0A3: LOW HYDRAULIC OIL LEVEL

1. Check whether the hydraulic oil level is too low.
Yes. Change filter restriction switch.
Yes. Add hydraulic oil.
No. Check harness.

level between PMC2B, P-2 and chassis is 20
V or more.
PMC2B, P-2 and level switch.

check again.
PMC.
Yes. Change level switch.

No. Check harness.
check again.
PMC.
D23-14
PMC Controller
5/04 D23002
E0A6: CHANGE REAR BRAKE COOLING FILTER

(L)
1. Check whether rear brake cooling filter (L) is
restricted.
Yes. Change filter.
20 V or more.
Yes. Check indicator switch.
No. Check harness.
E0A9: CHANGE BRAKE DISK (RF)

1. Check brake disk wear using brake wear tool
(Refer to Section J).
Yes. Change brake disk.
level between PMC2A, P-9 and chassis is 3 V
or more.
Yes. Turn key off and disconnect the connector
near wear switch.
2. Check for continuity between PMC2A, P-9 and
the signal line of wear switch, and between the
ground line of wear switch and chassis.
Yes. Change wear switch.
No.Turn key off, return to the first step, and

check again.
No. Check harness.

check again.

PMC.

PMC.
E0A7: FULL FLOW FILTER CLOG

1. Ensure the transmission controller is set correctly. Refer to Transmission Controller - Rotary
Switch Settings for information on proper settings.
2. Clear the machine memory by corruption.
a. Turn key ON; MOM idicates engine start OK
b. Prepare to disconnect the PMC1 connector
c. Turn key to OFF, wait 2 seconds, unplug
PMC1
E0b1: CHANGE BRAKE DISK (LF)

level between PMC2A, P-10 and chassis is 3
V or more.
near wear switch.
d. Install connector, turn key ON

e. There should now be a NV RAM data fault;
clear all faults

No. Check harness.
E0A8: CHANGE HYDRAULIC FILTER

check again.
1. Check whether hydraulic filter is restricted.

Yes. Change filter.
20 V or more.

PMC.

Yes. Change filter restriction switch.
No. Check harness.
check again.
PMC.
D23002 5/04
PMC Controller
D23-15
E0b4: LOW BATTERY LIQUID LEVEL
E0b2: CHANGE BRAKE DISK (RR)

1. Check whether battery electrolyte level is too

low.
Yes. Add water to battery.

V or more.

level between PMC2A, P- 13 and chassis is 1
V or less.

near wear switch.
Yes. Check for continuity between PMC2A, P-13

and level switch.

Yes. Change level switch.

No. Check harness.
check again.

No. Check harness.

PMC.

check again.
PMC.
E0C1: S-NET SIGNAL LOST

1. Check whether Electronic display panel detects
A013, A014, or A016.
E0b3: CHANGE BRAKE DISK (LR)
Yes. Check S-NET harness.

V or more.
No. Turn key off, return to the first step, and check
again.
PMC.

near wear switch.
No. Check harness.
check again.
PMC.
D23-16
PMC Controller
5/04 D23002
E0C2: MACHINE SELECT INFORMATION FAILURE

1. Check whether PMC also detects fault E0C1.
Yes. Refer to troubleshooting fault code E0C1
(PMC).
No. Check whether T/M controller detects b014.
Yes. Refer to b014 fault code, Transmission Controller troubleshooting.
E0C3: VEHICLE SPEED INFORMATION FAILURE

1. Check whether PMC detects E0C1 also.
Yes. Refer to fault code E0C1 (PMC) troubleshooting.
2. If the optional Suspension Controller is installed
on the truck:
No. Check whether Suspension Controller detects
d0C3.
check again.
No. Check whether Electronic display panel

detects A018.
check again.
3. If the result is the same as before, replace Electronic Display Panel.

check again.
2. If the result is the same as before, change T/M

controller.
check again.

PMC.

PMC.
5. If the optional Suspension Controller is not

installed on the truck:
again.
6. If the result is the same as before, change Electronic display panel.
7. Check whether PMC still detects E0C3.
check again.
PMC.
D23002 5/04
PMC Controller
D23-17
PMC CONTROLLER LOGIC

point, fault recovery is checked. If the recovery logic is met, then the recovery logic is
activated. The new state of the fault is
assigned, usually within a set time after the
key switch is turned ON, if recovery as such
was found.If not, the fault remains at the
state at which it was found during the powerup checking, which is the state that was
saved at key-off preceding this cycle of keyon.
The following information describes the fault logic for

the Powertrain Management Controller (PMC) when
a fault is detected in the system.
Each fault code is listed with a description of the logic
used to determine a fault exists, the action taken by
the PMC when the fault occurs, the fault recovery
classification (see below), and the logic required to
clear the fault for normal operation.
If the fault detecting logic is established, the fault
is always indicated on the 7-segment LED in the
PMC and the fault history will be logged.
c. Fault recovery is checked at first opportunity

for checking from initial key switch turn-on.
This variation is for faults which can only be
checked under certain unique truck conditions such as engine running, first movement, first time shifting to F3, etc. If the
recovery logic is met, then the recovery logic
is activated. The new state of the fault is then
assigned if recovery as such was found. If
not, then the fault remains at the state at
which it was found during the checking,
which is the state that was saved at the keyoff preceding this cycle of key-on.
If two or more faults are detected at the same

time, they are alternately displayed on the LED,
one at a time for 2 seconds.
This information should be used in conjunction with
the PMC Fault Code Troubleshooting procedures on
the preceeding pages, electrical schematics in Section R, and the PMC Fault Code List in Powertrain
Management Control System.
Fault Recovery Classifications
d. The action table is made active (buzzer, light,

etc.) first, prior to attempt for recovery. Fault
recovery is checked at first opportunity for
checking from initial key-on. This variation is
for faults which only can be checked upon
certain unique truck conditions such as
engine running, first movement, first time
shifting to F3, etc. If the recovery logic is met,
then the recovery logic is activated. The new
state of the fault is then assigned if recovery
as such was found. If not, then the fault
remains at the state at which it was found
during the checking, which is the state that
was saved at the key-off preceding this cycle
of key-on.
The following describes PMC fault recovery characteristics and recovery under various conditions.
Fault Characteristics:
1. There are two fault recovery allowable characteristics:
a. Fault recovery logic is actively allowed while
the key switch remains ON. The fault will be
cleared if the recovery logic is met.
b. Fault recovery logic is ignored while the key
remains ON. This type of fault will not clear
even though the recovery logic is met. This
type requires clearing through initial powerup when the key switch is turned ON.
Power-Up Variations:
2. When the key switch is turned ON, the initial
power-up fault recovery logic will be one of the
following variations:
a. Fault recovery is checked. If the recovery
logic is met, then the recovery logic is activated. The new state of the fault is assigned
usually within about 1.6 seconds after key-on
occurs, if recovery as such was found. If not,
the fault remains at the state at which it was
found during the power-up checking.
Be certain truck wheels are blocked to prevent

truck movement during troubleshooting operations.
b. The action table is executed for the fault

(buzzer, light etc.) immediately. Then, at this
D23-18
PMC Controller
5/04 D23002
PMC FAULT CODE LOGIC DESCRIPTION

E001:
NV RAM DATA FAULT
E002:
BATTERY VOLTAGE LOW
Fault Detecting Logic:
A sum check is made for every byte of the table in

FLASH ROM when power is turned on. If the result is
different from the value logged when power was
turned off the last time, this fault is detected.
Battery power supply voltage (PMC1, P-14 or P-15)

is below 18 volts,
AND
Engine start signal (key switch terminal C, PMC1, P10) is open (= low level),
PMC Operation When Fault is Detected:
AND
Data taken from FLASH ROM is cleared. The fault

history is left and normal operation is continued.
When the power is turned off, check sum is calculated again and logged.
The above conditions continue for 2 seconds.

Detection of occurrence and recovery of faults
other than this fault is stopped.
Fault Recovery Classification:

Fault recovery logic is ignored while the key
remains ON. The fault will not clear even
though the recovery logic is met. Recovery
requires clearing through initial power-up
when the key switch is turned ON.
Fault recovery is checked when the key is
turned ON. If the recovery logic is met, then
the recovery logic is activated. The new
state of the fault is assigned usually within
about 1.6 seconds after key-on occurs, if
recovery as such was found. If not, the fault
during the power-up checking.
Normal items remain normal, and detected faults

remain.
If this fault is not recovered before the power is
turned off, writing to FLASH ROM is inhibited
when the power is turned off.

Fault recovery logic is actively allowed
while the key switch remains ON. The fault
will be cleared if the recovery logic is met.
When the key is turned ON, the action table
is immediately executed for the fault. Then,
at this point, fault recovery is checked. If the
recovery logic is met, then the recovery
logic is activated. The new state of the fault
is assigned, usually within a set time after
the key switch is turned ON, if recovery as
such was found. If not, the fault remains at
the state found during the power-up
checking (the state saved at key-off
preceding this cycle of key-on).
Fault Recovery Logic:

The sum check result must match the value logged
when the power was turned Off the last time.

Battery supply voltage (PMC1, P-14 or P-15) is
above 19 volts for 1 second.
D23002 5/04
PMC Controller
D23-19
E003:
CONNECTOR MISMATCH
E013:
MOM COMMUNICATION LOST
When the power is turned on, a combination other

than PMC2B, P-16 = GND, and PMC4B, P-16 =
open, is present for 0.1 second.
PMC dip switch 1-6 = ON,

AND
Time-out in communication with MOM.

FM throttle signal is fixed to low. (Output is not
set to low idling, but stopped).
Alt. torque signal output is kept turned on.
(closed)
Alt. droop signal output is kept turned off. (open)

Normal operation.

The pulse width of brake command PWM signal

is fixed to 5 to 10%. (Brake apply: 0%).

is made active prior to attempt for recovery.
Fault recovery is checked at first
opportunity for checking from initial key-on.
This fault can only be checked upon certain
unique truck operational conditions. If the
recovery logic is met, the recovery logic is
activated. The new state of the fault is then
not, the fault remains at the state at which it
was found during the checking (the state
saved at the key-off preceding this cycle of
key-on).


Recovered when the next normal communication
starts.

Combination of PMC2B, P-16 = GND, and PMC4B,
P-16 = open, is present for 0.1 second.
D23-20
PMC Controller
5/04 D23002
E014:
MOM COMMUNICATION FAILURE
E017:
CENSE COMMUNICATION LOST

AND
AND
Time-out error is made in communication with

CENSE. (ACK is not received in 1.5 seconds, and
not received after four retries.)
Error in communication with MOM.

(parity, framing, overrun)

Normal operation.
Normal operation.


key-on).

key-on).

starts.
D23002 5/04

starts.
PMC Controller
D23-21
E022:
BRAKE CONTROLLER (RCM)
COMMUNICATION LOST
E018:
CENSE COMMUNICATION FAILURE
T/M controller machine selection =D (HD1500-5),
AND
Framing and overrun error in communication with
CENSE,
AND
Time-out in communication with RCM.
OR
Receiving of rpcerr_failed (secondary communication error),

Normal operation.
OR
Receiving of rpcerr_norpc (there is rpc No.),
OR

Receiving of rpcerr_args (argument error).

key-on).

Normal operation.

key-on).

starts.

starts.
D23-22
PMC Controller
5/04 D23002
E023:
BRAKE CONTROLLER (RCM)
COMMUNICATION FAILURE
E026:
PAYLOAD METER (PLM)
COMMUNICATION FAILURE 1
AND
AND
Error in communication with BRAKE CONTROLLER

(overrun).
When PMC requests PLM to send real time monitor

data,
AND
Correct real time data is not sent from PLM, or PLM
sends nothing for 3 seconds (PMC retries twice).

Normal operation.

key-on).
Normal operation.

key-on).

starts.

starts.
D23002 5/04
PMC Controller
D23-23
E027:
PLM COMMUNICATION FAILURE 2
E028:
AND
AND
When PMC receives PLM real time monitor data

from PLM,
When PMC requests PLM to stop sending real time

monitor data,
AND
AND
Next real time data is not sent from PLM for 3 seconds.
PMC receives NAK or PMC does not receive ACK or

NAK for 3 seconds (PMC retries twice).

Normal operation.
Normal operation.



key-on).

key-on).

starts.

starts.
D23-24
PMC Controller
5/04 D23002
E029:
E02A:

AND
AND
When PMC requests PLM to send calibration data,
AND
Correct calibration data is not sent from PLM, or PLM
sends nothing for 3 seconds (PMC retries twice).
When PMC requests PLM to send controller information data,

AND
Correct controller information data not sent from
PLM, or PLM sends nothing for 3 seconds (PMC
retries twice).

Normal operation.

Normal operation.



key-on).

key-on).

starts.

starts.
D23002 5/04
PMC Controller
D23-25
E031:
TORQUE OUTPUT SIGNAL LOST


Either of the following; (1) or (2) is established:

1. The fault is detected 1.6 seconds after power is

turned on.
T/M controller machine selection = D
(HD1500-5)
AND
Any of the following (a), (b), or (c) is established:
a. The pulse width of the high level of the
torque output signal (PMC3, P-8) is less than
2.5% of the period or more than 97.5% of the
period for 1.6 seconds continuously.
b. Signal frequency is outside the range 16 Hz
2 Hz for 1.6 seconds continuously.
c. High level or low level sustained for 1.6 seconds continuously.
turned on.
T/M controller machine selection = C or E
(HD785-5)

Either (1) or (2) below is established:
1. The recovery is detected 1.6 seconds after
power is turned on.
T/M controller machine selection = D (HD15005)
AND
Items (a), (b), and (c) in the fault detecting
logic are NOT established.
AND
a. The pulse width of high level of the torque
output signal (PMC3, P-8) is less than 2.5%
of the period or more than 97.5% of the
period for 1.6 seconds continuously.

turned on.
T/M controller machine selection =C or E
(HD785-5)
b. Frequency of the signal is out of the range of

64 Hz 6.4 Hz for 1.6 seconds continuously.
AND
Items (a), (b), and (c) in the fault detecting
logic are NOT established.
c. High level or low level sustained for 1.6 seconds continuously.

Engine and transmission history map recording is
suspended.
D23-26
PMC Controller
5/04 D23002
E032:
THROTTLE MODIFICATION SIGNAL (T/M) LOST
The fault is detected 1.6 seconds after power is
turned on.
AND
E033:
THROTTLE
(BRAKE)
MODIFICATION
SIGNAL
LOST

turned on.
AND
Either (a) or (b) below is established:

a. Throttle modification frequency signal sent
from T/M controller (PMC3, P-1) is below
150 Hz or above 400 Hz for 1.6 seconds
continuously.

a. The pulse width of the high level of the throttle modification signal sent from RCM
(PMC3, P-10) is below 5% of the period or
above 95% of the period for 1.6 seconds
continuously.
b. FM pulse signal is not present for 1.6 seconds continuously.

200 Hz 20 Hz for 1.6 seconds continuously.
PMC operation When Fault is Detected:
c. High level or low level is continued for 1.6

seconds continuously.
Corrected value is assumed to be 0.
PMC operation When Fault is Detected:





checking (the state saved a

The recovery is detected 1.6 seconds after power is
turned on.
AND

The recovery is detected 1.6 seconds after power is
turned on.
Both (a) and (b) in the fault detecting logic are NOT
established.
AND
(a), (b), and (c) in the fault detecting logic are NOT
established.
D23002 5/04
PMC Controller
D23-27
E034:
BRAKE SIGNAL LOST (T/M)
E035:
IDLE VALIDATION SIGNAL (IVS) INVALID STATUS

turned on.
Transmission Controller machine selection set to 4 to

7, A to C, or E,
AND
OR
Any of the following (a), (b), or (c), is established:
AND
a. The pulse width of the high level of the brake

signal sent from T/M controller (PMC3, P-2)
is below 5% of the period or above 95% of
the period for 1.6 seconds continuously.
Either (1) or (2) below is established:

1. Either E054 or E055 is detected
AND

200 Hz 20 Hz for 1.6 seconds continuously.
Input other than 1.1 or 1.2. below is applied for 5

c. High level or low level is continued for 1.6

1.1. IVS signal 2 (PMC1, P-2) = closed,
AND
IVS signal 3 (PMC1, P-3) = open,

1.2. IVS signal 2 (PMC1, P-2) = open,

AND
IVS signal 3 (PMC1, P-3) = closed,
2. Neither, E054 or E055 are detected,
AND
The following; 2.1., 2.2., or 2.3. is continued for 5
seconds.
2.1. APS signal input voltage (PMC1, P-1) is
below 0.69 V,
AND
IVS signal 2 = open, and
IVS signal 3 = closed

turned on.
AND
Input other than 2.2.1 or 2.2.2
AND
All of (a), (b), and (c) in the fault detecting logic are
not established.
D23-28
2.2. APS signal input voltage is above 0.87 V,
PMC Controller
2.2.1. IVS signal 2 = closed, and IVS signal 3 =

open
2.2.2. IVS signal 2 = open, and IVS signal 3 =
closed
5/04 D23002
2.3. APS signal input voltage is below 0.446 V,
T/M Controller machine selection set to 5, 7, B, or E,
AND
OR
Input other than 2.3.1 or 2.3.2

2.3.1. IVS signal 2 = closed, and
IVS signal 3 = open
2.3.2. IVS signal 2 = open, and

Either of the following (1) or (2) is established:
AND
1. Either E054 or E055 is detected,
AND
1. When E054 or E055 is detected:

The previous throttle command is maintained for
5 seconds while logic detection is in process.
Input of 1.1 or 1.2 is applied for 5 seconds

continuously.
After 5 seconds, and the fault is confirmed,

throttle output is set to low-speed.
2. When neither E054 or E055 are detected:
1.1. IVS signal 2 = closed and

IVS signal 3 = open
Throttle command is output

accelerator sensor input.
according
1.2. IVS signal 2 = open and

to
2. Neither E054 or E055 are detected,

D23002 5/04
PMC Controller
AND
The following; 2.1 or 2.2 is continued for 5
seconds:
2.1. APS signal input voltage is below 0.69 V,
AND
IVS signal 2 = closed and
IVS signal 3 = open
2-2. APS signal input voltage is above 0.87 V,
AND
IVS signal 2 = open and
D23-29
E036:
ALTERNATE TORQUE SIGNAL LOST

Transmission
(HD1500-5),
AND
Controller
machine
selection
=D
AND
Either following (1) or (2) is established:
1. ALT. TORQUE SIGNAL (PMC3, P-4) output is
OFF (open),
AND
Feedback voltage for checking the ALT.
TORQUE SIGNAL output is kept below 1 volt
for 1 second.
Both (1) and (2) below are established:

1. 0.5 seconds after the power is turned on again,
ALT. TORQUE SIGNAL output is turned OFF
(open) for 0.5 seconds, and feedback voltage
for checking the ALT. TORQUE SIGNAL output
is kept above 1 volt during this period.
2. After (1) above, ALT. TORQUE SIGNAL output
is turned ON (closed) for 0.1 second, and feedback voltage for checking the ALT. TORQUE
SIGNAL output is kept below 1 volt during that
period.
2. ALT. TORQUE SIGNAL output is ON (closed),

AND
TORQUE SIGNAL output is kept above 1 volt
for 50 milliseconds.

ALT. TORQUE SIGNAL output is turned OFF
(open).

checking (the state saved at the last
keyswitch OFF, power down cycle of the
PMC controller.
D23-30
PMC Controller
5/04 D23002
E037:
ALTERNATE DROOP SIGNAL LOST


AND

Either of following (1) and (2) is established.

1. ALT. DROOP SIGNAL (PMC3, P-5) output is
turned OFF (open),
AND
TORQUE SIGNAL output is kept below 1 volt
for 1 second.
2. ALT. DROOP SIGNAL output is turned ON
(closed),
AND
DROOP SIGNAL output is kept above 1 volt
for 50 milliseconds.

AND
Both of following (1) and (2) are established:

ALT. DROOP SIGNAL output is turned OFF
(open) and isochronous engine control is not
accepted.
1. 0.5 seconds after the power is turned on again,

ALT. DROOP SIGNAL output is turned OFF
(open) for 0.5 seconds, and feedback voltage
for checking the ALT. DROOP SIGNAL output is
above 1 volt during this period.
2. After (1) above, ALT. DROOP SIGNAL output is
turned ON (closed) for 0.1 second, and feedback voltage for checking the ALT. DROOP
SIGNAL output is kept below 1 volt during that
period.
D23002 5/04
PMC Controller
D23-31
E055:ACCELERATOR SENSOR FAILED HIGH
E054:
ACCELERATOR SENSOR FAILED LOW

7, A to C, or E,
OR

7, A to C, or E,
OR
AND
AND
Either (1) or (2) below is established.
APS SIGNAL (PMC2A, P-1) input voltage is below

6% of VPOT (5V) voltage for 1 second.
1. APS SIGNAL input voltage is kept above 91%

of VPOT (5V) voltage for 1 second.
2. APS SIGNAL input voltage is kept at between

17.4 to 91% of VPOT (5V) voltage
When IVS SIG. 2 is not open
AND
AND
IVS SIG. 2 is closed and

SIG. 3 is open for 1 second.
SIG. 3 is not closed, throttle command is lowspeed, low idle. (650 rpm)
When IVS SIG. 2 is open
AND
SIG. 3 is closed, throttle command sent from
PMC to Quantum is high-speed, low idle. (1400
rpm)
When IVS SIG. 2 is not open

AND
SIG. 3 is not closed, the throttle command is lowspeed low idle (650 rpm)

When IVS SIG. 2 is open

AND
SIG. 3 is closed, throttle command sent from
PMC to Quantum is high-speed low idle. (1400
rpm)

7, A to C, or E,
OR
T/M controller machine selection = D (HD1500-5),
AND
APS SIGNAL input voltage is kept above 6% of
VPOT (5V) voltage for 1 second.
D23-32
PMC Controller

5/04 D23002

7, A to C, or E,
E056:
ENGINE SPEED SIGNAL LOST
Alternator R terminal information sent from S-NET
is ON,
OR
AND
AND
APS SIGNAL input voltage is maintained at between
17.4 to 91% of VPOT (5V) voltage,
The engine speed signal pulse (PMC2A, P-5) is not

received for 5 seconds.
AND
IVS SIG. 2 is open and SIG. 3 is closed for 1 second.

Engine and transmission working history maps
are not recorded.

key-on).

is ON,
AND
Engine speed signal pulse is received for 5 seconds.
D23002 5/04
PMC Controller
D23-33
E057:
T/M INPUT SPEED SIGNAL LOST
Shift indicator information sent from S-NET

is not N,
AND

is not N,

is not E,
AND
AND

is not E,
The transmission output pulse signal is detected,
AND
AND
The transmission output pulse signal (PMC2A, P-3)is

detected,
The transmission input pulse signal is detected,

AND
AND
The transmission input pulse signal (PMC2A, P-1)is
not detected,
AND

Transmission working history map is suspended.

key-on).
D23-34
PMC Controller
5/04 D23002
E058:
T/M OUTPUT SPEED SIGNAL LOST


Either of following (1) and (2) is established.
1. T/M controller machine selection is not D,

opportunity for checking from initial key
switch turn-on. This fault can only be
checked under certain unique truck
conditions such as engine running, first
movement, first time shifting to F3, etc. If
the recovery logic is met, then the recovery
is then assigned if recovery as such was
found. If not, then the fault remains at the
state at which it was found during the
checking (the state saved at the key-off
AND
Shift indicator information sent from S-NET is
not N,
AND
not E,
AND
Transmission input speed is above 2000 rpm,
AND
The transmission output pulse signal is not
detected,
AND

is not N,
2. T/M controller machine selection is D (HD15005),
AND
is not E,
AND
not N,
AND
The transmission output pulse signal is detected,
AND
AND

not E,
The transmission input pulse signal is detected,
AND
AND
Transmission input speed is above 1300 rpm,
AND
The transmission output pulse signal is not
detected,
AND

Normal operation
D23002 5/04
PMC Controller
D23-35
E0A3:
LOW HYDRAULIC OIL LEVEL
E0A4:
CHANGE FRONT BRAKE COOLING FILTER
PMC dip switch 2-7 = ON

AND
AND
is OFF,

AND
Alternator R information sent from S-NET is ON,
AND
Start signal (key switch terminal C) is open (= low
level),
AND
Hydraulic oil level signal (PMC2B, P-2) is open(=
high level),
AND
AND
Brake cooling oil temperature level sent from S-NET
is 3 or more,
AND
Front brake cooling filter signal (PMC2A, P-17) is
open (= high level),
AND
The above condition continues for 2 seconds.

Normal operation
Normal operation

conditions. If the recovery logic is met, then
state of the fault is then assigned if
remains at the state saved at the key-off
preceding this cycle of key-on.
AND
AND
Any of following; (1), (2), or (3) is established:

1. Hydraulic oil level signal is closed (= low level)
for 2 seconds
2. Alternator R information sent from S-NET is
ON
3. Start signal (key switch terminal C) is closed (=
high level)

AND
AND
Front brake cooling filter signal is closed (= low
level),
AND
D23-36
PMC Controller
5/04 D23002
E0A5:
CHANGE REAR BRAKE COOLING FILTER (Right)

AND
AND
AND
AND
AND

AND
is 3 or more,
Rear brake cooling filter R signal is closed (= low

level),
AND
The above condition continues for 2 seconds.
AND
Rear brake cooling filter R signal (PMC2A, P-18) is
open (= high level),
AND

Normal operation

D23002 5/04
PMC Controller
D23-37
E0A6:
CHANGE REAR BRAKE COOLING FILTER (Left)


Either (1) or (2) is established:
1. T/M controller machine selection = 2 to C or E,

AND
AND
Alternator R terminal information sent from SNET is ON,
AND
Brake cooling oil temperature level sent from SNET is 2 or more,
AND
Rear brake cooling filter signal (PMC2A, P-19)
is open (= high level),
AND

AND
2. T/M controller machine selection =D (HD15005),

AND

AND
Rear brake cooling filter L signal is closed
(= low level),
AND
AND
Alternator R terminal information sent from SNET is ON,
AND
Brake cooling oil temperature level sent from SNET is 3 or more,
E0A7:
FULL FLOW FILTER CLOG
AND
Rear brake cooling filter L signal is open
(= high level),
AND

Normal operation
D23-38
NOTE: This code should never occur, in theory.

However, if for instance the transmission controller is
set incorrectly, the PMC controller may think it is
operating a different machine. This may result in
errors from another machine being generated. The
transmission controller settings must be properly set
as specified in Transmission Controller - Rotary
Switch Settings.
PMC Controller
5/04 D23002
E0A9: CHANGE BRAKE DISK (FR)

E0b1: CHANGE BRAKE DISK (FL)
E0A8:
CHANGE HYDRAULIC FILTER
T/M controller machine selection = D (HD1500-5),
AND
AND
is ON,

AND
Shift indicator information sent from S-NET is N,
AND
is 2 or more,
AND
Hydraulic filter signal (PMC2A, P-16) is open (= high
level),
AND
AND
Brake disk wear FR (PMC2A, P-9), FL (PMC2A, P10) input voltage is above 2 volts,
AND
Normal operation
Normal operation


Fault recovery is checked from initial key

T/M controller machine selection =D (HD1500-5)
AND
PMC dip switch 2-7 = ON
AND
AND
Shift indicator information sent from S-NET is N

AND
AND
Hydraulic filter signal is closed (= low level),
Brake disk wear FR (FL) input voltage is below2 volts

AND
AND
D23002 5/04
PMC Controller
D23-39
E0b2: CHANGE BRAKE DISK (RR)

E0b3: CHANGE BRAKE DISK (RL)
E0b4:
LOW BATTERY LIQUID LEVEL

AND
AND

is OFF,

AND
Brake disk wear RR (PMC2A, P-11) RL (PMC2A, P12) input voltage is above 2 volts,
AND
AND
Start signal (key switch terminal C) is open
(= low level),
AND
Battery liquid level (PMC2A, P-13) input voltage is

below 0.7 volts,
AND
Normal operation


Normal operation


AND
AND
Any of the following; (1), (2), or (3) is established.

1. Battery liquid level input voltage is above 0.7
volts for 2 seconds
AND
2. Alternator R information sent from S-NET is

ON
AND
Brake disk wear RR (RL) input voltage is below 2
volts,
3. Start signal (key switch terminal C) is closed

(= high level)
AND
D23-40
PMC Controller
5/04 D23002
E0C1:
S-NET SIGNAL LOST
E0b6:
CHANGE AIR FILTER
T/M controller machine selection = 2 to C or E,
When key switch is turned on again while FLASH is

being written, error code is not sent out from pcb1 or
saved.
AND
AND
is ON,

AND
Air cleaner signal is open (= high level),

AND
Normal operation

Reset when the next normal communication starts.

T/M controller machine selection = 2 to C or E,
AND
AND
AND
Air cleaner signal is close (= low level),
AND
D23002 5/04
PMC Controller
D23-41
E0C2:
MACHINE SELECT INFORMATION FAILURE
E0C3:
VEHICLE SPEED INFORMATIONFAILURE
Either (1) or (2) below is established.
The vehicle speed (tire size) information is not

received from the monitor panel through S-NET.
1. The machine selection information is not

received from T/M controller through S-NET.
2. The machine selection information is received
from T/M controller through S-NET and is unauthorized.

set to low idling but stopped).
(closed)

set to low idling but stopped).
(closed)

is fixed to 5 to 10% (Brake apply: 0%).


is fixed to 5 to 10%. (Brake apply: 0%).



When the power is turned on, the vehicle speed (tire
size) information is received from the monitor panel
through S-NET.

When the power is turned on, the machine selection
information is received from the T/M controller
through S-NET.
D23-42
PMC Controller
5/04 D23002
PMC WIRING HARNESS CONNECTORS

The PMC harness connectors are shown in Figure
23-2. If a wiring circuit is broken (open) or the cable
assembly has not been wired correctly, the PMC
detects an appropriate fault, displays the fault in
MOM, and will not operate.
The following Tables list the harness connector pin
numbers, the signal carried by the circuit, and the
type of signal for each of the PMC wiring harnesses.
Figure 23-2 shows the location of each connector on
the PMC and the pin number location.
FIGURE 23-2. PMC CONNECTORS
PMC HARNESS CONNECTOR CIRCUITS

CONNECTOR - PMC1
Pin No.
D23002 5/04
Function
Circuit No.
Type
Accelerator pedal
54A
Analog input
Idle validation 2
54C
Digital input
Idle validation 3
54B
Digital input
Potentiometer power source
54D
Analog input
Ground
54E
Reserved
Digital output
Reserved
Digital output
Reserved
Digital output
Reserved
10
Battery C terminal
Ground
Digital output
21S
Analog input
11
Reserved
Analog input
12
Reserved
Analog input
13
Power source (switched)
91A
DC voltage input
14
Power source (Battery direct)
91B1
DC voltage input
15
91B2
DC voltage input
16
Ground
50
Ground
17
Ground
50
Ground
PMC Controller
D23-43

CONNECTOR - PMC2A
Pin No.
1
Function
T/M input speed (+)
Circuit No.
Type
32S1
Pulse input
T/M input speed (-)
T/M output speed (+)
30
Pulse input
32S3
Pulse input
T/M output speed (-)
Engine speed (+)
Engine speed (-)
Suspension pressure (RF)
Suspension pressure (LF)
39FD
Analog input
Brake disc wear (RF)
33RF
Analog input
30
Pulse input
31S1
Pulse input
30
Pulse input
39FC
Analog input
10
Brake disc wear (LF)
33LF
Analog input
11
Brake disc wear (RR)
33RR
Analog input
12
Brake disc wear (LR)
33LR
Analog input
13
Battery liquid level
34L
Analog input
14
Reserved
Analog input
15
Reserved
Digital input
16
Hydraulic filter restriction
37F2
Digital input
17
Front brake oil filter restriction
37F1
Digital input
18
Rear brake oil filter restriction
37F4
Digital input
19
Rear brake oil filter restriction
37F5
Digital input
20
Air cleaner restriction
Digital input
Reserved
Hydraulic oil level
37H
Digital input
Retarder oil level
Digital input
Reserved
Max. Speed Set, UP
6
7
8
Max. Speed Set, EMPTY
35E4
Digital input
Max. Speed Set, SET
35E5
Digital input
10
Acc CANCEL
35C1
Digital input
11
Acc SET/DOWN
35C2
Digital input
CONNECTOR - PMC2B
D23-44
Digital input
Digital input
35E1
Digital input
Max. Speed Set, DOWN
35E2
Digital input
Max. Speed Set, LOADED
35E3
Digital input
12
Acc RESUME/UP
35C3
Digital input
13
ACC ON/OFF
35C4
Digital input
14
Sensor power source (+15V)
Analog output
15
Ground
Ground
16
Connector mismatch detection
PMC Controller
Digital input
5/04 D23002

CONNECTOR - PMC3
Pin No.
D23002 5/04
Function
Circuit No.
Type
Accelerator pedal
31M
Frequency input
Brake command
52BC
PWM input
Shift wait
25W
PWM output
Alternate torque
24E1
Digital output
Alternate droop
24D1
Digital output
Throttle
Throttle sensor power (+5V)
Engine output torque
Brake command
52AR
PWM output
10
Throttle modification
35TM
PWM input
11
Emergency brake/Auto Apply Sense
52EP
Digital input
12
Reserved
556
Frequency output
916M
DC voltage input
31TRQ
PWM input
Digital input
PMC Controller
D23-45

CONNECTOR - PMC4A
Pin No.
Function
Circuit No.
Type
CENSE (RS422) TXD (+)
920
Serial output
CENSE (RS422) TXD (-)
921
Serial output
CENSE (RS422) RXD (+)
922
Serial input
CENSE (RS422) RXD (-)
923
Serial input
Ground
s11
Ground
MOM (RS422) TXD (+)
930
Serial output
MOM (RS422) TXD (-)
931
Serial output
MOM (RS422) RXD (+)
932
Serial input
MOM (RS422) RXD (-)
933
Serial input
10
Ground
93G
Ground
11
Serial output
12
Serial output
13
Serial input
14
Serial input
15
16
DAD (RS232) TXD
Ground
950
Serial output
17
DAD (RS232) RTS
951
Serial output
18
DAD (RS232) RXD
952
Serial input
19
DAD (RS232) CTS
953
Serial input
20
Ground
95G
Ground
CONNECTOR - PMC4B
D23-46
PLM (RS232) Signal Ground
960
Ground
PLM (RS232) CTS
961
Serial output
PLM (RS232) TXD
962
Serial input
PLM (RS232) RTS
963
Serial input
PLM (RS232) RXD
96G
Serial output
Serial input
Serial output
Serial output
Serial input
10
Ground
11
Serial output
12
Serial output
13
Serial input
14
Serial input
15
Ground
16
Digital input
PMC Controller
5/04 D23002

CONNECTOR - PMC5
Pin No.
1
D23002 5/04
Function
Circuit No.
Type
SNET +A
SNET +A
SNET +B
SNET +B
Ground
Reserved (S-NET)
Serial in/output
Reserved (S-NET)
Serial in/output
Reserved
Ground
Reserved (RS485)
Serial in/output
Reserved (RS485)
Serial in/output
Ground
Ground
10
RCM (RS422) TXD (+)
990
Serial output
11
RCM (RS422) RXD (-)
991
Serial output
12
Reserved (RS422)
Serial output
13
Reserved (RS422)
Serial output
SNET0
Serial in/output
Serial in/output
Ground
14
RCM (RS422) RXD (+)
992
Serial input
15
RCM (RS422) RXD (-)
993
Serial input
16
Reserved (RS422)
Serial input
17
Reserved (RS422)
Serial input
18
Ground
19
Reserved (ISO)
Serial in/output
20
Reserved (ISO)
Serial output
21
Reserved
Ground
996
PMC Controller
Ground
D23-47
NOTES
D23-48
PMC Controller
5/04 D23002
SECTION D24
AUTOMATIC TRANSMISSION CONTROLLER
INDEX
AUTOMATIC TRANSMISSION CONTROLLER (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3

ATC CONTROLLER FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3
LED Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3
Rotary Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-3
Shift Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-4
Range Selector Positions And Automatic Gear Shifting Ranges . . . . . . . . . . . . . . . . . . . . . . D24-4
Transmission Operation Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5
Braking Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5
Normal Mode: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5
Automatic Gear Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-5
Automatic Shifting Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-6
Gearshifting time lag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-6
Shift Skip Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-6
Safety Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-7
TROUBLESHOOTING ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-8
ATC FAULT CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-9
ATC FAULT CODE LOGIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D24-24
TRANSMISSION CONTROLLER HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . D24-55
D24002 5/04
Automatic Transmission Controller
D24-1
NOTES
D24-2
5/04 D24002
AUTOMATIC TRANSMISSION CONTROLLER (ATC)

ATC CONTROLLER FEATURES
LED Display
The transmission controller contains two 7 segment
LED's (2, Figure 24-1). If faults occur, they are displayed on the LED's as follows:
When the controller is powered up, the first
set of codes that will be displayed are the
history codes.
After the history codes have been
displayed, if any are present, the active
codes are then shown. In between each
active code that is displayed, E or EC is
displayed in the LEDs. The E indicates
that the oil flowing into the ECMV's is at
normal operating temperature. If the
indication is EC the oil is below normal
operating temperature. The modulation of
the ECMV's is different if the oil is cold
versus normal operating temperature.
If there are no active codes present, the display will
indicate 00.
Rotary Switch Settings
FIGURE 24-1. TRANSMISSION CONTROLLER

1. Transmission Controller
2. LED Display
3. Rotary Switch Plugs

4. Harness Connectors
The transmission controller has two 16-position

rotary switches in its surface. They inform the controller of the truck model the system is installed on
and which controller has to be joined in S-NET.
The transmission controller is also informed what
model the controller is installed on by a four harness
input and can compare these two types of input. If
the two inputs do not agree, the transmission controller detects a fault and will not operate properly.
The transmission controller informs other controllers

of the two rotary switches input through S-NET,
therefore other controllers do not have to have any
input for machine select information. Table 1. lists the
assignment of each switch.
ROTARY SWITCH SETTINGS

SWITCH
NO.
POSITION
FUNCTION
SELECTED
Truck Model - HD1500-5
PMC
Suspension
Controller
Yes
Yes
No
Yes
Yes
No
No
No
Note: When changing the rotary switch settings, turn

the key switch off and remove the rubber plugs (3,
Figure 24-1) on the face of the T/M controller. Rotary
switch status is monitored by MOM or DAD. If a
rotary switch is changed, their status must be
confirmed with MOM or DAD.
TABLE 1.
D24002 5/04
D24-3
Shift Control
The transmission controller receives a shift lever
position signal, accelerator pedal acceleration signal,
transmission speed signals, and signals from other
switches and sensors, and automatically controls the
shift schedule of the transmission including the
torque converter lock-up clutch to provide the optimum range.
Each clutch in the transmission and lock-up clutch in
torque converter are equipped with an electronically
controlled modulation valve, and each clutch is controlled independently. This contributes to the reduction of shock at each transmission gear change, the
prevention of shift hunting, and improvement of durability of each clutch by controlling the initial engaging
pressure, built up ratio, and torque off time for each
clutch to match the conditions, the each acceleration,
each shift up and down, of the machine.
The transmission shift controller provides control of
the transmission based on various inputs from truck
controls and systems. It provides the following functions and features:
Normal (Power) Mode:
In the normal mode, an acceleration
sensing shift point function changes the
shift-up point according to the acceleration
of the truck when the accelerator is fully
depressed.
Braking Mode:
In the braking mode, (when the retarder is
applied) the gear shift point is raised and
the speed of the retarder cooling pump is
increased to increase the cooling effect on
the retarder. At the same time, it also
improves the effect of using the engine as a
brake.
Lock-up and Engine Overspeed:
It drives and controls the torque converter
lock-up ECMV and engine overspeed
prevention control circuit.
Transmission Speeds Monitoring:
Speed sensors are installed at three places
(on
the
transmission
input
shaft,
intermediate shaft, and output shaft). These
sensors are used to detect if a transmission
clutch is slipping, and also act to protect the
transmission when there is some
abnormality in the hydraulic system.
Self Diagnostics:
A self-diagnostic function monitors both the
input and output systems.
Fault codes of the self-diagnostic test are

displayed on a seven-segment LED display on
the face of the controller and will illuminate a
flashing lamp on the instrument panel to indicate
a fault has occurred and has been stored.
Fault codes are stored in memory and may be
retrieved even after the start switch is turned off.
Range Selector Positions And Automatic Gear
Shifting Ranges
The automatic gear shifting ranges for each position
of the range selector lever are shown in Table 8.
Note that when the operator selects D, the recommended range for normal operation, the Transmission Controller will engage 2nd range and
automatically shift through the 3rd through 7th gear
ranges as required. This will result in the most economical operation. If the operator selects 3, 4, or
5, the transmission will initially select 1st range and
then upshift only as far as the range selected. These
positions provide more effective retarding on grades.
The shift limiter switch, located on the center console
in the cab can be used to limit the shift ranges in the
D and L shift lever positions.
Selector
Position
Shift
Limiter
OFF
R
ON
OFF
N
ON
D
Speed Range
R N 1 2 3 4 5 6 7
OFF
ON
OFF
ON
OFF
ON
OFF
ON
OFF
ON
*Initial range when F1 switch is activated.
TABLE 2.SHIFT RANGE/SHIFT LEVER

POSITIONS
D24-4
5/04 D24002
If the operator has selected the D range, the shift

limiter switch, when turned on, will prevent the transmission from shifting into 7th range to limit top speed.
The shift limiter switch can also be used to hold the
transmission in 1st range when the operator has
selected the L position on the shift lever.
Automatic Gear Shifting
The automatic shift-up/shift-down points, torque converter lock-up on/off points and auto brake on/off
points are shown in Figure 24-2 below.
In addition to the shift limit switch, there is an F1

switch. If this switch is activated, the transmission
will always start in F1 even though the shift lever is in
the DRIVE position. This switch is used for inhibition
of driving under torque converter range, for example,
torque converter lock-up clutch off if in F2 and available for prevention of torque converter overheat.
Transmission Operation Modes
Transmission upshifts or downshifts are determined
by two types of shift maps programmed into the
transmission controller. The table below shows the
conditions that must be satisfied for the transmission
controller to select either the braking mode or the
normal mode.
MODE
CONDITIONS
Braking
Mode
When either of the following conditions are

satisfied:
1. Rear brake signal ON (service brake,
retarder, or emergency brake applied)
2. Accelerator pedal released.
Normal
Mode
All other conditions
FIGURE 24-2. GEAR SHIFTING DIAGRAM
TABLE 3. OPERATION MODES

NOTE:
Braking Mode:
In the braking mode of operation, the shift-down point
and shift-up point are both raised, and the engine
rpm speed is increased to provide additional oil flow
for retarder cooling, and to increase the effect of
using the engine as a brake.
Normal Mode:
In normal mode, the shift-up point from F5

to F6 is 1960 rpm.In normal mode, the shiftdown point from F6 to F5, is 1300 rpm and
from F4 to F3 is 1390 rpm.
Lock-up: Lock-up is not actuated in reverse.
When
coasting
and
decelerating
(accelerator pedal released, and brake not
applied), the lock-up clutch is kept on for
F3, F4, F5, F6 and F7 gear positions.
The normal mode is programmed to provide maximum performance by using the trucks' power to its
utmost limit by optimizing the shift points according to
the rate of acceleration determined by the load,
grade etc.
These variable performance features improve fuel
economy, reduce noise and reduce shift shock to
improve transmission and driveline component life.
D24002 5/04
D24-5
Conditions: Range selector position: R
Automatic Shifting Sequence

Conditions: Range selector position: D
Shifting up in normal mode
1. If the range selector lever is placed in the D
position, the transmission will enter F2, torque
converter range. If the F1 start switch is turned
on, the gear position is changed to F1 instead of
F2.
2. When the throttle pedal is depressed, the
engine speed will rise. When the transmission
input shaft speed reaches 1400 rpm, the lockup clutch is engaged and the torque converter
range changes to direct drive range.
3. When the input shaft rpm increases to 1950
rpm, the transmission is shifted up to F3. At the
shift-up point, the lockup clutch is automatically
disengaged momentarily to reduce shock during the gear change.
4. Immediately after shift up, the engine speed
drops, but if the load is small, the engine speed
rises again. The situation in step 2. is repeated
and the transmission is shifted up sequentially
from F4 to F7.
1. This is the position for traveling in reverse.The

lockup is not actuated.The safety functions
when traveling in reverse include the FORWARD/REVERSE inhibit and REVERSE
safety. If the operation is not correct, the transmission is held in neutral.
Conditions: Range selector position: N

1. This is the neutral position. Only the middle
clutch in the transmission is actuated.
Gearshifting time lag

A time lag is incorporated to prevent excessive
speed changes in the transmission during automatic
gear changes. This time lag prevents a misoperation
of the controller caused by excessive rotating speed
change at shift change.
The length of the gearshifting time lag is controlled
by the individual electronically controlled modulation
system, which controls each gearshifting pattern.
Conditions: Range selector position: D

Shifting down in normal mode
1. When the load is increased and engine speed
drops below 1310 rpm, the transmission downshifts one gear. (For example, when traveling in
F6, the transmission will shift down to F5)
2. If the load increases further, the transmission
downshifts sequentially to F2. If the input shaft
speed drops to 1000 rpm when the transmission is in F2, the torque converter lockup clutch
is disengaged and the transmission changes to
torque converter drive.
NOTE: The above explanation gives a general
outline of gear shifting. However, the set speed and
actuation may differ according to the travel
conditions.
Shift Skip Logic

"Shift skip" logic (only availble with ATC 7818-581000) allows the transmission controller to skip a
gear range (when downshifting) when the truck is
climbing a steep grade. This allows the controller to
select more suitable gear ranges for the corresponding vehicle speed and rimpull requirements.
When travelling up a steep grade, accelerator pedal
depressed, the controller will use input signals such
as vehicle speed to determine whether intermediate
gear ranges should be skipped. This logic results in a
decrease in the frequency of shifting and provides an
opportunity for the vehicles inertia to help carry the
truck up the grade.
The following shift sequences have been added to
the truck:
Conditions: Range selector position: 5, 4, 3, or L

Shifting up in power mode
1. These positions give an automatic shift range
from F1 to F5 (F4, F3, or F2). The method for
automatic shifting is the same as when the shift
lever is at the D position.
D24-6
F7 to F5
F6 to F4
F5 to F3
F4 to F2
F4 to F1
F3 to F1
NOTE: If vehicle deceleration is unsubstantial, or the

accelerator pedal is not fully depressed, the
transmission will downshift one gear range at a time,
just as the previous controller.
5/04 D24002
Safety Functions
Down-shift inhibitor function:
When the gear shift lever is operated during
travel from D to 5 - L, from 5 to 3 - L, from 4 to L,
or from 3 to L:
For example, when traveling at position D (F7), and
the shift lever is moved to position 5, the transmission is not shifted directly from F7 to F5. It is shifted
down F7 - F6 - F5 sequentially according to the
engine speed. The engine overspeed prevention circuit prevents the transmission from shifting down two
gears at a time if the operator shifts down too far.
Neutral safety function:
If the shift lever is in any position other than N,
this circuit prevents the engine from starting
when the key switch is turned to the START
position.
The neutral safety circuit prevents the truck from
moving when the engine is started.
Both of these inhibitors are effective in improving the

life of the transmission. The number of abnormal
uses are logged in the transmission controller and
can be shown with MOM or DAD.
Engine overrun protection:

When the engine speed exceeds 2350 rpm, the
transmission controller automatically sends a
brake command to the RCM through the PMC,
applying the brakes. The brakes will remain
applied until the engine speed drops to 2000 rpm
or less.
Maximum shift inhibitor:
Normally the maximum transmission gear is F7.
With the use of MOM or DAD the maximum
gear can be selected anywhere between F4 and
F7.
Body-up shift inhibitor:

Abnormal use inhibitor:
If the shift lever is changed from NEUTRAL to
DRIVE or from NEUTRAL to REVERSE while the
engine speed is over 1500 rpm, the transmission
controller will keep the transmission in neutral
and reduce engine speed. The controller sends a
throttle modification signal to the PMC, even if
the throttle is depressed to the floor. The
appropriate clutches will then be engaged, once
it has been confirmed that the engine speed is
1500 rpm or less. If the REVERSE position is
selected, the threshold speed is 1400 rpm.
Directional shift inhibitor:
Normally there is no inhibit in a forward range

when the body is up. Using MOM or DAD this
inhibit can be selected between F1, F2, F3, and
F7.
Body-up reverse interlock:

The transmission controller will not allow the
truck to shift into reverse when the dump body is
up. This feature prevents the truck from
inadvertently reversing when the body is raised.
The feature can be turned on or off by the MOM
or DAD.
When the shift lever is changed quickly from

DRIVE to REVERSE or REVERSE to DRIVE and
the vehicle speed is over approximately 4 km/h
(2.5 mph) or if the engine speed is over 1500
rpm, the transmission controller keeps the
transmission in neutral. At the same time, vehicle
speed is reduced by a brake command signal to
the RCM (Retard Control Monitor), and engine
speed is reduced by a throttle modification signal
to the PMC. After confirming that vehicle speed
and engine speed have been reduced to a safe
level the appropriate clutches will be engaged. If
the REVERSE position is selected, the threshold
speed is 1400 rpm.
D24002 5/04
D24-7
TROUBLESHOOTING ATC
The following pages list fault codes and troubleshooting procedures for diagnosing Automatic Transmission Controller (ATC) problems.
If a fault occurs, the technician can trace the problem
using the Electronic Display Panel (EDP), the MOM
Fault Condition screens, and the LED displays on
the transmission controller.

inserted.Always connect any disconnected connectors before proceeding to the next step.
The Fault Code Tables (see Powertrain Management Control System), provide additional information regarding the fault when the fault codes are
determined. Specific troubleshooting procedures are
listed on the following pages for most of the fault
codes listed in the tables.
Harness connector charts at the end of this section
list the pin number, circuit function, and signal type
for each connector. Refer to Figure 24-5 for the location of each connector on the controller housing. This
D24-8
5/04 D24002
ATC FAULT CODE TROUBLESHOOTING

b001 : BATTERY VOLTAGE LOW
b006 : T/M CUT RELAY FAILURE
Check whether the voltage level between the starter

switch BR terminal and chassis is 20 V or more.
Turn key off and replace the T/M cut relay.
Yes. Check harness.

No. Check alternator.
b002 : SOLENOID VOLTAGE FAILURE
Turn key on and check whether voltage level
between ATC2, P-12 and ATC2, P-21 is between 20
and 30 V.
Yes.Turn key off, return to the first step, and
check again. If the result is the same as
before, change T/M controller.
No. Check harness.
Check whether T/M controller still detects b006.

Yes. Turn key off and disconnect ATC1 and
ATC2A from T/M controller.Check whether
the resistance between ATC1, P-9 and ATC2,
P-1, and ATC1, P-9 and ATC2, P-12 is
between 100 and 500W.
Yes. Change T/M controller.
No. Check harness.
b007 : BATTERY VOLTAGE LOW (12 V)
b003 : NEUTRAL SAFETY ON

Check whether shift lever position is Neutral.
Yes. Turn key on check whether voltage level
between ATC5B, P-3 and chassis is 1 V or
less.
Turn key off and disconnect ATC2 from T/M controller.Check whether the resistance between ATC2, P14 (harness side) and chassis is 1 Megohm or more.
Yes. Connect ATC2, and turn key on. Check
whether T/M controller still detects b007.

No. Check harness.
No. Change shift lever to Neutral position.

No. Disconnect connector at transmission range
selector lever. Check whether resistance
above returns to normal.
b005 : CLUTCH ENGAGED DOUBLE
Yes. Change transmission range selector.
Check whether T/M controller also still detects b03x

(x = 1 through 9).
No. Check harness.
Yes. Carry out the b03x troubleshooting.

No. Change T/M controller.
D24002 5/04
D24-9
b010 : ENGINE SPEED SIGNAL LOST or

b060 : ENGINE SPEED SENSOR FAILURE
Turn key off and disconnect ATC3A from T/M controller. Check whether the resistance between
ATC3A, P-13 (harness side) and P-14 (harness side)
is between 750 and 1500 .
b012 : T/M MIDDLE SHAFT SPEED SIGNAL LOST

or
b062 : T/M MIDDLE SHAFT SPEED SENSOR
FAILURE
Turn key off and disconnect ATC3A from T/M controller.
Yes. Connect ATC3A to T/M controller and start

engine. Check whether T/M controller still
detects the same fault with engine running.
Check whether the resistance between ATC3A, P-12

(harness side) and P-14 (harness side) is between
500 and 1000.

Yes. Connect ATC3A to T/M controller and start

engine. Check whether T/M controller still
detects the same fault with truck running.

No. Disconnect the connector near sensor. Check
whether the resistance between signal line of
sensor (sensor side) and ground line of sensor (sensor side) is between 750 and 1500 .
Yes. Check harness.

whether the resistance between signal line of
sensor (sensor side) and ground line of sensor (sensor side) is between 500 and 1000 .
Yes. Check harness.
b011 : T/M INPUT SPEED SIGNAL LOST or

b061 : T/M INPUT SPEED SENSOR FAILURE
1. Check whether PMC also detects E057 fault.

Yes. Perform E057 (PMC) troubleshooting.
No. Turn key off and disconnect ATC3A and
PMC2A from controllers. Check whether the
resistance between ATC3A, P-2 (harness
side) and P-14 (harness side) is between 500
and 1000 .
Yes. Connect ATC3A, and PMC2A to controllers
and start engine. Check whether T/M controller still detects the same fault with truck
running.
Check whether the resistance between signal line of sensor (sensor side) and ground
line of sensor (sensor side) is between 500
and 1000 .
Yes. Check harness.
D24-10
5/04 D24002
b013 : T/M OUTPUT SPEED SIGNAL LOST or

b063 : T/M OUTPUT SPEED SENSOR FAILURE
Check whether PMC also detects E058 fault.
Yes. Perform E058 (PMC) troubleshooting.
No. Turn key off and disconnect ATC3A and
PMC2A from controllers. Check whether the
resistance between ATC3A, P-3 (harness
side) and P-14 (harness side) is between 500
and 1000 .
b015 : LEVER SIGNAL FAILURE TYPE A

Turn key off, disconnect ATC5B from T/M controller,
and turn key on.
Check whether the resistance between each pin is as
follows:
ATC5B, P-3 and chassis is 1 or less with

shift lever @ N.

shift lever @ D.

shift lever @ 5.

check again. If result is the same as

shift lever @ 4.

shift lever @ 3.

shift lever @ L.

shift lever @ R.
Yes. Connect ATC3A and PMC2A to controllers

and start engine. Check whether T/M controller still detects the same fault with truck
running.

Check whether the resistance between signal line of sensor (sensor side) and ground
line of sensor (sensor side) is between 500
and 1000 .
Yes. Check harness.

No. Check harness for the circuit that does not
agree with above.
b014 : MACHINE SELECT SIGNAL FAILURE

Turn key on and check whether the voltage level of
each pin is as follows:
ATC5B, P-10 and chassis is 1V or less.
ATC5B, P-12 and chassis is 15V or more.
Yes. Turn key on and check whether T/M controller still detects b014.
No. Check harness.
D24002 5/04
D24-11
b016 : LEVER SIGNAL FAILURE TYPE B

Check whether T/M controller also detects fault code
b007.
Yes. Perform the b007 code troubleshooting for
the T/M controller.
No. Turn key on and verify the voltage level of the
pins, under the conditions listed in the table
below are correct:
SHIFT
POSITION
ATC5B, Pin #
23
22
24
25
26
27
28
Range
Selected
Range NOT
Selected
1 volt or less
15 volts or
more
Yes. Turn key off and on again.Check whether

T/M controller still detects b016.
No. Check harness.
b017 : ACCELERATOR SENSOR FAILURE
Turn key on and check whether the voltage level
between ATC3B, P-11 and ATC3A, P-16 is between
4.6 and 5.4 V.
FIGURE 24-3. ACCELERATOR VOLTAGE OUTPUT

No. Turn key off and disconnect the connector near sensor. Verify the resistance
between power source line (sensor side)
and ground line (sensor side) of sensor
is between 4.6 and 5.4k.
Yes. Verify the relation between the resistance between the signal line (sensor
side) of sensor and ground line (sensor side) of sensor, and accelerator
pedal travel is as shown in Figure 244.
Yes. Check harness.
No. Change accelerator sensor.
No. Change accelerator.
No. Check harness.
Yes. Verify the relation between the voltage level

(between ATC3B, P-11 and ATC3A, P-16)
and accelerator pedal travel is as shown in
Figure 24-3.
No.
Verify the voltage level between power

source line and ground line of connector
near sensor is between 4.6 and 5.6V.
Yes. Verify the relation between the voltage

level (between signal line and ground line
of connector near sensor) and accelerator
pedal travel is as shown in Figure 24-3.
Yes. Check harness.
FIGURE 24-4. ACCELERATOR RESISTANCE
VALUES
D24-12
5/04 D24002
No. Turn key off and disconnect ATC3A from T/M

controller. Verify the resistance between P-6
(harness side) and P-16 (harness side) is
between 4.6 and 5.4 k, and the resistance
between P-6 (harness side) and chassis is 1
M or more.
Yes. Return to the first step, and check again. If
the result is the same as before, change
T/M controller.
No. Disconnect the connector near sensor. Verify the resistance between power source
line (sensor side) and ground line (sensor
side) of sensor is between 4.6 and 5.6k,
and the resistance between power source
line (sensor side) and chassis is 1M or
more.
Yes. Check harness.
No. Change accelerator sensor.
Turn key off and disconnect ATC3A and ATC3B from

T/M controller. Verify resistance between ATC3B, P3
(harness side) and ATC3A, P-16 (harness side) is
between 1 and 500 k.
Yes. Turn key off and on again. Check whether
T/M controller still detects b019.
near sensor. Verify the resistance between
signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500k.
No. Change temperature sensor.
D24002 5/04
Check whether T/M controller also detects b00x,

b01x, b02x, b03x, or b06x.
Yes. Refer to the b010 - b013 or b060 - b063 fault
code for T/M controller troubleshooting.
No. Refer to Section F and check hydraulic pressure.
b022 : HIGH CLUTCH FAILURE,

b023 : LOW CLUTCH FAILURE, or
b029 : MIDDLE CLUTCH FAILURE
Check whether T/M controller also detects b00x,
b01x, b02x, b03x, or b06x.
Yes. Refer to the b010 - b013 or b060 - b063 fault
code for T/M controller troubleshooting.
No. Refer to Section F and check hydraulic pressure.
b019: ECMV OIL TEMPERATURE SENSOR

FAILURE
Yes. Check harness.
b021 : LOCK-UP CLUTCH FAILURE
b024 : 1ST CLUTCH FAILURE,

b025 : 2ND CLUTCH FAILURE,
b026 : 3RD CLUTCH FAILURE, or
b028 : REVERSE CLUTCH FAILURE
Turn key off and verify the resistance between
ATC3A, P-3 (harness side) and P-14 (harness side),
and the resistance between ATC3A, P-3 (harness
side) and chassis is between 500 and 1000 .
Yes. Refer to Section F and check hydraulic
pressure.
whether the resistance between signal line
(sensor side) and ground line (sensor side) of
sensor is between 500 and 1000 , and the
resistance between signal line (sensor side)
of sensor and chassis is 1M or more.
Yes. Check harness.
D24-13
FILL SWITCH
Connected
Disconnected
Resistance
(to Ground)
@ Switch
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Ohms
Volts
Ohms
Ohms
b031
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b032
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b033
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b034
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b035
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b036
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b038
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b039
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b041 - b046, b048, b049:

CLUTCH ECMV FAILURE 2
b031 - b036, b038, b039:

Case 1: Check fill signal.
1. Turn key ON and measure the voltage level

between the ATC5A pins listed in the chart
above and chassis.
1. Turn key on and measure the voltage level

between the ATC5A pins listed in the chart
below and chassis.
2. Turn key OFF, disconnect ATC5A from T/M

controller, and measure the resistance between
the pins (harness side) and chassis as listed in
the chart above.
2. Turn key off, disconnect ATC5A from T/M controller, and measure the resistance between the
pins (harness side) and chassis as listed below.
Yes. Refer to Section F and check hydraulic pressure.
Yes. Check hydraulic pressure.

near the fill switch. Verify the resistance
between the disconnected point (switch side)
and chassis are as shown below.
No. Disconnect the connector near fill switch. Verify the resistance between the switch pins and
chassis is as shown in the Table above.
Yes. Check harness.
Yes. Change fill switch.
No. Change fill switch.
No. Check harness.
FILL SWITCH
Connected
Disconnected
Resistance
(to Ground)
@ Switch
FAULT
CODE
CLUTCH
ATC5A Pin #
Volts
Ohms
Volts
Ohms
Ohms
b041
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b042
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b043
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b044
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b045
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b046
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b048
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b049
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
D24-14
5/04 D24002
FILL SWITCH
Connected
FAULT
CODE
CLUTCH
ATC5A Pin #
Resistance
(to Ground)
@ Switch
Disconnected
Volts
Ohms
Volts
Ohms
Ohms
b051
Lockup
17
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b052
High
12
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b053
Low
10
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b054
1st
13
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b055
2nd
14
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b056
3rd
15
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b058
Reverse
16
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
b059
Middle
11
1 volt or less
1 or less
15 - 25V
1M or more
1M or more
Case 2 : Check transmission input speed signal

and H, M, or L clutch.
If the T/M controller detects b042, b043, or
b049, perform the b022, b023, or b029 code
troubleshooting.
Case 3 : Check transmission output speed signal
and 1st, 2nd, 3rd, and R clutch.
If the T/M controller detects b044, b045,
b046, or b048, fault code, perform the b024,
b025, b026, and b028 code troubleshooting.
b071 - b076, b078, b079:

CLUTCH SOLENOID FAILED HIGH
b091 - b096, b098, b099:
CLUTCH SOLENOID FAILED LOW
Turn key off, disconnect ATC2 from T/M controller,
and verify the resistance between each pin of ATC2
shown in the chart below (harness side) and the
resistance between the ATC2 pins (harness side)
and chassis is as shown below.
RESISTANCE
b051 - b056, b058, b059:

Perform troubleshooting steps described previously
for b041 - b046, b048, b049 codes.
Refer to the Table below for the b05xx fault codes
and corresponding codes listed in the Tables on the
previous page.
FAULT
CODE
REFER TO TROUBLESHOOTING PROCEDURES FOR THE CODES BELOW
b051
b041
b052
b042
b053
b043
b054
b044
b055
b045
b056
b046
b058
b048
b059
b049
D24002 5/04
FAULT
CODE
ATC2Pin #
Pin to Pin
Pin to Chassis
b071, 91
10, 20
5 25
1M or more
b072, 92
9, 19
5 25
1M or more
b073, 93
7, 17
5 25
1M or more
bo74, 94
2, 13
5 25
1M or more
b075, 95
4, 15
5 25
1M or more
b076, 96
3, 13
5 25
1M or more1M
b078, 98
5, 15
5 25
1M or more
b079, 99
8,18
5 25
1M or more
Yes. Connect ATC2 and turn key on. Check

whether T/M controller still detects the same
fault.
No. Disconnect the connector near solenoid, measure the resistance between plus line (solenoid side) and minus line (solenoid side) of
solenoid, and the resistance between plus
line (solenoid side) and minus line (solenoid
side) of solenoid and chassis. Verify resistance agrees with Table.
D24-15
No. Check harness.
Yes. Check harness.
No. Turn key off and set the T/M Controller rotary
switch 1 to D.
No. Change solenoid.

b081 : TORQUE CONVERTER INLET PRESSURE
SIGNAL FAILURE or
b083 : TORQUE CONVERTER INLET PRESSURE
SENSOR FAILURE
Turn key on and check whether the voltage level
between ATC1, P-3 and ATC3A, P-16 is between 20
and 30 V.
Yes. Turn key off, change pressure sensor, and
turn key on. Check whether T/M controller still
b0A2 : T/C OIL TEMPERATURE SENSOR FAILURE

Turn key off and disconnect ATC3B from T/M controller. Verify the resistance between ATC3B, P-7
and ATC3A P-16 is between 1 and 500 k.
Yes. Turn key off and on again. Check whether T/
M controller still detects b0A2.

No. Check harness.
b082 : TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE or

b084 : TORQUE CONVERTER OUTLET PRESSURE SENSOR FAILURE
Turn key on and verify the voltage level between
ATC1, P-3 and ATC3A, P-16 is between 20 and 30
V.
Yes. Turn key off, change pressure sensor, and
turn key on. Check whether T/M controller still

signal line (sensor side) and ground line (sensor side) of sensor is between 1 and 500 k.
Yes. Check harness.
b0A3 : FUEL LEVEL SENSOR FAILURE

T/M controller. Check whether the resistance
between ATC3B, P-4 (harness side) and chassis is
3W or less, or 100 or more.
Yes. Disconnect the connector near sensor. Measure whether the resistance between signal
line (sensor side) of sensor and chassis is 3
or less, or 100 or more.
No. Check harness.
b0A1 : MACHINE SELECT FAILURE
Yes. Change level sensor.
Remove the plug on face of T/M controller and check

whether rotary switch 1 is set to D.
Yes. Turn key on and verify the voltage level of
each pin is as follows:
No. Check harness.

No. Connect ATC3B and turn key on. Check
whether T/M controller still detects b0A3.
ATC5B, P-11 and chassis is 1 V or less.

ATC5B, P-12 and chassis is 20 V or more.

D24-16
5/04 D24002
b0A4 : LEFT REAR BRAKE OIL TEMPERATURE

SENSOR FAILURE
b0b4 : RIGHT REAR BRAKE OIL TEMPERATURE

SENSOR FAILURE

T/M controller.
Check whether the resistance between ATC3B, P-6
and ATC3A, P-16 is between 1 and 500 k.

T/M controller.
Yes. Turn key off and on again.Check whether T/

M controller still detects b0A4.
Yes. Turn key off and on again. Check whether T/

M controller still detects b0b4.




Yes. Check harness.
Yes. Check harness.
b0b1 : T/M OIL TEMPERATURE SENSOR FAILURE
b0b5 : FRONT BRAKE OIL TEMPERATURE SENSOR FAILURE

T/M controller.

T/M controller.






Yes. Check harness.
Yes. Check harness.
D24002 5/04
D24-17
b0C1 : CONNECTOR MISMATCH
b0d2 : TORQUE CONVERTER OIL OVERHEAT
Verify ATC5A is properly connected.
Check whether T/M controller still detects fault code

b0d2 by using the MOM screen (s2231).
Yes. Turn key on and verify the voltage levels on

the pins are as follows:
ATC5A, P-1 and chassis is 1 V or less.
No. Check harness.
No. Connect ATC5A to the proper connector.
Yes. Check whether the torque converter outlet oil

temperature is 120C (248 F) or more.
Yes. Start engine, keep low idle speed for a few
minutes to cool oil, and check whether the
torque converter outlet oil temperature is
120C (248 F) or more again.
Yes. Check whether T/M controller still detects
b0d2 on MOM screen s2231 again.
Yes. Check hydraulic system.
No. Check whether T/M controller still detects
fault code b0d2 by using the MOM screen
(s2231) again.
Yes. Turn key off and disconnect ATC3A and
ATC3B from T/M controller.
Check whether the resistance between
ATC3B, P-7 (harness side) and ATC3A,
P-16 (harness side) is 2.25 k or more.
b0d1 : CHANGE T/M FILTER

Check transmission filter for restriction.
Yes. Change filter.
No. Turn key on and verify voltage level between
ATC5A, P-6 and chassis is 20 V or more.
Yes. Return to the first step, and check

again. If the result is the same as before,
change T/M controller.
Yes. Check whether there is the continuity

between ATC5A, P-6 and filter restriction
switch.

signal line is 2.25 k or more.
Yes. Change switch.
Yes. Change temperature sensor.
No. Check harness.
No. Check harness.


D24-18
5/04 D24002
b0d3 : ENGINE COOLANT OVERHEAT
b0d5 : LARGE LATERAL INCLINATION
The T/M controller does not monitor engine coolant

overheat directly. It logs the occurrence when Cense
detects L151(High Coolant Temp) .
Check whether T/M controller still detects b0d5 on

MOM screen s2231 with truck parked on a level surface.
If fault code b0d3 is active on MOM screen s2231,

refer to engine coolant system or Cummins service
publications for troubleshooting.
Yes. Turn key off and disconnect ATC5A from

T/M controller. Check whether the resistance
between ATC5A, P-5 and chassis is 1M or
more.
b0d4 : REAR BRAKE (L) COOLING OIL OVERHEAT
Yes. Disconnect the connectors near lateral

inclination switch and body down switch.
Check whether resistance between both
signal lines (switch side) and chassis is 1
M or more.

the MOM screen, s2231.
Yes. Check whether the left rear brake oil temperature is 120C (248 F) or more.
left rear brake oil temperature is 120C
(248 F) or more again.
b0d4 on the MOM screen s2231 again.
Yes. Replace the switch if its resistance is 1

M or more.
No. Check harness.
No.
Return to the first step, and check again. If

the result is the same as before, change
T/M controller.
Yes. Check hydraulic and cooling systems.

b0d4 on MOM screen s2231 again.
ATC3B from T/M controller. Check
whether the resistance between ATC3B,
P-6 (harness side) and ATC3A, P-16
(harness side) is 2.25 k or more.
again. If the result is the same as
No.
Disconnect the connector near sensor. Check whether the resistance

between signal line (sensor side) and
ground line (sensor side) of sensor is
2.25 k or more.

No. Check harness.
No.
Turn key off, return to the first step,

and check again. If the result is the
same as before, change T/M controller.
b0d7 : BATTERY CHARGE CIRCUIT FAILURE

Turn key on and verify the voltage between ATC3B,
P-1 and chassis is 20 V or more with engine running.
before, change T/M controller
No. Check for continuity between ATC3B, P-1
and alternator terminal R.
Yes. Replace alternator
No. Check harness
b0d8 : OVERRUN
MOM screen s2231 with engine running at proper
speed.
D24002 5/04
D24-19
b0dA : BATTERY DIRECT VOLTAGE FAILURE

Turn key on and check whether the voltage
level between each pin is as follows:
b0E2 : LOW STEERING SYSTEM PRESSURE

Check whether the steering pressure is too low with
engine running.
Yes. Refer to Section L and check hydraulic circuit.
ATC1, P-8 and P-7 is 5 V or more.

Yes. Check harness.
b0db : SWITCHED VOLTAGE FAILURE

Turn key on and check whether the voltage level of
between each pin is as follows:

b0E2 with engine running.
ATC5B, P-16 and chassis is 20 V or more
Yes. Turn key off and disconnect ATC5B from
T/M controller. Check for continuity
between ATC5B, P-16 and pressure
switch.
Yes. Change pressure switch.
No. Check harness.
Yes. Check harness.


b0E3 : LOW STEERING ACCUMULATOR PRECHARGE PRESSURE (1)

Check steering accumulator 1 for low nitrogen pressure.
Yes. Charge nitrogen gas or change accumulator.
level between ATC3A, P-19 and chassis is 4
V or more.
between ATC3A, P-19 and pressure
switch.
No. Check harness.
No.
D24-20
Turn key off, return to the first step, and

5/04 D24002
b0E4 : LOW STEERING ACCUMULATOR PRECHARGE PRESSURE (2)
b0E7 : LOW REAR BRAKE ACCUMULATOR PRECHARGE PRESSURE
Check steering accumulator 2 for low nitrogen pressure (See Section L).
Check whether rear brake accumulator nitrogen

pressure is too low (See Section J).

V or more.

V or more.

between ATC3A, P-20 and pressure
switch.
No.

b0E6 : LOW FRONT BRAKE ACCUMULATOR

PRECHARGE PRESSURE
Check whether the pressure of nitrogen gas in front
brake accumulator is too low (See Section J).
V or more.
between ATC5A, P-9 and pressure switch.
No. Check harness.
No.

No. Check harness.
No. Check harness.

No.

between ATC5A, P-7 and pressure switch.


b0F1 : LOW BRAKE OIL PRESSURE

Check whether the brake pressure is too low with
engine running.
Yes. Check hydraulic circuit (See Section J).
b0F1 with engine running.
ATC3A, P-11 and chassis is 20 V or more
Yes. Turn key off and disconnect ATC3A from
T/M controller. Check whether there is the
continuity between ATC3A, P-11 and
pressure switch.
No. Check harness.
Yes. Check hydraulic circuit (See Section J).
D24002 5/04
D24-21
b0F2 : FRONT BRAKE COOLING OIL OVERHEAT
b0F3 : REAR BRAKE COOLING OIL OVERHEAT
Check whether T/M controller still detects b0F2 on

MOM screen s2231.

MOM screen s2231.
Yes. Check whether the front brake oil temperature is 120C (248 F) or more.
Yes. Check whether the rear brake oil temperature

is 120C (248 F) or more.

front brake oil temperature is 120C (248
F) or more again.

rear brake oil temperature is 120C (248
F) or more again.

b0F2 on MOM screen s2231 again.

Yes. Check hydraulic system (See Section

J).
Yes. Check hydraulic system (See Section

J).

Yes. Turn key off and disconnect ATC3A
from T/M controller. Check whether the
resistance between ATC3B, P-10 (harness side) and ATC3A, P-16 (harness
side) is 2.25 k or more.




signal line (sensor side) and ground line
(sensor side) of sensor is 2.25 k or
more.
No.
No.
No. Check harness.
No. Check harness.

D24-22

2.25 k or more.
No.

5/04 D24002
b0F4 : HIGH T/M LUBRICANT OIL TEMPERATURE

MOM screen s2231.
Yes. Check whether the transmission lubricant oil
temperature is 120C (248 F) or more.
transmission lubricant oil temperature is
120C (248 F) or more again.
b0F4 by MOM screen of s2231 again.
Yes. Check hydraulic system.
b0F4 by MOM screen of s2231 again.
No.

2.25 k or more.

No. Check harness.
D24002 5/04
D24-23
ATC FAULT CODE LOGIC DESCRIPTION

b001:
BATTERY VOLTAGE LOW
b002:
SOLENOID VOLTAGE FAILURE
Engine speed is 500 rpm or more, switched power

source is 19 volts or less, battery supply is 19 volts or
less
Engine speed is 500 rpm or more, switched power

supply is 20 volts or more
AND
AND
Either (a) or (b) below occurs:
The above conditions continue for 0.2 seconds.
a. Solenoid 1 power supply is 18 volts or less

b. Solenoid 2 power supply is 18 volts or less
ATC Operation When Fault is Detected:

Transmission is shifted to NEUTRAL
AND
The above conditions remain for 0.5 seconds.
Switched power source is 20 volts or more, or battery

supply voltage is 20 volts or more
AND
The above conditions exist for 0.1 seconds.
Transmission Cut Relay is turned OFF

Fault recovery logic is ignored while key switch
remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON.
The following conditions must exist during restarting
for recovery from the fault:
Solenoid 1 power supply is more than 18 volts,
Solenoid 2 power supply is more than 18 volts
AND
D24-24
5/04 D24002
b003:
NEUTRAL SAFETY ON
b006
TRANSMISSION CUT RELAY FAILURE
Fault will occur if operator attempts to start the truck

when the range selector lever is in any position other
than N.
Protection circuit detects a short to ground

OR
Protection circuit detects an open circuit and condition exists for 1.0 second.
Note: Fault is not recorded.

Transmission remains in NEUTRAL

Transmission cut relay is turned OFF
Fault will be recovered if the range selector is placed

in N position.

b005:
CLUTCH ENGAGED DOUBLE

Protection circuit does not detect a short circuit and

condition exists for 0.5 seconds.
Two or more fill signals received from low, middle, or

high clutch, and condition remains for 2.0 seconds.
AND
OR
Protection circuit does not detect an open circuit and

Two or more fill signals received from 1st, 2nd, 3rd,

or REV clutch and condition remains for 2.0 seconds.
Transmission Cut Relay is turned OFF
All fill signals from low, middle, or high clutch are off
and condition remains for 0.5 seconds.
AND
Fill signals received from 1st, 2nd, 3rd, or REV clutch
are off and condition remains for 0.5 seconds.
D24002 5/04
D24-25
b007:
BATTERY VOLTAGE LOW (12V)
b011:
TRANSMISSION INPUT SPEED SIGNAL LOST
Sensor power (12V) is 6 volts or less for 0.1 seconds.
Protection circuit detects disconnection in speed signal circuit.
All outputs are turned off.

Transmission holds current range position.

Remains in NEUTRAL when range selector is
returned to N.

Sensor power supply must be 10 volts or more for
0.5 seconds.
Limp Home Procedure:

After stopping the truck, set (REV, low) by
shifting the range selector from N to R, or
After stopping the truck, set (1st, mid) by
shifting the lever from N to D, 5, 4, 3 or L.
b010:
ENGINE SPEED SIGNAL LOST


Protection circuit does not detect disconnection

and condition exists for 1.5 seconds.

returned to N.
B012:
TRANSMISSION MID SPEED SIGNAL LOST
returned to N.



D24-26
5/04 D24002

b014:
MACHINE SELECT SIGNAL FAILURE
Note: Fault detection only occurs at truck start-up.
Rotary switch setting agrees with software for truck
model , harness model selection does not agree with
software for truck model, and conditions exist for 0.1
seconds
B013:
TRANSMISSION OUTPUT SPEED SIGNAL LOST
Transmission shifts to NEUTRAL



returned to N.

model and harness model selection agrees with software for truck model

D24002 5/04
D24-27
b015:
LEVER SIGNAL FAILURE A
b017:
ACCEL SENSOR FAILURE
Two or more lever signals are on and condition exists

for 3.0 seconds.
Throttle pedal voltage is less than 0.6 volts or throttle

pedal voltage is more than 4.7 volts
AND

Transmission controlled by highest priority lever
signal as follows: N>D>5>4>3>L.
Transmission will shift to NEUTRAL whenever R
signal and another signal are received
simultaneously.
Controller receives one signal and signal continues
for 0.1 seconds.
The conditions exist for 1 second.

Controls ECMV assuming full throttle.
Throttle pedal voltage is 0.6 volts or more and 4.7
volts or less for 0.1 seconds.
b019:
ECMV OIL TEMPERATURE SENSOR FAILURE
b016:
LEVER SIGNAL FAILURE B

All lever signals are off and condition exists for 3.0
seconds.
Transmission control continues based on signal
received before it was lost.
Transmission will shift to NEUTRAL when the
truck is stopped.
Oil temperature is 150 C (302 F) or more and continues for 2 seconds.

Transmission control based on oil temperature signal
received before failure.
During truck operation:
Oil temperature is less than 150 C (302 F) for 2
seconds.

A lever signal exists and remains for 0.1 seconds.
When key switch is turned OFF and then turned

ON again:
Oil temperature is less than 150 C (302 F) for 0.5
seconds.
D24-28
5/04 D24002
b021:
LOCKUP CLUTCH FAILURE
Lockup clutch command on, lockup clutch in sliding,
lockup fill signal is on.

remains ON. Recovery requires clearing through initial power-up when the key switch is turned ON. Fault
will be recovered when truck is restarted.
AND
Conditions exist for 0.5 seconds.
After stopping the truck, set (REV, low) by shifting
the range selector from N to R
b023:
L CLUTCH FAILURE
OR
After stopping the truck, set (1st, mid) by shifting the
lever from N to D, 5, 4, 3 or L.
L clutch command on, L clutch in sliding, L fill signal

is on
AND


shifting the range selector from N to R
b022:
H CLUTCH FAILURE
OR

H clutch command ON, H clutch in sliding, H fill signal is ON
AND


OR
D24002 5/04
D24-29
After limp home switch is turned ON, set

(1st, mid) by shifting the lever from N to D,
5, 4, 3 or L.
b024:
1st CLUTCH FAILURE
1st clutch command ON, 1st clutch in sliding, OR
transmission output speed sensor failure, and 1st fill
signal is ON
AND


b026:
3rd CLUTCH FAILURE

(REV, low) by shifting the range selector
from N to R
OR
(2nd, low) by shifting the lever from N to D,
5, 4, 3 or L.

3rd clutch command on, 3rd clutch in sliding, or
transmission output speed sensor failure, and 3rd fill
signal is on
AND


(REV, low) by shifting the range selector
from N to R
OR
(1st, MID) by shifting the lever from N to D,
5, 4, 3 or L.
b025:
2nd CLUTCH FAILURE

2nd clutch command ON, 2nd clutch in sliding, or
transmission output speed sensor failure and 2nd fill
signal is ON

AND
(REV, LOW) by shifting the range selector
from N to R
OR
D24-30
5/04 D24002
b028:
R CLUTCH FAILURE
b031:
LOCKUP CLUTCH ECMV FAILURE I
R clutch command on, R clutch in sliding, or transmission output speed sensor failure and R fill signal
is on
Lockup clutch command = 0, lockup fill signal ON

AND
AND

Transmission shifts to NEUTRAL.


shifting the range selector from N to R , or

Cannot shift to REVERSE
(1st, mid) by shifting the lever from N to D.

Fill signal = off and remains off for 0.5 seconds.

b032:
H CLUTCH ECMV FAILURE I
b029:
M CLUTCH FAILURE
H clutch command = 0, H fill signal on
Fault Detecting Logic
M clutch command on, M clutch in sliding, R fill signal

is on
AND
AND


After stopping the truck, set (1st, high) by
shifting the lever from N to D, 5, 4, 3, or L .

shifting the range selector from N to R , or
Fill signal = off and remains off for 0.5 s
After stopping the truck, set (2nd, low) by

D24002 5/04
D24-31
b033:
L CLUTCH ECMV FAILURE I
b035:
2nd CLUTCH ECMV FAILURE I
L clutch command = 0, L fill signal on
2nd clutch command = 0, 2nd fill signal on

AND
AND


OR

After stopping the truck, set (2nd, LOW) by

b036:
3rd CLUTCH ECMV FAILURE I
b034:
1st CLUTCH ECMV FAILURE I

3rd clutch command = 0, 3rd fill signal on
AND
1st clutch command = 0, 1st fill signal on

AND



After stopping the truck, set (3rd, low) by




D24-32
5/04 D24002
b038:
R CLUTCH ECMV FAILURE I
b041:
LOCKUP CLUTCH ECMV FAILURE II
R clutch command = 0, R fill signal on
Lockup clutch command on, lockup clutch in sliding,

lockup fill signal off
AND
AND



shifting the range selector from N to R.
Cannot shift to FORWARD.

OR


b039:
M CLUTCH ECMV FAILURE I
b042:
H CLUTCH ECMV FAILURE II
M clutch command = 0, M fill signal on

AND

H clutch command on, H clutch in sliding, H fill signal

off
AND

After stopping the truck, set (REV, mid) by
OR

OR

D24002 5/04
D24-33
b043:
L CLUTCH ECMV FAILURE II
L clutch command on, L clutch in sliding, L fill signal
off

AND
b045:
2nd CLUTCH ECMV FAILURE II

2nd clutch command on, 2nd clutch in sliding, 2nd fill

signal off
AND
OR



OR
b044:
1st CLUTCH ECMV FAILURE II
1st clutch command on, 1st clutch in sliding, 1st fill
signal off

AND

OR
D24-34
5/04 D24002
b046:
3rd CLUTCH ECMV FAILURE II
b049:
M CLUTCH ECMV FAILURE II
3rd clutch command on, 3rd clutch in sliding, 3rd fill

signal off
M clutch command on, M clutch in sliding, M fill signal off.
AND
AND



OR
OR



b048:
R CLUTCH ECMV FAILURE II
R clutch command on, R clutch in sliding, R fill signal
off.
AND
D24002 5/04
D24-35
b051:
LOCKUP CLUTCH ECMV FAILURE III
H clutch command on, H clutch not in sliding, H fill

signal on

Lockup clutch command on, lockup clutch not in sliding, lockup fill signal off
AND
AND
Conditions remain for 0.5 seconds.
Fault will be recovered when truck is restarted.

Hold current shift range.
b053:
L CLUTCH ECMV FAILURE III
Hold NEUTRAL when range selector is placed in

N.

L clutch command on, L clutch not in sliding, L fill signal off

AND
OR
Lockup clutch command on, lockup clutch not in sliding, lockup fill signal on
AND

N.
shifting the range selector from N to R or


L clutch command on, L clutch not in sliding, L fill signal on
b052:
H CLUTCH ECMV FAILURE III
AND

H clutch command on, H clutch not in sliding, H fill
signal off

AND
N.
After stopping the truck, set (1st, high) by
D24-36
5/04 D24002
b054:
1st CLUTCH ECMV FAILURE III
b055:
2nd CLUTCH ECMV FAILURE III
1st clutch command on, 1st clutch not in sliding, 1st

fill signal off
2nd clutch command on, 2nd clutch not in sliding,

2nd fill signal off
AND
AND

N.

N.


shifting the range selector from N to D, 5, 4,
3 or L.

3 or L.

1st clutch command on, 1st clutch not in sliding, 1st
fill signal on
AND

2nd clutch command on, 2nd clutch not in sliding,
2nd fill signal on
AND


b056:
3rd CLUTCH ECMV FAILURE III
3rd clutch command on, 3rd clutch not in sliding, 3rd
fill signal off
AND
N.
D24002 5/04
D24-37
After stopping the truck, set (3rd, low) by

3 or L.
3rd clutch command on, 3rd clutch not in sliding, 3rd
fill signal on
AND
b059:
M CLUTCH ECMV FAILURE III
M clutch command on, M clutch not in sliding, M fill
signal off
AND


N.
b058:
R CLUTCH ECMV FAILURE III


R clutch command on, R clutch not in sliding, R fill
signal off
AND

3 or L.

M clutch command on, M clutch not in sliding, M fill

signal on
AND

N.


shifting the range selector from N to R.
Cannot shift to FORWARD.
R clutch command on, R clutch not in sliding, R fill
signal on
AND
D24-38
5/04 D24002
b061:
TRANSMISSION INPUT SPEED SENSOR FAILURE
b060:
ENGINE SPEED SENSOR FAILURE
Engine speed is less than 100 rpm, torque converter
inlet pressure is 2 kg/cm2 or more, torque converter
outlet pressure is 2 Kg/cm2 or more

Engine speed more than 500 rpm, H/L clutch on,
speed clutch on, lockup clutch on
AND
AND
The above conditions exist for 10 seconds.
Transmission input speed signal out of range

AND


N.
3 or L.
The following conditions must be present to allow
recovery when truck is restarted:

N.
3 or L.
Engine speed must be less than 100 rpm

AND
Torque converter inlet pressure less than 2 kg/cm2,
OR
Torque converter outlet pressure less than 2 Kg/cm2,
AND
The above conditions exist for 0.5 seconds
D24002 5/04
D24-39
b062:
TRANSMISSION MIDDLE SPEED SENSOR FAILURE
b063:
TRANSMISSION OUTPUT SPEED SENSOR FAILURE


AND
AND
Transmission middle speed signal out of range
Transmission output speed signal out of range

AND
AND

N.

N.



3 or L.

3 or L.


D24-40
5/04 D24002
b071:
LOCKUP CLUTCH SOLENOID FAILED HIGH
Protection circuit detects short to ground
OR
Protection circuit detects hot short and hot short
exists for 0.5 seconds.

3 or L.
The protection circuit does not detect a short to
ground for 0.5 seconds

3 or L.
AND
The protection circuit does not detect a hot short for
0.5 seconds.
b073:
LOW CLUTCH SOLENOID FAILED HIGH

AND

OR

0.5 seconds.

b072:
HIGH CLUTCH SOLENOID FAILED HIGH

3 or L.
OR




AND

D24002 5/04

0.5 seconds.
D24-41
b074:
1st CLUTCH SOLENOID FAILED HIGH
OR

3 or L.

3 or L.
AND
0.5 seconds.
b076:
3rd CLUTCH SOLENOID FAILED HIGH

AND

OR

0.5 seconds.
b075:
2nd CLUTCH SOLENOID FAILED HIGH

3 or L.
OR




AND

D24-42

0.5 seconds.
5/04 D24002
b078:
REVERSE CLUTCH SOLENOID FAILED HIGH

OR


AND
0.5 seconds

3 or L.
AND
b081:
TORQUE CONVERTER INLET PRESSURE SIGNAL FAILURE
Torque converter inlet pressure sensor output 0.5
volts or less, or torque converter inlet pressure sensor output 4.5 volts or more.
AND
Either of the above conditions exist for 1 second.
No change in operation

0.5 seconds
b079:
MIDDLE CLUTCH SOLENOID FAILED HIGH

The following conditions are required for recovery
during operation:
Torque converter inlet pressure sensor output more
than 0.5 volts, and less than 4.5 volts,
AND
The above condition exists for 2.0 seconds.

when the truck is restarted:
OR
Torque converter inlet pressure sensor output more

AND

3 or L.
D24002 5/04
D24-43
b082:
TORQUE CONVERTER OUTLET PRESSURE SIGNAL FAILURE
b083:
TORQUE CONVERTER INLET PRESSURE SENSOR FAILURE
Torque converter outlet pressure sensor output 0.5

volts or less, or torque converter outlet pressure sensor output 4.5 volts or more.

inlet pressure is 2 Kg/cm2 or more and torque converter outlet pressure is less than 2 Kg/cm2
AND
AND
Either of the above conditions exist for 1 second.

The above conditions exist for 10 seconds


during operation:
Conditions required for recovery during operation:
Torque converter outlet pressure sensor output more


inlet pressure is less than 2 Kg/cm2,
AND
AND

Torque converter outlet pressure sensor output more
AND

inlet pressure is less than 2 Kg/cm2,
AND
D24-44
5/04 D24002
b084:
TORQUE CONVERTER
SENSOR FAILURE
OUTLET
PRESSURE
b091:
LOCKUP CLUTCH SOLENOID FAILED LOW

inlet pressure is less than 2 Kg/cm2, and torque converter outlet pressure is 2 Kg/cm2 or more,
AND
Solenoid output ON and protection circuit detects a

disconnection,
AND
The conditions exist for 0.5 seconds

Conditions required for recovery during operation

Conditions required for recovery during operation:
Protection circuit does not detect disconnection for

1.0 second.

outlet pressure is less than 2 Kg/cm2,
Conditions required for recovery when the truck is

restarted:
AND

0.5 seconds.

restarted:
outlet pressure is less than 2 Kg/cm2,
AND
b092:
H CLUTCH SOLENOID FAILED LOW
Solenoid output ON and protection circuit detects a
disconnection,
AND
1.0 second.
restarted:
0.5 seconds.
D24002 5/04
D24-45
b093:
L CLUTCH SOLENOID FAILED LOW
b095:
2nd CLUTCH SOLENOID FAILED LOW
Solenoid output on and protection circuit detects a

disconnection,

disconnection,
AND
AND


1.0 second.

1.0 second.

restarted:

restarted:

0.5 seconds.

0.5 seconds.
b094:
1st CLUTCH SOLENOID FAILED LOW
b096:
3rd CLUTCH SOLENOID FAILED LOW

disconnection,

disconnection,
AND
AND


1.0 second.

1.0 second.

restarted:

restarted:

0.5 seconds.

0.5 seconds.
D24-46
5/04 D24002
b098:
R CLUTCH SOLENOID FAILED LOW
b0A1:
MACHINE SELECT FAILURE
Note: Fault detection only occurs at truck start-up.

disconnection,
AND
Rotary switch setting does not agree with software

for truck model, and condition exists for 0.1 seconds




1.0 second.
restarted:
0.5 seconds.

model
AND
Harness model selection agrees with software for
truck model
b099:
M CLUTCH SOLENOID FAILED LOW
disconnection,
AND
b0A2:
TORQUE CONVERTER OIL TEMPERATURE SENSOR FAILURE

Oil temperature is 150C (302F) or more and condition exists for 2.0 seconds.


1.0 second.

restarted:
0.5 seconds.
D24002 5/04
Oil temperature less than 150C (302F) for 2 seconds.

restarted:
Oil temperature less than 150C (302F) for 0.1 seconds.
D24-47
b0b1:
TRANSMISSION OIL TEMPERATURE SENSOR
FAILURE
b0A3:
FUEL LEVEL SENSOR FAILURE
Input voltage 4 volts or more and key switch is not in
the START position
AND
Conditions exist for 2 seconds.


Input voltage less than 4 volts for 2 seconds.
restarted:
Input voltage less than 4 volts for 0.1 seconds.
b0A4:
REAR BRAKE OIL TEMPERATURE SENSOR
FAILURE

restarted:
b0b2:
COOLANT TEMPERATURE SENSOR
Input resistance is greater than 170 and continues

for 2 seconds.

restarted:
D24-48

Input resistance is 170 or less for 2 seconds.
restarted:
Input resistance is 170 or less for 0.1 seconds.
5/04 D24002
b0b4:
RIGHT REAR BRAKE OIL TEMPERATURE SENSOR FAILURE
b0C1:
CONNECTOR MISMATCH
Note: Failure detection occurs only when truck is
started.
ATC3A pin 1 is not open or ATC3A pin 1 is not
grounded
AND
The condition exists for 0.1 seconds.


restarted:

b0b5:
FRONT BRAKE OIL TEMPERATURE SENSOR
FAILURE

ATC3A pin 1 open or ATC3A pin 1 grounded and the

b0C3:
BCV FRONT SOLENOID HOT SHORT
Protection circuit detects hot short and protection circuit does not detect short circuit
AND

restarted:
Condition exists for 0.5 seconds.

Protection circuit does not detect hot short and condition exists for 0.5 seconds.
D24002 5/04
D24-49
b0C4:
BCV REAR SOLENOID HOT SHORT
b0C6:
BCV REAR SOLENOID DISCONNECT
Protection circuit detects hot short and protection circuit does not detect short circuit
Protection circuit detects disconnection and protection circuit does not detect short circuit
AND
AND





Protection circuit does not detect hot short and condition exists for 0.5 seconds

0.5 seconds
b0C5:
BCV FRONT SOLENOID DISCONNECT
b0C7:
BCV FRONT SOLENOID SHORT TO GROUND
Protection circuit detects disconnection and protection circuit does not detect short circuit
Protection circuit detects short to ground.
AND

Solenoid output is turned OFF.


Protection circuit does not detect short to ground and
Protection circuit does not detect disconnection and

D24-50
5/04 D24002
b0C8:
BCV REAR SOLENOID SHORT TO GROUND
b0d2:
TORQUE CONVERTER OVERHEAT
Temperature gauge (Electronic Display Panel) goes

into red zone.
Solenoid output is turned off.

Protection circuit does not detect short to ground and
condition exists for 0.5 seconds

Temperature gauge drops down from red zone.
b0d3:
COOLANT TEMPERATURE OVERHEAT
into red zone.
b0d1:
CHANGE TRANSMISSION FILTER


Torque converter outlet temperature 50C (122F) or
more, and input signal is open (high)

AND
b0d4:
LEFT REAR BRAKE OIL TEMPERATURE OVERHEAT


into red zone.
Input signal not open and condition exists for 2 seconds.

restarted:
Input signal not open and condition exists for 0.5 seconds.
D24002 5/04
D24-51
b0d5:
LARGE LATERAL INCLINATION
b0d8:
OVERRUN
Input signal is open (high) and condition exists for 1

second.
Transmission input speed is more than 2250 rpm and

the transmission is not shifting.

Transmission speed must be 2000 rpm or less.
Input signal not open and condition exists for 1 second.

restarted:
b0dA:
BATTERY DIRECT VOLTAGE FAILURE
Power (switched) - battery direct is 5 volts or more
and condition exists for 2 seconds.
b0d7:
BATTERY CHARGE CIRCUIT FAILURE

Engine speed is 500 rpm or more and input signal is
OPEN (Low)
Switched power - battery direct is 4 volts or less and

AND
b0db:
SWITCHED VOLTAGE FAILURE
Battery direct - switched power is 5 volts or more and

condition exists for 2 seconds.
Engine speed is 500 rpm or more and Input signal

not open
AND
Battery direct power (switched) is 4 volts or less and
Condition exists for 1 second.

restarted:
D24-52
5/04 D24002
b0E2:
LOW STEERING SYSTEM PRESSURE
b0E4:
LOW STEERING PRECHARGE PRESSURE 2
Engine speed more than 600 rpm and input signal =

OPEN (high)
Engine speed is less than 600 rpm, input signal =

OPEN (high)
AND
AND
Condition exists for 2 seconds.

Engine speed more than 600 rpm and input signal is

not OPEN
AND

restarted:
b0E3:
LOW STEERING PRECHARGE PRESSURE 1

Engine speed is less than 600 rpm, input signal =
OPEN (high)
b0E6:
LOW FRONT BRAKE PRECHARGE PRESSURE
AND
Engine speed is less than 600 rpm, Input signal =

OPEN (high)

AND

restarted:
restarted:
D24002 5/04
D24-53
b0E7:
LOW REAR BRAKE PRECHARGE PRESSURE
b0F2:
FRONT BRAKE OIL TEMPERATURE OVERHEAT
Engine speed is less than 600 rpm, Input signal =

open (high)

into red zone.
AND


b0F3:
REAR BRAKE OIL TEMPERATURE RIGHT OVERHEAT

restarted:

into red zone.

b0F1:
LOW FRONT BRAKE OIL PRESSURE
Engine speed more than 600 rpm and input signal =
open (high)
AND

b0F4:
HIGH TRANSMISSION LUBRICANT OIL TEMP.
Oil temperature is between 120C (248F) and
150C (302F)
AND



Engine speed more than 600 rpm and input signal is

not open
AND
Oil temp. is less than 120C (248F) and continues

for 2 seconds.
restarted:
Oil temp. is less than 120C (248F) and continues
for 0.1 seconds.
D24-54
5/04 D24002
TRANSMISSION CONTROLLER
HARNESS CONNECTORS
Figure 24-5 shows the location of the harness connectors on the controller housing and the pin number
designation.
If a cable is improperly assembled or has an open
circuit, the transmission controller detects an appropriate fault and displays the fault on the controller
LED and the MOM screen.
The following tables list each connector and individual pins with the function and signal type for each circuit.
FIGURE 24-5. ATC CONNECTORS
CONTROLLER HARNESS CIRCUITS

CONNECTOR ATC1
Pin No.
D24002 5/04
Function
Circuit No.
Type
Reserved
Digital output
Front brake cooling
52C1
Digital output
+24V Sensor power supply
32SP
Digital output
Reserved
Digital output
Reserved
Digital output
Reserved
Ground
+24V Power source (Switched)
Digital output
25
DC voltage input
30
Ground
25C1
DC voltage input
10
Reserved
11
Rear brake cooling
Digital output
12
Reserved
Digital output
13
Reserved
Digital output
14
Reserved
15
Transmission solenoid cut relay
52C7
Digital output
Digital output
16
Ground
17
+24V Power source (Switched)
25TC
30
25C2
Digital output
Ground
DC voltage input
D24-55

CONNECTOR ATC2
Pin No.
Function
Circuit No.
25P
Type
+24V Solenoid power source
Solenoid (+), 1st clutch
Solenoid (+), 3rd clutch
TM4-01
Analog output
Solenoid (+), 2nd clutch
TM4-07
Analog output
Solenoid (+), reverse clutch
TM4-04
Reserved
Solenoid (+), low clutch
TM4-10
Analog output
Solenoid (+), intermediate clutch
TM3-01
Analog output
TM3-07
DC voltage input
Analog output
Analog output
Analog output
Solenoid (+), high clutch
TM3-04
Analog output
10
Solenoid (+), lock-up clutch
TM3-13
Analog output
11
Reserved
12
+24V Solenoid power source
25P
13
Solenoid (-), 1st & 3rd clutch
TM3-08
Analog output
14
Sensor power source (+12V)
25SP
Analog output
15
Solenoid (-), 2nd & reverse clutch
16
Reserved
17
Solenoid (-), low clutch
TM4-11
Analog output
18
Solenoid (-), intermediate clutch
TM3-02
Analog output
TM4-05
DC voltage input
Analog output
Analog output
19
Solenoid (-), high clutch
TM3-05
Analog output
20
Solenoid (-), lock-up clutch
TM3-14
Analog output
21
Power ground
30
Ground

CONNECTOR ATC4
Pin No.
D24-56
Function
Circuit No.
Type
Reserved (RS422)
Serial output
Reserved (RS422)
Serial input
RS422, TX
TX
Serial output
RS422, RX
RX
Serial input
Reserved (RS485)
S-NET (+)
Reserved (RS422)
FLASH
Serial in/output
SNET +A
Serial output
FLASH
Reserved (RS422)
10
Ground
11
Reserved (RS422)
12
S-NET (+)
Serial in/output
Digital input
Serial input
SNET 0
Ground
Serial in/output
SNET +B
Serial in/output
5/04 D24002

CONNECTOR ATC3A
Pin No.
Function
Circuit No.
Type
Connector check
Transmission input speed (+)
32S1
Pulse input
Digital input
Transmission output speed (+)
32S3
Pulse input
Shift wait
25W
PWM input
31M
Pulse output
Pot. power source
54F
Analog output
Torque converter input pressure (+)
32P1
Analog input
Torque converter output pressure (+)
32P2
Analog input
Transmission oil level
32L
Analog input
10
Limp home switch
25LH
Analog input
11
Brake pressure
52BP
Digital input
12
Transmission intermed. shaft speed (+)
32S2
Pulse input
13
Engine speed (+)
31S2
Pulse input
14
Ground
30
52BC
Ground
15
Brake command
16
Ground
320
PWM output
Ground
17
Torque converter input pressure (-)
320
Analog input
18
Torque converter output pressure (-)
320
Analog input
19
Steering accumulator precharge pressure 1
51A1
Analog input
20
Steering accumulator precharge pressure 2
51A2
Analog input
CONNECTOR ATC3B
D24002 5/04
Alternator R terminal
14R
Analog input
Brake air pressure
52AB
Analog input
Transmission lube oil temperature
32T1
Analog input
Fuel level
31F
Analog input
Coolant temperature
31C
Analog input
Retarder cooling oil temperature (left)
33T2
Analog input
Torque converter oil temperature
33T3
Analog input
Retarder cooling oil temperature (right)
33T1
Analog input
ECMV oil temperature
32T2
Analog input
10
Front brake cooling oil temperature
33T4
Analog input
54H
11
Throttle pedal
12
Reserved
Analog input
13
Reserved
Analog input
14
Reserved
Analog input
15
Reserved
Analog input
16
Reserved
Analog input
Analog input
D24-57

CONNECTOR ATC5A
Pin No.
Function
Circuit No.
Type
Connector check
30
Digital input
Brake signal
52BS
Digital input
Brake signal
35B
Digital input
Body seating
71F
Digital input
Lateral inclination
Transmission filter restriction
7
8
38L
Digital input
37F3
Digital input
Brake accumulator precharge pressure #1
33AP1
Digital input
33AP1
Digital input
33AP2
Digital input
10
Fill signal, low clutch
24FL
Digital input
11
Fill signal, intermediate clutch
24FM
Digital input
12
Fill signal, high clutch
24FH
Digital input
13
Fill signal, 1st clutch
24F1
Digital input
14
Fill signal, 2nd clutch
24F2
Digital input
15
Fill signal, 3rd clutch
24F3
Digital input
16
Fill signal, reverse clutch
24FR
Digital input
17
Fill signal, lock-up clutch
24FLU
Digital input
18
Key switch C terminal
21S
Digital input
19
F1 start switch
25F1
Digital input
20
Highest gear select switch 1(optional)
25H1
Digital input
CONNECTOR ATC5B
D24-58
Highest gear select switch 2 (optional)
25H2
Digital input
Shift lever position R
25R
Digital input
Shift lever position N
25N
Digital input
Shift lever position D
25D
Digital input
Shift lever position 5
255
Digital input
245
Digital input
253
Digital input
Shift lever position L
25L
Digital input
Shift limit switch
25LMT
Digital input
10
Machine select 1
30
Digital input
11
Machine select 2
30
Digital input
12
Machine select 3
13
Machine select 4
14
Parking brake
15
Reserved
16
Steering system pressure
Digital input
Digital input
52PBS
Digital input
33F
Digital input
Digital input
5/04 D24002
SECTION D25
ELECTRONIC DISPLAY PANEL
INDEX
ELECTRONIC DISPLAY PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-3

Rotary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-3
Gauges and Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-4
External Indicator Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-6
Display Self-Check Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-8
Lamp Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-8
Action Code Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-9
Cancellation of Action Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-9
ELECTRONIC DISPLAY PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10
GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10
Harness Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10
Table 1: Continuity checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-10
Table 2: Short Circuit to Ground Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-11
Table 3: Circuit Isolation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-11
EDP WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D25-29
D25002
D25-1
NOTES
D25-2
D25002

The Electronic Display Panel (EDP or EDM), located
in the center of the instrument panel, contains the primary display of information for the operator. The
EDP also drives the indicator lamps located to the
left of the EDP.
The Electronic Display Panel provides a warning to
the operator if a fault occurs in the PMC System and
can also be used by the technician to locate and
diagnose the cause of the fault.
Rotary switch 1, under grommet 2 (3, Figure 25-1)

is set to inform the Electronic Display Panel of the
size of the tires installed on the truck. If, at some
time, different size tires are installed on the truck,
switch 1 must be reset to assure correct vehicle
speed calculations.
The Electronic Display Panel provides the rotary
switch setting information to the other controllers in
the PMC system through S-NET.
Rotary Switch
The Electronic Display Panel (Figure 25-1) has two
16 position rotary switches located under the protective grommets labeled 2 and 3. (There are no
switches located under grommet 1.) The rotary
switch under grommet 3 is reserved for future use.
Set the rotary switch 1, for the model HD1500-5

truck equipped with 33.00 R51 tires, to position 3.
FIGURE 25-1. ELECTRONIC DISPLAY PANEL

1. Electronic Display Panel Assembly
2. Grommet #1
3. Grommet #2 (Switch 1)
D25002
4. Grommet #3 (Switch Not Used)

5. Odometer
6. Gauge Module
7. Center Module
8. Gauge Module
9. Service Meter
D25-3
Gauges and Indicators

Figure 25-2 illustrates the gauges and indicators on
the Electronic Display Panel. The following information describes the display gauges and monitor indicators under normal and abnormal operating
conditions. (Note that some items on the display are
not used.)
The Central Warning Lamp, located on the left side

pod and an alarm buzzer may also operate in conjunction with an indicator displaying an abnormal
condition.
Refer to Figure 25-2 for the reference number of
each item described.
1. Air Pressure Monitor (not used).

2. Air Pressure Gauge (not used)
FIGURE 25-2. ELECTRONIC DISPLAY PANEL

1. Air Pressure Monitor (Not Used)
2. Air Pressure Gauge (Not Used)
3. Coolant Temperature Monitor
4. Coolant Temperature Gauge
5. Torque Converter Oil Temperature Monitor
6. Torque Converter Oil Temperature Gauge
7. Retarder Oil Temperature Monitor
8. Retarder Oil Temperature Gauge
9. Left Turn Signal Pilot Lamp
10. High Beam Pilot Lamp
11. Right Turn Signal Pilot Lamp
12. Speedometer
13. Tachometer
14. Lock-up Pilot Lamp
15. Shift Limiter Pilot Lamp
D25-4
16. Shift Indicator

17. Transmission Shift Position Pilot Lamp
18. Engine Controller Monitor
19. Automatic Transmission Mechatronics Monitor
20. Other Controllers
21. Fuel Level Monitor
22. Fuel Gauge
23. Engine Power Derate Monitor
24. F1 Start Monitor
25. Auto Cruise Control Monitor (Not Used)
26. ASR Monitor
27. ABS Monitor
28. Service Meter & Indicator
29. Odometer
D25002
> When temperature exceeds a pre-determined

value, lamp flashes, Central Warning Lamp
flashes, and buzzer sounds intermittently.
4. Coolant Temperature Gauge:

> 7 level display, appropriate segment lights to
indicate temperature (See Figure 25-3).
> Lit when right turn signal is activated.
12. Speedometer
> Digital display indicates 0 - 99 km/h or 0 - 99
mph (selectable) truck speed. (Note: Jumper
J01 at connector P11, pin 9 closed to ground
selects miles per hour (mph). Open selects kilometers per hour (kp/h.))

> When temperature exceeds 120C, lamp
flashes, Central Warning Lamp flashes, and
buzzer sounds intermittently.
13. Tachometer
> 25 segment display indicates 0 - 2350 rpm
engine speed. Each segment represents 100
rpm.


> Lit when lockup is activated.
> When temperature exceeds 120C, lamp

flashes, Central Warning Lamp flashes, and
buzzer sounds intermittently.
8. Retarder (Brake Cooling) Oil Temperature

Gauge
> Lit when shift limiter switch is activated.
16. Shift Indicator

> Display lights to correspond to position of range
selector lever.

> Digital display indicates actual range transmission is currently operating in.
> Lit when left turn signal is activated.

> Lit when headlight high beam is selected.
> Flashes if a problem occurs in any engine control system. Also, Central Warning Lamp and
buzzer actuate intermittently.
FIGURE 25-3. GAUGE INDICATION VALUES
D25002
D25-5
19. Automatic Transmission Mechatronics

Monitor
> Lit when a problem occurs in the automatic shift
control mechatronics system. Also, Central
Warning Lamp and buzzer actuate intermittently.
20. Other Controllers
External Indicator Lamps

The Electronic Display Panel drives external indicator lamps located on the control/indicator panel on
the left side of the Display.
Refer to Figure 25-4 for the reference number of
each item described.
2. Engine Oil Temp.
> Lit when a problem occurs in the mechatronics

related parts of the PMC, RCM, PLM and the
suspension controller. Also, Central Warning
Lamp and buzzer actuate intermittently.
> Lamp lights (also, Central Warning lamp flashes

and buzzer sounds) if engine oil temperature
exceeds 121C (250F) for a continuous period
of 5 seconds.
3. Engine Coolant Level
> Flashes when remaining fuel supply is less than

150 liters (40 gal.) Central Warning Lamp
flashes.
> Lamp lights (also, Central Warning lamp flashes

and buzzer sounds) if the coolant level remains
below the sensor level for 5 seconds or more.
22. Fuel Gauge

> 14 level display - all segments below appropriate
level will light.

> Flashes if the PMC detects an engine fault and is
signaling Quantum system to reduce power.

> Lit when F1, shift limit switch is activated.

26. ASR Monitor
> Lit when the optional traction control system (if
installed) is activated.
27. ABS Monitor

> Lit when the optional anti-slip brake control system (if installed) is activated.
FIGURE 25-4. L.H. CONTROL/INDICATOR PANEL

> Operates when battery charging system is operating normally. Advances 1 digit each hour.
29. Odometer
> Operates when speedometer is operating. Display is miles or kilometers.
D25-6
1. L.H. Panel (Pod Assy)

2. Engine Oil Temp.
3. Engine Coolant Level
4. Low Steering Press.
5. Accumulator PreCharge Pressure
6. Battery Charge (Amps)
7. Check Engine
8. Parking Brake
9. Body Float
10. Trans. Oil Temp.
11. Service Brakes Applied

12. Maintenance Monitor
13. Transmission Oil Filters
14. Lamp Test Switch
15. Low Brake Pressure
16. Lateral Slope Warning
17. Crankcase Pressure
18. Panel Dimmer Switch
21. A/C & Heater Vent
D25002
4. Low Steering Press.
12. Maintenance Monitor
> Illuminates when steering system pressure falls

below 1850 psi (12 755 kPa). The Central
Warning lamp flashes and buzzer sounds.
5. Accumulator Pre-Charge Pressure

> Illuminates if the steering system accumulator
pressure falls below 850 psi (5 860 kPa). The
Central Warning lamp flashes and buzzer
sounds.
6. Battery Charge (Amps)

> Illuminates if battery charging current is low. The
Central Warning lamp flashes and buzzer
sounds.
7. Check Engine
> Illuminates if a problem occurs in the Cummins
Quantum system. Lamp is also used to display
the Quantum trouble code.
13. Transmission Oil Filters

> Illuminates if a transmission oil filter is restricted.
The Central Warning lamp flashes.

> See Display Self-Check Function
15. Low Brake Pressure
8. Parking Brake
> Illuminates when the parking brake is applied. If
the parking brake is applied and the range
selector is not in NEUTRAL, the Central Warning lamp flashes and buzzer sounds.
9. Body Float
> Illuminates when the body is not seated on the
frame and when the hoist control is any position
other than FLOAT. If the range selector is not in
NEUTRAL, the Central Warning lamp flashes
and buzzer sounds.
10. Trans. Oil Temp.

> Illuminates if the transmission oil temperature
exceeds 120C (248F). The Central Warning
lamp flashes and buzzer sounds.
11. Service Brakes Applied

> Illuminates when the rear brakes are applied or
the retarder lever is applied.
D25002
> Illuminates when any of the following faults

occur:
Low brake cooling oil level
Rear brake cooling oil filter restricted - right side
Rear brake cooling oil filter restricted - left side
Hydraulic oil filters restricted
Brake disk wear excessive - right front
Brake disk wear excessive - left front
Brake disk wear excessive - right rear
Brake disk wear excessive - left rear
> Illuminates if the brake system oil pressure falls

below 1850 psi (12 755 kPa). The Central
Warning lamp flashes and buzzer sounds.

> Illuminates if the lateral slope of the truck is 15
or greater. The Central Warning lamp flashes
and buzzer sounds.

> Illuminates if the engine crankcase pressure
exceeds 368 mm (14.5 in) H2O for more than 5
seconds. The Central Warning lamp flashes
and buzzer sounds.

> Illuminates if the engine oil pressure falls below
a certain value (determined by engine RPM) for
a 5 second period of time.
D25-7
20. Central Warning Lamp (Red convex lens)

> The Central Warning Lamp Monitor lamp will illuminate if any of the above monitor lamps in the
L.H. pod are activated. This lamp is also activated if a fault is registered on the MOM display.
This lamp flashes, and at the same time the
alarm buzzer sounds intermittently, if an abnormality has occurred in any one of the following
systems:
Coolant Temperature Monitor;
Torque Converter Oil Temperature Monitor;
Retarder Oil Temperature Monitor;
Engine Oil Pressure Monitor;
High Engine Oil Temperature;
High Engine Blowby Pressure;
High Transmission Lube Oil Pressure;
Battery Charging Monitor;
Parking Brake Monitor;
Body Float Monitor;
Automatic Transmission Monitor (Mechatronics); Other Mechatronics Monitor; or Fuel Level
Monitor.
Note: For Action Code 01, the warning lamp will not
turn on.
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and the range
selector lever is not at Neutral.
D25-8
Display Self-Check Function

When the key switch is turned to the ON position,
before the engine is started, all the electronic panel
displays (gauges, lamps and meter displays), the
Central Warning Lamp and lamps in the left pod will
light up for approx. 3 seconds, and the buzzer will
sound for approx. 1 second, and then all will display
correctly.
If the key switch is turned to the START position
before this 3 seconds passes, all will display correctly
except the gauges.
Note: In this situation, no gauges will illuminate for
approximately 3 seconds after the key switch is
turned to the ON position. After 3 seconds, the
gauges will display correctly.
Lamp Test
The Lamp Test switch (14, Figure 25-4) is a three
position, two function switch. The switch is spring
loaded to the middle, neutral position. If depressed
on the right side and held, it is a lamp test for all of
the monitor lamps except the check engine lamp.
If the left side of the rocker switch is depressed and
held, the lamp test for the check engine lamp will
function.
When the check engine lamp is illuminated because
of a fault in the Quantum System, depress and
release the left side of the rocker switch. Wait, and
the Check Engine lamp will begin flashing the fault
codes. (Refer to Quantum FUEL SYSTEM DIAGNOSTICS, Section N for fault code information.)
D25002
Action Code Display

The Electronic Display Panel shows the action code
of any faults (cautions) communicated through SNET from each controller which detects the fault.
If a fault occurs in any of the systems, a code will be
displayed on the MOM screen. At the same time an
action code will also be displayed to inform the operator of a procedure to follow because of the fault.
This action code is also displayed on the electronic
display panel. The electronic display panel will display the action code of any fault communicated
through the serial communications network, S-NET,
from any controller that detects a fault.
When displaying an 03 action code, first the E will
be displayed (Figure 25-5) and then the 03 code
(Figure 25-6). These two will alternate every second.
The other displays, gauges and lamps will function
normally. If more than two codes are present at the
same time, the highest priority action code will be
displayed.
FIGURE 25-6. ACTION CODE DISPLAY
The table below lists the priority, code number displayed, and the action the operator should take.
ACTION CODES
Priority
Code
Description
04
STOP SAFELY NOW/SHUT OFF

ENGINE
06
START ENGINEAND KEEP LOW IDLE
05
STOP WITH ENGINE AT MID SPEED
07
KEEP BODY DOWN
03
REDUCE ENGINE SPEED / MACHINE

SPEED
02
NOTIFY MAINTENANCE RIGHT NOW
01
NOTIFY MAINTENANCE AT SHIFT

CHANGE
Cancellation of Action Code

FIGURE 25-5. INITIAL ACTION CODE DISPLAY
If either of the following requirements is satisfied then

the action code will be canceled.
1. If the fault causing the action code no longer
exists, the action code will be canceled automatically and the same or next priority action
code will be displayed automatically if there are
any other active faults.
2. Even if the fault remains, the action code can
be canceled using MOM. The same or next priority action code will be displayed automatically
if there are other active faults.
D25002
D25-9
ELECTRONIC DISPLAY PANEL TROUBLESHOOTING

GENERAL TROUBLESHOOTING
PROCEDURES
Table 1: Continuity checks
The following pages list fault codes and troubleshooting procedures for diagnosing the Electronic Display
Panel and associated wiring and components.
Verify continuity exists between connector and pin on

the left side of the chart and the connector and pin on
the right side of the chart below.
The Fault Code Tables (see Powertrain Management Control System), provide information regarding the fault code which may be displayed. Specific
troubleshooting procedures are listed on the following pages for the fault codes listed in the tables.
Step
No.
EDP harness connector charts at the end of this section list the pin number, circuit function, and signal
type for each connector attached to the panel. This
Connector
No.
Pin
No.
Function
A-1
Vb (20V)
P04
A-2
LCD Tx
P10
A-3
LCD Tx
P04
P10
P04
LCD
LOAD
P10
P04
LCD
COM
P10
P04
P10
P04
P12
A-4
A-5
A-6
P02
A-7

inserted.Always connect any disconnected connectors before proceeding to the next step.
A-8
A-9
A-10
Before checking individual harness circuits, turn the

key switch OFF, disconnect all the harnesses from
the EDP and inspect connectors and harness wires
for obvious damage. Repair any obvious damage or
replace harness if necessary.
RESET
GND
Pin
No.
P11
P10
P11
P08
16
P05
12
P12
P/S
DATA
P04
SHIFT/
LOAD
P04
P10
Harness Circuit Tests
SCK
Connector
No.
TABLE 1.
The checkout procedures on the following pages

may refer to various steps for checking circuits listed
in Tables 1, 2 or 3.
When performing checks:
Check the harness (female connectors) between
the EDP modules.
Be certain the key switch is OFF and remains
OFF during checks.
D25-10
D25002
Table 2: Short Circuit to Ground Checks

Verify the following circuits are isolated from chassis
ground.
Step
No.
Connector
No.
Pin
No.
Function
P02
Vb (20V)
Connector
No.
Pin
No.
C-12
C-13
Connector
No.
Pin No.
Function
C-14
B-1
Vb (20V)
C-15
B-2
LCD Tx
B-3
SCK
LCD LOAD
B-5
LCD LOAD
B-6
LCD COM
B-7
RESET
P/S DATA
SHIFT/LOAD
Step No.
B-4
P02
B-8
P10
B-9
C-16
P02
C-17
C-18
P10
C-19
C-20
C-21
C-22
C-23
P02
P02
LCD Tx
C-24
TABLE 2.
C-25
P10
C-26
C-27
C-28
C-29
C-30
Table 3: Circuit Isolation Checks

Circuits in each step below should not show continuity between the connector and pin on the left side of
the chart and the connector and pin on the right side
of the chart.
P02
P02
LCD Tx
C-31
P10
C-32
C-33
C-34
C-35
P02
P02
SCK
C-36
P10
C-37
Step
No.
Connector
No.
Pin
No.
Connector
No.
Pin
No.
C-38
P05
12
C-39
C-2
C-40
C-3
C-41
C-4
C-42
Function
C-1
C-43
C-44
C-45
C-8
C-46
C-9
C-47
C-5
C-6
C-7
P05
Power
Supply
(+24V)
C-10
P02
P10
C-11
P02
P02
LCD
LOAD
P10
P02
P02
LCD
COM
P02
RESET
P10
P02
P/S DATA
P10
P10
TABLE 3. (Cont.)
TABLE 3.
D25002
D25-11
ELECTRONIC DISPLAY
WORK AT ALL:
PANEL
DOES
NOT
RH MODULE DOES NOT WORK:
1. Disconnect P05 and turn key ON.
1. Check the module harness, steps A-4, A-5, A-6

and A-7 as shown in Table 1.
2. Check whether voltage between P05 (female)

pin 6 and pin 12 is between 20 and 30V.
Abnormal If any circuit is open, repair or re-place

the module harness.
Yes. Check the module harness circuit step B-1,

Table 1. Verify the circuit does not show a
short to ground (chassis).
Normal Refer to: Derate mode, auto cruise

mode, ASR mode and ABS mode pilots
do not work normally.
Abnormal Check and repair or replace the

module harness.
LH MODULE DOES NOT WORK:
Normal Replace the center module.

No. Check and clean the power supply (+24V)/
GND harness circuit or replace the harness.
1. Check the module harness A-1, A-2, A-4, A-5,

A-6, A-7 and A-8 as shown in Table 1.
module harness.
LH, RH MODULES AND FUEL GAUGE DO NOT

WORK:
1. Check the module harness circuits, steps B-3
and B-6 as shown in Table 2.
Normal Check the module harness B-2.

module harness.
Normal Replace the LH module.
Abnormal If shorted, repair or replace the

module harness.
Normal Replace the center module.
ODOMETER DOES NOT WORK:

1. Turn key ON.
2. Check voltage between P05, pin 1, pin 2 and
pin 12 as follows:
LH AND RH MODULES DO NOT WORK:

1. Check the module harness, steps A-1, A-3, A-4,
A-5, A-6, A-7 and A-8 as shown in Table 1.
Between pin 1 and pin 12 is between 7 and

9V.
Abnormal Repair open circuit or replace the

module harness.

6V.
2. If Normal Check the module harness, steps B3 and B-6 in Table 2.

Abnormal Repair open circuit or replace the
module harness.
Normal Replace the RH module.
Yes. Disconnect pin 12 and turn key ON.

3. Check voltage between P12 (female) pin 1, pin
3 and pin 2:
9V.
6V.
Yes. Replace the odometer module.
No. Check and repair or replace the module harness between P05 pin 1, pin 2, pin 12 and
pin 12 pin 1, pin 3, pin 2.
No. Replace the center module.
D25-12
D25002
CENTRAL WARNING LAMP STAYS ON:
SERVICE METER DOES NOT WORK:

1. Start engine.
2. Check whether voltage between alternator terminal R and chassis ground is between 20 and
30V.
2. Check whether Central Warning lamp lights up.
Yes. Disconnect P01 and start engine.

pin 1 and pin 4 is between 20 and 30V.
Yes. Replace the service meter.
No.
Check and repair or replace the harness

between P01, pin 1 and alternator R terminal or between P01, pin 4 and chassis
ground.
Yes. Disconnect Central Warning lamp connector

and P08. Key switch is OFF.
ground side terminal of Central Warning lamp
connector and chassis ground.
Yes. Check and repair or replace the harness
between P08, pin 1 and Central Warning
lamp connector.
No. Check and repair or replace Central Warning lamp assembly.
No. Check and replace the alternator.
CENTRAL WARNING LAMP DOES NOT WORK:

or
A002: CENTRAL WARNING LAMP OUTPUT
FAILED
1. Disconnect Central Warning lamp connector
and P08. Turn key ON.
pin 1 and chassis ground is between 20 and
30V.
Yes. (Fault code A002) Check and repair or
replace the harness between P08, pin 1 and
Central Warning lamp connector.
No. Disconnect P08, connect P08 (female) pin 1
to chassis ground. And turn key ON.
Yes. Replace the center module.
No. Disconnect Central Warning lamp connector,
connect ground side terminal of this connector to chassis ground. And turn key ON.
between P08 pin 1 and Central Warning
lamp connector.
No.Disconnect Central Warning lamp connector, and turn key ON.
5. Check whether voltage between +24V side of
this connector and chassis ground is between
20 and 30V.
ALARM BUZZER DOES NOT WORK:

or
A003: BUZZER OUTPUT FAILED:
1. Disconnect alarm buzzer connector and P08.
Turn key ON.
30V.
replace the harness between P08 pin 2 and
alarm buzzer connector.
No. Disconnect P08, connect P08 (female) pin 2 to
chassis ground. Turn key ON.
3. Check whether buzzer sounds.
No. Disconnect alarm buzzer connector, connect
ground side terminal of this connector to
between P08, pin 2 and alarm buzzer connector.
No. Disconnect alarm buzzer connector, and
turn key ON.
20 and 30V.
Yes. Replace the alarm buzzer.
Yes. Replace the Central Warning lamp.

No. Check and repair or replace the harness
between +24V and Central Warning
lamp connector.
D25002
D25-13

between +24V and alarm buzzer connector.
ALARM BUZZER CONTINUES TO SOUND:
No. (Fault code A013 or A018)

3. Check T/M controller powered ON or check
b014 detected by T/M controller or replace the
T/M controller.
No. Refer to Electronic display panel does not
work at all.

Yes. Disconnect alarm buzzer connector and P08.
Key switch is OFF.
ground side terminal of alarm buzzer connector
and chassis ground.
between P08, pin 2 and alarm buzzer connector.
DERATE MODE, AUTO CRUISE MODE, ASR

MODE AND ABS MODE PILOTS DO NOT WORK
NORMALLY (Do not light up or stay lit):
or
A014: S-NET COMMUNICATION LOST (PMC)
or
A019: OPTION INFORMATION FAILURE
1. Check whether high beam pilot and turn signal
pilot lamps light up normally.
No. Replace alarm buzzer assembly.

Yes. Turn Key switch OFF. Disconnect EDP connector P05, ATC connector ATC4, PMC connector PMC5 and Suspension Controller
connector SSP2A.
SPEEDOMETER, TACHOMETER, SHIFT INDICATOR AND ALL INFORMATION FROM T/M CONTROLLER DO NOT WORK NORMALLY
(No display given or displays do not move):
or
A013: S-NET COMMUNICATION LOST (T/M)
or
A018: MACHINE SELECT INFORMATION FAILURE
2. Verify S-NET harness circuits continuity (female

connectors) as follows:
1. Check whether high beam pilot and turn signal

pilot lamps light up normally.
Abnormal (Fault code A014 or A019) repair or

replace the harness that is detected abnormal.
Yes. Turn Key switch OFF. Disconnect EDP connector P05, ATC connector ATC4, PMC connector PMC5 and Suspension Controller
connector SSP2A.
2. Verify S-NET harness circuit continuity (female
connectors) as follows:
EDP; P05, pin 3 and ATC; ATC4, pin 6
EDP; P05, pin 4 and PMC; PMC5, pin 2

EDP; P05, pin 5 and SSP; SSP2A, pin 9
Normal Replace PMC.

No. Check whether speedometer and tachometer
work normally.
Yes. Replace the RH module.
No. Refer to troubleshooting: Speedometer,
tachometer, shift indicator and all information from T/M controller do not work normally.

EDP; P05, pin 5 and SSP; SSP2A, pin 9
Abnormal (Fault code A013 or A018) repair or
replace the harness that is detected abnormal.
Normal Check whether PMC detects E0C1 or
E0C3.
D25-14
D25002
NONE OF THE GAUGES WORK NORMALLY (No

display given or display does not move):
1. All gauges including fuel gauge do not work
normally?
Yes. Check whether speedometer and tachometer
work normally.
Yes. Refer to: Speedometer, tachometer, shift
indicator and all information from T/M controller do not work normally.
No.
No.

between P08, pin 3 and caution lamp
connector.
No.
Disconnect caution lamp connector,

and turn key ON.

20 and 30V.
Yes. Replace the caution lamp.
No. Check and repair or replace the
harness between +24V and
caution lamp connector.
Refer to: LH, RH modules and fuel gauge

do not work.
All gauges excluding fuel gauge do not work
normally?
Yes. Refer to: LH modules do not work.

No.
Replace the module (center or LH) with

the defective gauge.
LOW COOLANT LEVEL CAUTION LAMP STAYS

ON:
2. Check whether caution lamp lights up.
LOW COOLANT LEVEL CAUTION LAMP DOES

NOT WORK:
or
A001: LAMP OUTPUT FAILED
1. Check whether PMC detects E0C1 or E0C3.
Yes. Disconnect caution lamp connector and P08.

Key switch is OFF.
ground side terminal of caution lamp connector
and chassis ground.
Yes. Refer to troubleshooting: Derate mode, auto

cruise mode, ASR mode and ABS mode
pilots do not work normally.

between P08, pin 3 and caution lamp connector.
No. Disconnect caution lamp connector and P08.

Turn key ON.
No. Check and repair or replace Central Warning

lamp assembly.

30V.

replace the harness between P08, pin 3
and caution lamp connector.
No.
Disconnect P08, connect P08 (female) pin

3 to chassis ground, and turn key ON.

No. Disconnect caution lamp connector, connect ground side terminal of this connector
to chassis ground. And turn key ON.
D25002
D25-15
HIGH ENGINE OIL TEMP. CAUTION LAMP DOES

NOT WORK:
or
Yes. Carry out troubleshooting Derate mode, auto
Turn key ON.
30V.
to chassis ground. Turn key ON.

and chassis ground.
between P08 pin 4 and caution lamp connector.
lamp assembly.
LOW ENGINE OIL PRESSURE CAUTION LAMP
DOES NOT WORK:
or
Yes. Carry out troubleshooting Derate mode, auto
Turn key ON.

to chassis ground. Turn key on.
connector.
No. Disconnect caution lamp connector, Turn
key on.
20 and 30V.
No. Check and repair or replace the harness between +24V and caution lamp
connector.

30V.
connector.
No. Disconnect caution lamp connector. Turn
key on.
HIGH ENGINE OIL TEMP. CAUTION LAMP STAYS

ON:

20 and 30V.
1. Disconnect P08 Turn key on.

Key switch is OFF.
D25-16

connector.
D25002
LOW ENGINE OIL PRESSURE CAUTION LAMP

STAYS ON:
1. Disconnect P08. Turn key on.
Key switch is OFF.
No. Disconnect caution lamp connector. Turn

key on.
20 and 30V.
connector.

and chassis ground.
HIGH BLOWBY PRESSURE CAUTION LAMP

STAYS ON:

Key switch is OFF.
HIGH BLOWBY PRESSURE CAUTION LAMP
DOES NOT WORK:
or


and chassis ground.
lamp assembly.

Turn key ON.
30V.
connector.
D25002
D25-17
BATTERY CHARGE CAUTION LAMP DOES NOT

WORK:
or
1. Check whether speedometer and tachometer
Yes. Refer to troubleshooting: Speedometer,
tachometer, shift indicator and all information
from T/M controller does not work normally.
No.Disconnect caution lamp connector and P08.
Turn key ON.
30V.
connector.
key on.
20 and 30V.
connector.
BATTERY CHARGE CAUTION LAMP STAYS ON:

Yes.Disconnect caution lamp connector and P08.
Key switch is OFF.
and chassis ground.
lamp assembly.
CHANGE T/M FILTER CAUTION LAMP DOES NOT

WORK:
or
FAULT CODE A001: LAMP OUTPUT FAILED
from T/M controller do not work normally.
Turn key ON.
30V.
connector.
D25-18
D25002

key on.
20 and 30V.
No.
Check and repair or replace the harness between +24V and caution lamp
connector.

30V.
to chassis ground. Turn key ON.
CHANGE T/M FILTER CAUTION LAMP STAYS

ON:

Key switch is OFF.
and chassis ground.

connector.
key on.
20 and 30V.

lamp assembly.
No.
HIGH T/M OIL TEMPERATURE CAUTION LAMP

DOES NOT WORK
or
Turn key ON.
connector.
HIGH T/M OIL TEMPERATURE CAUTION LAMP

STAYS ON:
Key switch is OFF.
and chassis ground.
D25002
D25-19
LOW STEERING PRECHARGE PRESSURE CAUTION LAMP DOES NOT WORK: or

Turn key ON.
30V.
LOW STEERING PRECHARGE PRESSURE CAUTION LAMP STAYS ON:

2. Check whether caution lamp lights.
Yes.Disconnect caution lamp connector and P08.
Key switch is OFF.
and chassis ground.
lamp assembly.
No. Disconnect P08, connect P08 (female) pin

10 to chassis ground. Turn key on.
connector.
key on.
20 and 30V.
No.
D25-20
connector.
D25002
No. Check and repair or replace the

harness between +24V and caution
lamp connector.
LOW BRAKE OIL PRESSURE CAUTION LAMP

DOES NOT WORK:
or

Turn key ON.
30V.
LOW BRAKE OIL PRESSURE CAUTION LAMP

STAYS ON:
Key switch is OFF.
and chassis ground.

Yes. Turn key off. Disconnect T/M controller
ATC3A.
4. Check whether there is continuity between T/M
controller ATC3A, pin 11 and chassis ground
when brake pressure is low.
LOW STEERING SYSTEM PRESSURE CAUTION

LAMP DOES NOT WORK:
or
Yes. Replace brake pressure switch or harness line for this switch signal.

No. Turn key ON and press lamp check

switch; check whether caution lamp
lights up.
Yes. Refer to troubleshooting Speedometer,

Turn key ON.
Yes. Replace the T/M controller.

No.

connect ground side terminal of this connector to chassis ground.
5. Turn key on. Check whether caution lamp

lights.
Yes. Check and repair or replace the harness between P08, pin 11 and caution lamp connector.
No.
Disconnect caution lamp connector.

Turn key on.
6. Verify voltage between +24V side of this connector and chassis ground is between 20 and
30V.

30V.
Yes. Turn key switch OFF. Disconnect T/M
controller ATC5B.
D25002
D25-21

controller ATC5B, pin 16 and chassis ground
when steering system pressure is low.
Yes. Replace steering system pressure
switch or the switch harness.
switch. Check whether caution lamp
lights up.
connector.
No.

Turn key on.

20 and 30V.
connector.
LOW STEERING SYSTEM PRESSURE CAUTION

LAMP STAYS ON:
LARGE LATERAL INCLINATION CAUTION LAMP

DOES NOT WORK:
or
Turn key ON.
30V.
No.
Disconnect P08, connect P08 (female) pin


connector.
key on.
20 and 30V.

Key switch is OFF.
and chassis ground.
No.
connector.

D25-22
D25002
LARGE LATERAL INCLINATION CAUTION LAMP

STAYS ON:

switch.
5. Check whether pilot lamp lights up.


Key switch is OFF.

and chassis ground.
No. Disconnect pilot lamp connector, connect


Yes. Check and repair or replace the harness between P08, pin 14 and pilot lamp
connector.
No.
No. Disconnect pilot lamp connector, Turn

key on.
Check and repair or replace Central Warning lamp assembly.

20 and 30V.
Yes. Replace the pilot lamp.
No.
BODY NOT IN FLOAT PILOT LAMP DOES NOT

WORK:
or

No. Disconnect pilot lamp connector and P08.
Turn key Off.
30V.
and pilot lamp connector.
Check and repair or replace the harness between +24V and pilot lamp
connector.
BODY NOT IN FLOAT PILOT LAMP STAYS ON:

Yes. Disconnect pilot lamp connector and P08.
Key switch is OFF.
ground side terminal of pilot lamp connector
and chassis ground.
between P08, pin 14 and pilot lamp connector.
No. Check and repair or replace central pilot
lamp assembly.

Yes. Disconnect T/M controller ATC5A and
key switch is OFF.
4. Verify there is no continuity between T/M controller ATC5A, pin 3 and chassis ground when
body is not in float position.
Yes. Check and repair or replace body float
signal switch or harness for the switch
signal.
D25002
D25-23
REAR BRAKE ON/OFF LAMP DOES NOT WORK:

or

Turn key ON.
30V.
15 to chassis ground. Turn key ON.
Yes. Turn key switch OFF and disconnect T/M
controller ATC5A.

between +24V and pilot lamp connector.
REAR BRAKE ON/OFF PILOT LAMP STAYS ON

Key switch is OFF.
and chassis ground.
lamp assembly.
PARKING BRAKE ON/OFF PILOT LAMP DOES
NOT WORK:
or
4. Check whether there is no continuity between

T/M controller ATC5A, pin 2 and chassis ground
when rear brake is applied.

Yes. Check and repair or replace rear brake

switch or harness.

No. Turn key ON, press lamp check switch.

Check whether pilot lamp lights up.
Yes. Check, repair or replace the harness
between P08, pin 15 and lamp connector.
No.Disconnect lamp connector, turn key ON.
20 and 30V.
Yes. Replace the pilot lamp.

Turn key ON.
30V.
Yes. Turn key switch OFF. Disconnect T/M
controller ATC5B.
controller ATC5B, pin 34 and chassis ground
when parking is applied.
Yes. Check and repair or replace parking
brake ON/OFF signal switch or harness
line of this switch signal.
D25-24
D25002
MAINTENANCE CAUTION LAMP DOES NOT

WORK:
or
No. Turn key ON and press Lamp Check

Switch. Check whether pilot lamp lights
up.

chassis ground. Turn key on.
Yes. Check and repair or replace the harness between P05, pin 7 and pilot lamp
connector.
No. Disconnect pilot lamp connector, Turn
key on.
20 and 30V.
Yes.Replace the pilot lamp.
No. Check and repair or replace the harness between +24V and pilot lamp
connector.

Turn key ON.
30V.
Yes.Replace the center module.
PARKING BRAKE ON/OFF PILOT LAMP STAYS

ON:

connector.
key on.

Key switch is OFF.
and chassis ground.

20 and 30V.


connector.

lamp assembly.
D25002
D25-25
MAINTENANCE CAUTION LAMP STAYS ON:

LEFT TURN SIGNAL PILOT DOES NOT WORK

NORMALLY (Does not light up or stays on):
1. Disconnect P11, turn key ON.

Key switch is OFF.

pin 16 and chassis ground is normal as follows.

and chassis ground.
No. Check and repair or replace lamp assembly.
HIGH BEAM PILOT DOES NOT WORK NORMALLY
(Does not light up or stays on):
When left turn signal is turned on, voltage is

between 20 and 30V.
When left turn signal is turned off, voltage is
unsteady.
Abnormal - Check and repair or replace turn
signal switch or harness.
Normal - Refer to: All digital inputs do not work
normally.
LAMP CHECK SWITCH DOES NOT WORK NORMALLY:

When high beam is turned on, voltage is

between 20 and 30V.
2. Check whether continuity between P11

(female) pin 3 and chassis ground is normal as
follows.
When high beam is turned off, voltage is

unsteady.
When Lamp Check Switch is pressed there

is continuity with chassis ground.
Abnormal - Check and repair or replace high

beam signal switch or harness.
When Lamp Check Switch is not pressed

there is no continuity with chassis ground.
Normal - Refer to: All digital inputs do not work

normally.
RIGHT TURN SIGNAL PILOT DOES NOT WORK

NORMALLY (Does not light up or stays on):
Abnormal - Check and repair or replace lamp

check switch or harness circuit.
Normal - Refer to: All digital inputs do not
work normally.
AISS SWITCH DOES NOT WORK NORMALLY:

When right turn signal is turned on, voltage
is between 20 and 30V.

follows.
When right turn signal is turned off, voltage

is unsteady.
When AISS switch is pressed there is

continuity with chassis ground.
Abnormal - Check and repair or replace turn

signal switch or harness.
When AISS switch is not pressed there is

no continuity with chassis ground.
Normal - Carry out troubleshooting All digital

input do not work normally.
Abnormal - Check and repair or replace AISS

switch or harness.
Normal - Refer to troubleshooting All digital
inputs do not work normally.
D25-26
D25002
KPH/MPH UNIT CHANGE DOES NOT WORK

NORMALLY:
follows:
When unit setting is MPH there is continuity
with chassis ground.
A016:
S-NET COMMUNICATION LOST (SUS)
1. With key switch OFF, disconnect Electronic Display Panel connector P05, Transmission Controller connector ATC4, and PMC connector
PMC5.
2. Verify continuity of S-NET harness circuits
(female connectors) as follows:
When unit setting is km/h there is no

continuity with chassis ground.
Abnormal - Check and repair or replace this

unit setting harness line.
Normal - Refer to troubleshooting All digital

inputs do not work normally.
ALL DIGITAL INPUTS DO NOT WORK NORMALLY:

1. Check the module harness using steps A-9, A10, in Table 1, steps B-8, B-9 in Table 2, and
steps C-10, C-11, C-18, C-19, C-25, C-26, C31, C32, C-36, C-37, C-40, C-41, C-43, C-44,
C-45, C46 and C-47 in Table 3.

EDP; P05, pin 3 and PMC; PMC5, pin 3: no
continuity.
EDP; P05, pin 4 and PMC; PMC5, pin 3: no
continuity.
Abnormal - Repair or replace the harness.
Normal - Check whether PMC detects E0C1.
No. Check suspension controller powered ON
or replace it.
Abnormal - Check and repair or replace the

module harness.
Normal - Turn key ON. Check whether voltage
between P10, pin 1 and chassis ground is
normal as follows:
When Lamp Check Switch is pressed,
voltage is between 0.05 and 0.11V.
When Lamp Check Switch is not pressed
voltage is between 0.18 and 0.30V.
Normal - Replace the center module.
Abnormal - Turn key ON. Check whether voltage between P10, pin 1 and chassis
ground is less than 0.1V constantly or
more than 4.8V constantly regardless of
Lamp Check Switch ON/OFF position.
Yes. Replace the LH module.
No. Disconnect P10, turn key ON.
pin 2 and chassis ground is 4.8V or more.
Yes. Replace the LH module.
D25002
D25-27
A012:
S-NET COMMUNICATION FAILURE
A022:
COOLANT TEMPERATURE OVERHEAT
With Key switch OFF, Check and if necessary,

change rotary switch 2 of T/M controller. Turn key on
again. For details, refer to Transmission Controller.
Refer to troubleshooting fault code L151 or L611 in

Cummins CENSE system.
A023:
TORQUE CONVERTER OVERHEAT
A011:
S-NET COMMUNICATION LOST
Fault codes A013, A014 and A016 are displayed in
MOM at each fault occurrence. However, each
code is stored in the fault history data log as fault
code A011. To diagnose the A011 fault code, refer to
A013, A014 or A016.
Refer to troubleshooting fault code b0d2, for the

Transmission Controller.
A024:
BRAKE OIL OVERHEAT
Refer to troubleshooting fault code b0d4, b0F2 or
b0F3, for the Transmission Controller.
A001:
OUTPUT CIRCUIT FAILED
Fault codes A001, A002 and A003 are displayed in
MOM at each fault occurrence. However, each
code is stored in fault history data log as fault code
A000.
To diagnose the A000 fault code, refer to A001,
A002 or A003.
A021:
LOW BRAKE AIR PRESSURE (Not applicable,
HD1500-5)
Refer to troubleshooting fault code b0E9, for the
Transmission Controller.
D25-28
D25002
EDP WIRING HARNESS CONNECTORS

Eight connectors (P01, P02, P04, P05, P08, P10,
P11 and P12) mounted on the rear of the Electronic
Display panel, connect the panel to the truck wiring
harness.
The following tables list the connector pin used, the
circuit description and signal type for each circuit.
Refer to Figure 25-1 for connector location on rear of
panel.

Connector - P01
Pin No.
Function

Connector - P05
Pin No.
1
Function
Odometer drive signal OUT
S-NET (+)
S-NET (+)
S-NET (GND)
Power supply (+24V)
DC voltage
input
Parking brake ON/OFF pilot lamp

drive
Digital output
13
Maintenance caution lamp drive
Digital output
14
Reserved
Digital output
15
10
Reserved
Digital output
16
11
Reserved
Digital output
17
12
Power supply (Ground)
Ground
Type
Charge signal
Drive power
Night lighting
Light power
Night lighting (Ground)
Ground
Charge signal (Ground)
Ground
Reserved

Connector - P02
Pin No.
Function
Type
Vd OUT (+8V)

Connector - P08
Type
Pin No.
Function
Type
Vb IN (20V)
Central caution lamp drive
Digital output
LCD Tx OUT
Alarm buzzer drive
Digital output
LCD Tx IN
Low coolant level caution lamp drive Digital output 0
SCK
LCD LOAD
High engine oil temp. caution lamp

drive
Digital output 1
LCD COM
Low engine oil press. caution lamp

drive
Digital output 2
RESET
GND
High blowby pressure caution lamp

drive
Digital output 3
Battery charge caution lamp drive
Digital output 4
Change T/M filter caution lamp drive Digital output 5
High T/M lube oil temp. caution lamp

Digital output 6
drive
10
Low strg. precharge press. caution

lamp
Digital output 7
11
Low brake oil pressure caution lamp

drive
Digital output 8
12
Low steering system press. caution

lamp
Digital output 9
13
Lateral inclination 15 caution lamp Digital output

drive
10
14
Body not in FLOAT pilot lamp drive
Digital output
11
15
Rear brake ON/OFF pilot lamp drive
Digital output
12
16
GND
Drive ground

Connector - P04
Pin No.
Function
Type
Vb OUT (20V)
SHIFT/*LOAD
P/S DATA IN
LCD Tx OUT
SCK
LCD LOAD
LCD COM
RESET
D25002
D25-29

Connector - P10
Pin No.
Function

Connector - P12
Type
Pin No.
P/S DATA OUT
Vd IN (+8V)
Function
Type
SHIFT/*LOAD
GND
LCD Tx IN
Odometer drive signal IN
SCK
RESET
LCD LOAD
LCD COM
RESET
GND

Connector - P11
Pin No.
Function
Type
Vb IN (20V)
GND
Caution & pilot lamp check sw.
Digital input 0
AISS sw.
Digital input 1
Reserved
Digital input 2
Mode change sw. 1
Digital input 3
Mode change sw. 2
Digital input 4
KPH/MPH unit change input
Digital input 5
Brake air pressure option input
Digital input 6
10
Reserved
Digital input 7
11
Reserved
Digital input 8
12
Reserved
Digital input 9
13
Reserved
Digital input 10
14
High beam ON/OFF input
Digital input
15
Turn signal (R) ON/OFF input
Digital input
16
Turn signal (L) ON/OFF input
Digital input
D25-30
D25002
SECTION D26
RETARD CONTROL AND MONITOR (RCM)
INDEX
RETARD CONTROL AND MONITOR (RCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-3
RCM Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-3
GENERAL TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-4
RCM FAULT CODE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-6
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-6
RCM WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D26-53
D26002
5/04
RCM Controller
D26-1
NOTES
D26-2
RCM Controller
5/04
D26002
RETARD CONTROL AND MONITOR (RCM)

Description
RCM Calibration
The RCM Controller (1, Figure 26-1), located on the

rear wall of the cab, monitors and controls the truck
retarder system. Inputs such as wheel speed, brake
system pressure, retard lever position, brake pedal
position, etc. are processed to provide the following
outputs; operator retarder control, automatic retarder
application, and brake light and retard light activation.
RCM calibration must be performed after any of the

following components are repaired or replaced:
When equipped with the optional ASR system, the

RCM also provides traction control functions to
reduce rear wheel slippage. The ASR system regulates rear wheel speeds by providing brake application to the wheel with the higher speed (slipping),
provided certain programmed conditions exist.
Note: Traction control is applied to the rear wheels
only - front wheel speed is monitored, but not
regulated.
A rocker switch (ASR Cut Switch) on the right pod of
the instrument panel allows the operator to manually
turn the ASR system off if necessary.
The RCM communicates with the Powertrain Management Controller (PMC) through an RS422 serial
interface.
PPC Valve Assembly

Rear Brake Relay Valve
Retard Control Lever Potentiometer
Brake Pressure Transducer
RCM Controller (also after re-programming)
In addition, the calibration should be performed if a

problem in the system appears to be related to the
PPC valve, or the retarder lever.
The purpose of the calibration is to modify the output
of the RCM to minimize brake application pressure
differences between the left and right rear brakes initiated by the PPC valve assembly.
Due to tolerances in the PPC valves, there may be
occasions where the left hand and right hand valves
will produce non-equal brake output pressures for a
given command. The calibration procedure minimizes the unequal output pressures by adjusting the
retard command to each individual valve.
In addition, the procedure will calibrate the RCM controller to the retard lever. Due to tolerances and
adjustment of the retard lever, there may be cases
where a given retard lever cannot reach the high
(100%) or low (0%) extremes of its intended travel.
The calibration procedure will set the high and low
points based on the physical limits of the installed
lever.
Refer to Section J, Brake Circuit Checkout Procedure, for RCM calibration instructions.
FIGURE 26-1. RETARD CONTROL & MONITOR

(RCM)
1. RCM Housing
D26002
5/04
RCM Controller
D26-3

The following information is intended for use by a
qualified technician to troubleshoot problems related
to the Retard and Control Monitor Controller (RCM)
and system components.
If a fault occurs in the brake system, the RCM
indicating a problem on the MOM screen.
Fault Code Tables in Powertrain Management System list the possible fault codes related to the RCM
Controller (and other system controllers) and provide
information regarding the item causing the fault for
initial troubleshooting.
D26-4
Specific troubleshooting procedures are listed on the

following pages for most of the fault codes listed in
the tables.
RCM harness connector charts at the end of this section list the pin number, circuit function, and signal
type for each connector referenced in the troubleshooting procedures. Refer to Figure 26-2 for the
location of each connector on the RCM housing. This
RCM Controller
5/04
D26002
Be certain the truck wheels are blocked and the parking brake
applied to prevent truck movement during troubleshooting
procedures.
Be certain steering accumulators and brake accumulators are
bled before removing any hydraulic connections or installing
pressure gauges during troubleshooting procedures. (Refer to
Section J for brake accumulator bleeddown instructions.)
Be certain RCM controller has been properly calibrated prior to
troubleshooting the system.
The AMP connectors used in the harness attached to the RCM are not
intended to withstand insertion of anything other than the mating pins
into their pin sockets. Extreme care must be taken when probing the pin
sockets on the harness connector.
The only acceptable method of testing a harness connector socket is to
carefully probe the outside edge of the socket. DO NOT INSERT A CLIP
OR OTHER DEVICE INTO THE SOCKETS FOR TESTING!
Inserting a testing device into the sockets will damage the socket and
shorten the life of the harness connector.
Note: When testing pins in the harness connector attached to the RCM,
it is necessary to first remove the white terminal cover plate.
D26002
5/04
RCM Controller
D26-5
RCM FAULT CODE TROUBLESHOOTING

Troubleshooting Suggestions for an Active Fault
J004:
REAR LEFT BRAKE PRESSURE LOW
Description
Measured brake pressure is significantly lower than
expected while retard braking is applied.
Conditions to Generate an ACTIVE Fault
The following conditions must be present for 3 seconds to trigger a fault:
NOTE: Refer to Warning on page 5 regarding

proper procedures when probing connector
sockets during electrical checks.
1. Start the engine. Release brakes (including
brake lock, brake pedal, and emergency brake).
2. Use the retard lever to command full retard
braking for 30 seconds.
Is the fault J004 (Rear Left Brake Pressure
Retard command (from retard lever or auto

retard from PMC) is greater than 30%
Low) active?
No. Attempt to recreate the conditions that
generated the fault.
AND
Left brake pressure signal measures less
than 142 psi (979 kPa)
Yes. Continue with troubleshooting items.
Is the fault J005 (Rear Right Brake Pres-
Additionally, the following normal conditions must

exist:
sure Low) also active?

No. Continue with troubleshooting items below.
18 volt power supply voltage greater than

12 volts
AND
Alternator R-Terminal signal at 24 volts
(engine running) for at least 30 seconds
AND
Left brake pressure sensor input in valid
range (between 2 mA and 22 mA)
AND
J018 (Left PPC Electrical Fault) NOT active
Yes. Skip to step 9.

3. Shut off engine. Remove the harness connector
to the left PPC valve. Connect the harness connector for the right PPC valve to the left valve.
(Jumper harnesses are available for crossing
the harnesses. Refer to Special Tools, Section
M.) The left PPC valve is the closest to the
brake cabinet door.
4. Start the engine, fully apply the retard lever and
wait for 60 seconds.
Conditions to CLEAR a Fault

The following conditions must be present for 5 seconds before a fault will clear.
Left brake pressure signal measures
greater than 156 psi (1075 kPa)
AND
No brakes applied except retarder and park
brake. (i.e. brake lock, brake pedal,
emergency brake and auto apply released)
AND
Possible Causes
Left brake PPC valve is plugged.
Left brake pressure sensor or wiring is faulty.
Left brake PPC circuit wiring has excess
resistance to ground. (Normal is below 0.1 ohms)
D26-6
RCM Controller

Low) still active?
Yes. The fault did not follow the wiring, so the
command from the RCM does not seem
to be affecting one side differently than
the other. This indicates that the RCM
and wiring connection from the RCM to
the PPC valve are OK.
No.
Is the fault J005 (Rear Right Brake Pressure Low) now active?
No.
Because both faults cleared, it appears

that the problem is intermittent, or a
combination failure of both the PPC
valve and wiring has occurred. Check
and/or replace the wiring connection
between the left PPC valve and the
RCM. If the problem persists continue
with Step 9.
5/04
D26002
Yes. The fault is affected by the wiring connections between the RCM and PPC
valve. Check the wiring connection. See
Step 12 for additional wiring tests. Then,
if the problem persists, replace the
RCM.
9. Install a calibrated, 3000 psi (21 kPa) pressure

gauge to measure the brake accumulator system pressure. Normal system pressure is 2700
psi (18 615 kPa).
Is the measured pressure below 2500 psi
(17 237 kPa)?
5. Shut down the engine. Return the harness connectors to their original positions.
6. Remove the harness connector to the left brake
pressure sensor and exchange with the harness connector for the right brake pressure sensor. (The brake pressure sensors are positioned
such that the right hand brake sensor is the one
closest to the brake cabinet door)
7. Start the engine, fully apply the retard lever and
Low) still active?
Yes. Because the fault stayed with the wiring
for the left side, even though the left side
wiring is now connected to the right brake
pressure sensor, it is likely that the problem is in the wiring connection from the
RCM to the brake pressure sensor.
Return the harness connectors to their
original positions. Check the wiring connection from the RCM to the left brake
pressure sensor. Then, if the problem
persists, replace the RCM.
No.
Is the fault J005 (Rear Right Brake Pressure Low) now active?
No.

combination failure of both the brake
pressure sensor and the wiring has
occurred. Check and/or replace the wiring connection between the left brake
pressure sensor and the RCM. If the
problem persists continue with step 9.
No.
Yes. The fault may be a result of low system

pressure.
11. Using a calibrated 3000 psi (21 kPa) pressure
gauge, measure the left brake pressure in the
brake cabinet while the engine is running and
the retard lever is applied.
Do the measured brake pressure and
reported brake pressure in the MOM realtime data display for the RCM correspond
within 300 psi (2 068 kPa)?
No. Replace the left brake pressure sensor.
Yes. This indicates that the brake pressure sensor is functioning properly.
12. Using an ohmmeter, measure the resistance from
harness connector RCM1, Pin 10 to ground.
Note that when measuring very small resistances, it is advisable to reference the resistance
measured to the short circuit reading of the ohmmeter. First short the two ohm-meter leads
together and note the measured value. If the
measured value is not zero, use this measured
value as an offset for the actual reading. For
instance, if the measured value of the shorted
leads is 0.2 ohms, and the actual circuit being
tested measures 0.6 ohms, then the actual measured resistance is 0.4 ohms.
Yes. The fault moved with the wiring from the

left brake pressure sensor, indicating
the fault is not occurring from the wiring
and is being induced by the sensor or
by an actual hydraulic problem.
D26002
5/04
This indicates that the fault is not a result

of low brake system pressure. Continue
with troubleshooting items below.
RCM Controller
Is the resistance less than 0.3 ohms?

No.
Excessive ground resistance will reduce

the amount of commanded current that
the RCM supplies to the brake PPC
valve. This reduced current may cause
the output pressure to fall below the 142
psi (979 kPa) fault threshold. Replace the
ground wire.
Yes. The fault may be due to a failed brake

PPC or brake relay valve. Replace the
brake PPC and/or the brake relay valve.
D26-7
J005:
REAR RIGHT BRAKE PRESSURE LOW
Description
Measured brake pressure is significantly lower than
expected while retard braking is being applied.

1. Start the engine. Release brakes (including
brake lock, brake pedal, and emergency brake).
2. Use the retard lever to command full retard
braking for 30 seconds.
Is the fault J005 (Rear Right Brake Pressure Low) active?

retard from PMC) is greater than 30%
No.
AND
Right brake pressure signal measures less
Attempt to recreate the conditions that

Yes. Continue with troubleshooting items

below.
In addition, the following normal conditions must

exist:

Low) also active?
18 volt power supply voltage (generated

internally by RCM) greater than 12 volts
No. Continue troubleshooting items below.

AND
AND
3. Shut off engine. Remove the harness connector

to the right PPC valve. Connect the harness
connector for the left PPC valve to the right
valve. (Jumper harnesses are available for
crossing the harnesses. Refer to Special Tools,
Section M.) The brake PPC valves are positioned with the left valve closest to the brake
cabinet door.
J020 (Right PPC Electrical Fault) NOT

active
4. Start the engine, fully apply retarder lever and


AND
Right brake pressure sensor input in valid

Right brake pressure signal measures
greater than 156 psi (1 075 kPa)
AND
No brakes applied besides retarder. (i.e.
brake lock, brake pedal, emergency brake
or auto apply released.)
AND
Possible Causes
Right brake PPC valve is plugged.
Right brake pressure sensor or wiring is faulty.
Right brake PPC circuit wiring has excess
resistance to ground. (Normal is below 0.1 ohms)
D26-8
RCM Controller
Is the fault J005 (Rear Right Brake Pressure Low) still active?
Yes. The fault did not follow the wiring, so the
command from the RCM does not seem
to be affecting one side differently than
the other. This indicates that the RCM
and wiring connection from the RCM to
the PPC valve are OK.
No.
Low) now active?
No.

combination failure of both the PPC
valve and wiring has occurred. Check
and/or replace the wiring connection
between the right PPC valve and the
RCM. If the problem persists continue
with Step 9.
5/04
D26002
Yes. The fault is affected by the wiring connections between the RCM and PPC
valve. Check the wiring connection. See
Step 12 for additional wiring tests. Then,
if the problem persists, replace the
RCM.
9. Install a calibrated 3000 psi (21 MPa) pressure
gauge to measure the brake accumulator system pressure. Normal system pressure is 2700
psi (18.6 MPa).
Is the measured pressure below 2500 psi
(17.2 MPa)?
6. Remove the harness connector to the right

brake pressure sensor and exchange with the
harness connector for the left brake pressure
sensor. (The brake pressure sensors are positioned such that the right hand brake sensor is
the one closest to the brake cabinet door)
No.
Yes. The fault may be a result of low system

pressure.
7. Start the engine, apply full retard using the

retard lever and wait for 60 seconds.
Is the fault J005 (Rear Right Brake Pressure Low) still active?
for the right side, even though the right
side wiring is now connected to the left
brake pressure sensor, it is likely that the
problem is in the wiring connection from
the RCM to the brake pressure sensor.
original positions. Check the wiring connection from the RCM to the right brake
No.

Low) now active?
No. Because both faults cleared, it appears
combination failure of both the brake
occurred. Check and/or replace the wiring connection between the right brake
pressure sensor and the RCM. If the
problem persists continue with step 9.
This indicates that the fault is not a result

of low brake system pressure. Continue
11. Using a calibrated 3000 psi (21 MPa) pressure

gauge, measure the right brake pressure in the
brake cabinet while the engine is running and
the retard lever is applied.
Do the measured brake pressure and
reported brake pressure in the MOM realtime data display for the RCM correspond
within 300 psi (2 068 kPa)?
No.
Replace the right brake pressure sensor.
Yes. This indicates that the brake pressure sensor is functioning properly.
12. Using an ohm-meter, measure the resistance
from harness connector RCM1 Pin 6 to ground.
Note that when measuring very small resistances, it is advisable to reference the resistance measured to the short circuit reading of
the ohm-meter. First short the two ohm-meter
leads together and note the measured value. If
the measured value is not zero, use this measured value as an offset for the actual reading.
For instance, if the measured value of the
shorted leads is 0.2 ohms, and the actual circuit
being tested measures 0.6 ohms, then the
actual measured resistance is 0.4 ohms.
Yes. The fault moved with the wiring for the

right brake pressure sensor, which indicates that the fault is not occurring from
the wiring and is being induced by the
sensor or by an actual hydraulic problem.
Is the resistance less than 0.3 ohms?

No.
Excessive ground resistance will reduce

the amount of commanded current that
the RCM supplies to the brake PPC
valve. This reduced current may cause
the output pressure to fall below the 142
psi (979 kPa) fault threshold. Replace the
ground wire.
Yes. The fault may be due to a failed brake

PPC or brake relay valve. Replace the
brake PPC and/or the brake relay valve.
D26002
5/04
RCM Controller
D26-9
J006:
REAR LEFT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 2400 psi (16.5
MPa).
The following condition must be present for 2 seconds to trigger a fault:

1. Start the engine. Release brakes (brake pedal,

brake lock, emergency brake, and retard lever)
and wait for 60 seconds.
High) active?

greater than 2400 psi (16.5 MPa).

exist:
range (Between 2 mA and 22 mA)
AND

2. With the engine running, attempt to generate
the fault by commanding full brake apply in
each of the following ways; brake pedal, retard
lever and brake lock.

OR
Brake low accumulator pressure switch
closed [greater than 1850 (12.8 MPa)] for
15 seconds
OR
Does the fault J006 (Rear Left Brake Pressure High) become active?
No.


below.
Front or rear wheel speed sensors measure

greater than 126 rpm (4 mph) for 15
seconds. (Truck is moving)
The following condition must be present for 5 seconds before a fault will clear.
than 2100 psi (14.5 MPa)
In addition, the following normal condition must exist:
Possible Causes
Failed left brake pressure sensor
Failed left brake PPC valve
Failed brake relay valve
Improper steering pump pressure setting
D26-10
RCM Controller
5/04
D26002
3. Using a calibrated 3000 psi (21 MPa) gauge,

measure the left brake pressure in the brake
cabinet while maintaining the condition in step 1
or 2 that generated the fault.
5. Start the engine and recreate the conditions

that caused the fault in step 1 or 2 above. Wait
60 seconds.
Is the measured brake pressure greater

than 2400 psi (16.5 MPa)?
No.
This indicates a failed brake pressure

sensor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic

system. Possible causes include the
brake relay valve, the steering pump setting, relief settings, or the left brake PPC
valve. (Refer to Section J or L.)
4. Shut down the engine. Remove the harness
connector to the left brake pressure sensor and
exchange with the harness connector to the
right brake pressure sensor. (The brake pressure sensors are positioned with the right sensor closest to the brake cabinet door)

High) active?
Yes. The fault remained with the wiring for the
left side, even though it is now connected
to the right brake pressure sensor. This
indicates that the fault is in the wiring connection from the sensor to the RCM.
original positions. Check the wiring connection from the left brake pressure sensor to the RCM. Then, if the problem still
No.
Is the fault J007 (Rear Right Brake Pressure High) now active?
No.

combination failure of both the left brake
occurred. Check the wiring connection
from the RCM to the left brake pressure
sensor and/or replace the sensor.
Yes. The fault remained with the left brake

pressure sensor and is now being
reported through the wiring for the right
side. This indicates that the left brake
pressure sensor is failed. Return the
harness connectors to their original
positions. Replace the left brake pressure sensor.
D26002
5/04
RCM Controller
D26-11
J007:
REAR RIGHT BRAKE PRESSURE HIGH
Description
Measured brake pressure is above 2400 psi (16.5
MPa).

1. Start the engine. Release brakes (brake pedal,

brake lock, emergency brake, and retard lever)
and wait for 60 seconds.
Is the fault J007 (Rear Right Brake Pressure High) active?

greater than 2400 psi (16.5 MPa).

exist:
AND

2. With the engine running, attempt to generate
the fault by commanding full brake apply in
each of the following ways: brake pedal, retard
lever and brake lock.

OR
closed [greater than 1850 psi (12.8 MPa)]
for 15 seconds
OR
Does the fault J007 (Rear Right Brake

Pressure High) become active?
No.


below.

The following condition must be present for 5 seconds before a fault will clear.
than 2100 psi (14.5 MPa)
Possible Causes
Failed right brake pressure sensor
Failed right brake PPC valve
Failed brake relay valve
Improper steering pump pressure setting
D26-12
RCM Controller
5/04
D26002

measure the right brake pressure in the brake
cabinet while maintaining the condition in step 1
or 2 that generated the fault.
5. Start the engine and recreate the conditions

that caused the fault in step 1 or 2 above. Wait
60 seconds.

than 2400 psi (16.5 MPa)?
No.
This indicates a failed brake pressure

sensor or faulty wiring connection to the
RCM.
Yes. This indicates a problem in the hydraulic

system. Possible causes include the
brake relay valve, the steering pump setting, relief settings, or the brake PPC
valve. (Refer to Section J or L.)
connector to the right brake pressure sensor
and exchange with the harness connector to the
left brake pressure sensor. (The brake pressure
sensors are positioned with the right sensor
closest to the brake cabinet door)
Is the fault J007 (Rear Right Brake Pressure High) active?

Yes. The fault remained with the wiring for the
right side, even though it is now connected to the left brake pressure sensor.
This indicates that the fault is in the wiring
connection from the sensor to the RCM.
original positions. Check the wiring connection from the right brake pressure
sensor to the RCM. Then, if the problem
still persists, replace the RCM.
No.
High) now active?
No.

combination failure of both the right
brake pressure sensor and the wiring
has occurred. Check the wiring connection from the RCM to the right brake
pressure sensor and/or replace the sensor
Yes. The fault remained with the right brake

pressure sensor and is now being
reported through the wiring for the left
side. This indicates that the right brake
pressure sensor is failed. Return the
harness connectors to their original
positions. Replace the right brake pressure sensor.
D26002
5/04
RCM Controller
D26-13
J009:
REAR LEFT PRESSURE PRESENT AND NO COMMAND

exist:
Description
AND
Brake pressure is present at the left brake, but there

is no brake command. (i.e. the brakes are dragging)
The brake pedal, brake lock, auto apply,

and emergency brake signals are not active

Possible Causes
Failed left brake PPC valve.

Failed brake treadle valve.
AND
Improper brake pedal sensor adjustment

and emergency brake inputs indicate no
brake command
Troubleshooting suggestions for an Active Fault
AND
retard from PMC) is less than 3%
exist:
AND

1. Start the engine, ensure that all brakes (except

park brake) are not applied, and wait for 60 seconds.

AND
OR
Is the fault J009 (Rear Left Pressure

Present and No Command) active?
below.

closed [pressure greater than 1850 psi
(12.8 MPa)] for 15 seconds
Is the left-hand brake pressure reported on

the MOM real-time data display for the
RCM greater than 127 psi (875 kPa)?
OR
No. Ensure that the retard lever is in its full

upright (no retard) position. Turn the truck
OFF, wait 30 seconds, and then start the
engine. Wait 60 seconds. If the fault is still
ACTIVE, and the reported left hand brake
pressure is less than 99 psi (683 kPa),
and the MOM display for both the retard
lever and auto retard reports less than
3% command, then the RCM may be
faulty. Replace the RCM.

AND
D26-14
RCM Controller
Yes. This verifies that the RCM is receiving a

feedback brake pressure that has
exceeded the fault threshold.
5/04
D26002
Is J049 (Rear Right Pressure Present and

No Command) active also?
Yes. Continue with step 4 below.
2. Shut down the engine. Wait 30 seconds.
Remove the harness connector to the left brake
pressure sensor and exchange it with the harness connector to the right brake pressure sensor.
4. Shut down the engine. Return the connectors to

their original positions. In the hydraulic cabinet,
install a calibrated 3000 psi (21 MPa) pressure
gauge to measure the left brake pressure.
3. Start the engine and wait for 60 seconds.

Present and No Command) still active?
Yes. The fault remained on the left side, even
though the wiring connection is now reading feedback brake pressure from the
right side. This indicates that the wiring
connection from the RCM to the sensor is
faulty, or that the RCM itself is faulty.
pressure sensor. Then, if the fault persists, replace the RCM.

than 127 psi (875 kPa)?
No.
If the MOM display still reports brake

pressure greater than 127 psi (875 kPa),
the brake pressure sensor may be faulty.
However, before replacing the sensor,
ensure that pressure gauge is properly
calibrated. Then replace the left brake
pressure sensor.
Yes. This verifies that the RCM is reporting a

valid brake pressure, and that the problem is in the hydraulic system.
No.
Is the fault J049 (Rear Right Pressure
Present and No Command) now active?
No.

occurred. Return the harness connectors to their original positions. Check the
wiring connection from the RCM to the
left brake pressure sensor and/or
replace the sensor.
Yes. The fault remained associated with a single brake pressure sensor and did not
follow the wiring connection. This indicates that the wiring connection from
the RCM to the sensor is OK.
D26002
5/04
RCM Controller
D26-15
J010:
REAR LEFT PRESSURE SENSOR FAULT
Description
An invalid value has been read from the left brake
pressure sensor.


Left brake pressure sensor input not in valid
range. (Not between 2 mA and 22 mA)
exist:
AND
Is the fault J010 (Rear Left Pressure Sensor Fault) active?

No.

below.
Is the fault J011 (Rear Right Pressure Sensor Fault) active also?
No.

OR
OR

Continue with troubleshooting items

below.
Yes. Because both faults are active, we are

unable to troubleshoot by testing the
right versus the left side. The possible
causes at this point are faulty wiring
connections from the sensors to the
RCM, faulty sensors, or faulty RCM.
Based on spare parts on hand, replace
one or more of the listed possible cause
items.

The following condition must be present for 15 seconds before a fault will clear:
range. (Between 2 mA and 22 mA)
Possible Causes
Faulty left brake pressure sensor.
Faulty wiring connection from the left brake
pressure sensor to the RCM.
D26-16
RCM Controller
5/04
D26002

connector to the left brake pressure sensor and
exchange with the harness connector to the
right brake pressure sensor.
3. Start engine and wait 60 seconds.
Is the fault J010 (Rear Left Pressure Sensor Fault) still active?
for the left side, even though the left side
wiring is now connected to the right brake
pressure sensor, it is likely that the problem is in the wiring connection from the
RCM to the brake pressure sensor.
No.
Is the fault J011 (Rear Right Pressure Sensor Fault) now active?
No.

occurred. Return the harness connectors to their original positions. Check the
wiring connection from the RCM to the
left brake pressure sensor and/or
replace the sensor.
Yes. The fault remained with a single sensor,

and did not follow the wiring for the left
side. This indicates that the fault is not
related to the wiring connection from the
RCM to the sensor, or with the RCM
itself. Return the harness connectors to
their original positions. Then, replace
the left brake pressure sensor.
D26002
5/04
RCM Controller
D26-17
Is the fault J010 (Rear Left Pressure Sensor Fault) active also?
J011: REAR RIGHT PRESSURE SENSOR FAULT

Description
An invalid value has been read from the right brake

pressure sensor.
Yes. Because both faults are active, we are

unable to troubleshoot by testing the right
versus the left side. The possible causes
at this point are faulty wiring connections
from the sensors to the RCM, faulty sensors, or faulty RCM. Based on spare
parts on hand, replace one or more of the
listed possible cause items.

Right brake pressure sensor input not in
valid range. (Not between 2 mA and 22 mA)
exist:

connector to the right brake pressure sensor
and exchange with the harness connector to the
left brake pressure sensor. Start engine and
wait 60 seconds.
AND
OR
OR

for the right side, even though the right
side wiring is now connected to the left
brake pressure sensor, it is likely that the
problem is in the wiring connection from
the RCM to the brake pressure sensor.
No.
range. (Between 2 mA and 22 mA)
Possible Causes
Faulty right brake pressure sensor.
Faulty wiring connection from the right brake
pressure sensor to the RCM.
Is the fault J011 (Rear Right Pressure Sensor Fault) active?
No. Attempt to recreate the conditions that generated the fault.
Yes. Continue troubleshooting items below.
D26-18
Is the fault J011 (Rear Right Pressure Sensor Fault) still active?
RCM Controller
Is the fault J010 (Rear Left Pressure Sensor Fault) now active?
No.

combination failure of both the right
brake pressure sensor and the wiring
has occurred. Return the harness connectors to their original positions. Check
the wiring connection from the RCM to
the right brake pressure sensor and/or
replace the sensor.
Yes. The fault remained with a single sensor,

and did not follow the wiring for the right
side. This indicates that the fault is not
related to the wiring connection from the
RCM to the sensor, or with the RCM
itself. Return the harness connectors to
their original positions. Then, replace
the right brake pressure sensor.
5/04
D26002
J012:
RETARD LEVER SENSOR FAULT
2. Move the retard lever to the position of approximately 40% of full travel. Wait 30 seconds.
Description
Is the fault J012 (Retard Lever Sensor

Fault) still active?
A invalid value has been read from the retard lever

position sensor.
No. This indicates that the retard lever calibration is faulty. Replace the retard lever.

The following condition must be present for 0.2 seconds to trigger a fault:
Yes. This indicates that the fault is not related

to calibration, since it does not clear when
the lever is near the midpoint of its possible travel.
Retard lever position sensor input not in

valid range. (Not between 1.1 V and 3.9 V)
Retard lever position sensor input in valid
range. (Between 1.1 V and 3.9 V)
3. Check the wiring connection from the retard

lever to the RCM for continuity. Replace wiring
as necessary.
4. Remove the retard lever from steering column.
Unplug the harness connector from the retard
lever. Using an ohm-meter, measure the resistance across pins A and C on the retard lever.
(Use the harness connector labels to identify
pins on the retard lever)
Is the measured resistance between 2000
ohms and 3000 ohms?
No. Replace the retard lever.
Possible Causes

below.
Un-calibrated retard lever.

Faulty retard lever.
Failure in wiring connection from retard lever to
the RCM.
5. With the retard lever in the full up (no retard)

position, measure the resistance between pins
C and B on the retard lever.
Is the resistance between 300 ohms and
700 ohms?

1. With the key on, place the retard lever in the full
up (no retard) position. Wait 30 seconds.

below.
6. With the retard lever in the full down (100%
retard) position, measure the resistance
between pins C and B on the retard lever.
Is the fault J012 (Retard Lever Sensor

Fault) active?
Is the measured resistance between 2200

ohms and 3300 ohms?
No. Place the retard lever in the full down

(100% retard) position.
Yes. The retard lever appears to be functioning

properly. If the fault persists, replace the
RCM.
Does the fault J012 become active?

Yes. Continue with trouble shooting items
below.
No.
D26002

5/04
RCM Controller
D26-19
J013:
AUTO RETARD SIGNAL FAULT
Description

The pulse width modulated (PWM) auto retard signal

from the PMC to the RCM is not in the valid range.
The pulse width modulated (PWM) auto
retard signal from the PMC is not in the
valid range of 5% to 95% duty cycle.
1. Remove the harness connector RCM2 from the

RCM. Remove the white terminal cover plate
from the front of the harness connectors.
2. Taking extreme care not to insert anything
inside of the socket, probe the outside edge of
RCM2 pin 5 (on the harness connector) with an
oscilloscope, grounding the reference to GB09.
If an oscilloscope is not available, proceed to
step 3.
Does the signal have a 200 Hz frequency
and a duty cycle of at least 5% and less
than 95%?
The pulse width modulated (PWM) auto

retard signal from the PMC is in the valid
range of 5% to 95% duty cycle.
No.
Possible Causes
Poor ground between the RCM and PMC.
Faulty wiring connection between RCM and
PMC.
There may be a problem in the wiring

connection from the PMC to the RCM, or
in the grounding of the RCM or PMC.
Check the wiring connection from the
PMC to the RCM. Then, if the fault persists, replace the PMC.
Yes. Continue with troubleshooting item below.

3. Probe harness connector RCM2 pin 5 with a
DC voltmeter, grounding the reference to GB09.
Is the measured voltage between 250 mV
and 4.75 V?
No.
There may be problem in the wiring connection from the PMC to the RCM, or in
the grounding of the RCM or PMC. Check
the wiring connection from the PMC to
the RCM. Then, if the fault persists,
replace the PMC.
Yes. The signal from the PMC appears to be

valid. The fault may be a result of a faulty
RCM. Replace the RCM.
D26-20
RCM Controller
5/04
D26002
Possible Causes
J014:
RS-422 LINK TO PMC FAULT
Description
Turning the key switch OFF and then ON again

before the PMC has had time to shut down. (The
PMC requires approximately 10 seconds after
key switch OFF to properly shut down.)
The RS-422 serial communications link between the

RCM and PMC has failed.
Noise on the serial communications lines.
Faulty wiring connection.
The RCM has attempted 4 times to

communicate with the PMC and has failed.
The RCM has successfully communicated
with the PMC.
D26002
5/04
Troubleshooting Suggestions
The RCM uses the RS-422 link to communicate with
the PMC. When the RS-422 link has failed, the RCM
will be unable to notify the PMC of the fault. In this
case, the PMC should report the communications
failure. The RCM will only be able to report this fault
after the fault has cleared and the RS-422 link is
again active.
RCM Controller
D26-21
Did the fault J015 become active?
J015:
BRAKE LIGHT FAULT: Open Circuit or FET Short
No.
Description
The brake light circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.


below.
3. Apply and release the brake pedal several
times.

All non-retard brake inputs to RCM are OFF
(Not active)
Do the brake lights (on the rear of the

truck) illuminate when the brake pedal is
pressed and turn off when the brake pedal
is released? (i.e. Do the brake lights operate normally?)
No. Continue with troubleshooting items
below.
AND
RCM internal circuitry detects a fault
All non-retard brake inputs to RCM are OFF
(Not active)
AND
Yes. This indicates that the brake lights and the

associated wiring connections are working properly. Since the RCM detects a
fault in this case, it is likely that the RCM
is faulty. Replace the RCM.
Are the brake lights ALWAYS on, even if no
brake is being applied?
RCM internal circuitry does not detect a

fault
Yes. This indicates an internal failure of the

Are the brake lights always OFF, even
when brakes are applied?
Possible Causes
The brake light relay coil has an open circuit.
No.
The wiring connection to the relay has an open

circuit.
This indicates that the brake lights and

the associated wiring connections are
working properly. Since the RCM detects
a fault in this case, it is likely that the
RCM is faulty. Replace the RCM.
Yes. Check the wiring to the brake light relay

coil. Check the relay. Then, if the fault
1. Start the engine and release brake pedal, brake

lock, and emergency brake. Wait for 60 seconds.
Is the fault J015 (Brake Light Fault: Open
Circuit or FET Short) active?
2. Fully apply the brake pedal for 15 seconds, and
then release.
D26-22
RCM Controller
5/04
D26002
Is the fault J018 (Left PPC Electrical Fault)

active?
J018:
LEFT PPC ELECTRICAL FAULT
No. Removing the harness connector creates

an open circuit condition. However, the
detection circuitry internal to the RCM
requires an initial valid signal to enable
the detection process. Therefore, if an
open circuit condition exists at key on, the
RCM may not be able to detect it as a
new fault condition. (The RCM will detect
a low brake pressure fault when retard
braking is commanded, however) In this
case, forcing an open circuit by removing
the harness connector did not generate a
fault; therefore we conclude that a continual open circuit fault is present in the system.
Description
This fault is generated by an internal circuit on the
RCM board. The circuit senses an open circuit condition in the wiring connection from the RCM to the
brake PPC valve.
The following condition must be present for 1 second
to trigger a fault:
PPC status input high. (internal RCM short
circuit detection circuitry)
AND
PPC status input was low (normal) when
the key was initially turned on.
Yes. Replace the harness connector and wait

for 30 seconds. If the fault clears, we do
not have an active fault at this time.
originally generated the fault.

PPC status input low. (internal RCM short
3. Shut down the engine. If not already removed,

remove the left brake PPC valve harness connector. Using an ohmmeter, measure the resistance across the two pins of the left brake PPC
valve.
Possible Causes
Is the measured resistance greater than

3000 ohms?
Open circuit in wiring connection from the RCM

to the brake PPC valve.
Faulty brake PPC valve.
Yes. Replace the left brake PPC valve.
4. With the key OFF, check the wiring connection

from the left brake PPC valve to the RCM. Verify continuity in the following circuits:

a. RCM output to the left brake PPC valve.

b. Return circuit from left brake PPC valve to
the RCM.
c. RCM ground lines.
5. If the fault persists, replace the RCM
Is the fault J018 (Left PPC Electrical Fault)

active?
No.

below.

2. Remove the left brake PPC valve harness connector. Wait for 30 seconds.
D26002
5/04
RCM Controller
D26-23
J019:
LEFT PPC CALIBRATION FAULT
b. Use the retard lever to command 150 mA to

the left PPC valve.
Description
c. Using a pressure gauge in the brake cabinet,

measure left brake pressure.
This fault is generated during the calibration routine.

It occurs when the measured pressure from a calibrated PPC valve is outside the expected range. This
fault only occurs during the calibration process.
d. Record the value of command current, MOM

reported pressure, and actual measured
pressure on the gauge.
e. Repeat step d. for the following current levels; 250 mA, 350 mA, 450 mA, 550 mA, and
650 mA.
RCM Calibration Mode has been initiated

by the technician
Is the MOM reported pressure within 150

psi (1 034 kPa) of the actual measured
pressure at every current level?
AND
Engine is running and the PPC calibration
process is commanding retard brake
pressure
No.

below.
AND
During verification of the calibration
process, the RCM reads a pressure from
the left PPC valve outside of the expected
range
The fault will be cleared when the RCM is powered
OFF.
Possible Causes
Replace the left brake pressure sensor
3. As part of the calibration verification, the RCM

verifies that the measured brake pressure falls
within a worst case threshold for various command current levels. Using the pressure data
reported by MOM in step 2, verify that the pressure falls within the following extreme limits:
COMMAND
CURRENT
Faulty PPC solenoid valve.

Faulty left brake pressure sensor.
LEFT BRAKE PRESSURE (MOM)

kPa
PSI
150 mA
345 - 4 826
50 - 700
250 mA
1 724 - 7 446
250 - 1080
350 mA
4 826 - 9 653
700 - 1400
Faulty left PPC valve.
450 mA
6 895 - 11 859
1000 - 1720
Hydraulic fault in left PPC hydraulic circuit.
550 mA
8 963 - 14 134
1300 - 2050
650 mA
10 342 - 16 341
1500 - 2370

1. Verify the PPC solenoid is allowing pressure to
the PPC valve. With the engine running, move
the retard lever to command at least 50%
retard. Using a pressure gauge in the brake
cabinet, measure left brake pressure.
Is pressure present on the output of the

left PPC valve?
No. Check the PPC supply solenoid.
Yes. Continue with the troubleshooting items
below.
Do the pressure values at each current

level fall within the extreme limits listed?
No. Replace the left PPC valve.
below.
also requires that the measured brake pressure
increase by at least 100 psi (689 kPa) for each
100 mA increase in current.
2. Verify the left brake pressure reported by the

MOM real-time data screen matches the actual
pressure measured at the brake cabinet using
the following procedure:
a. On the MOM, view the real-time data screen
which displays both brake pressure and
commanded PPC current.
D26-24
RCM Controller
Do the pressure values increase by at least

100 psi (689 kPa) for each 100 mA
increase in command current?
No. Replace left PPC valve.
Yes. The PPC valves and pressure sensor
appear to be functioning properly.
Attempt to calibrate the RCM again.
5/04
D26002
2. Remove the right brake PPC valve harness

connector. Wait for 30 seconds.
J020:
RIGHT PPC ELECTRICAL FAULT
Is the fault J020 (Right PPC Electrical

Fault) active?
Description
This fault is generated by an internal circuit on the
RCM board. The circuit senses an open circuit condition in the wiring connection from the RCM to the
brake PPC valve.
No.

The following condition must be present for 1 second
to trigger a fault:
PPC status input high. (internal RCM short
AND
PPC status input was low (normal) when
the key was initially turned on.
Yes. Replace the harness connector and wait

for 30 seconds. If the fault clears, we do
not have an active fault at this time.
originally generated the fault.

PPC status input low. (internal RCM short
Possible Causes
Removing the harness connector creates an open circuit condition. However,

the detection circuitry internal to the RCM
requires an initial valid signal to enable
the detection process. Therefore, if an
open circuit condition exists at key on, the
RCM may not be able to detect it as a
new fault condition. (The RCM will detect
a low brake pressure fault when retard
braking is commanded, however) In this
case, forcing an open circuit by removing
the harness connector did not generate a
fault; therefore we conclude that a continual open circuit fault is present in the system.
3. Shut down the engine. If not already removed,

remove the right brake PPC valve harness connector. Using an ohmmeter, measure the resistance across the two pins of the right brake
PPC valve.
Open circuit in wiring connection from the RCM

to the brake PPC valve.
Is the measured resistance greater than

3000 ohms?
Faulty brake PPC valve.

Yes. Replace the right brake PPC valve.

4. With the key OFF, check the wiring connection

from the right brake PPC valve to the RCM. Verify continuity in the following circuits:
a. RCM output to the right brake PPC valve.
b. Return circuit from right brake PPC valve to
the RCM.

Is the fault J020 (Right PPC Electrical
Fault) active?
c. RCM ground lines.

5. If the fault persists, replace the RCM.

D26002
5/04
RCM Controller
D26-25
J021:
RIGHT PPC CALIBRATION FAULT
b. Use the retard lever to command 150 mA to

the right PPC valve.
Description
c. Using a pressure gauge in the brake cabinet,

measure right brake pressure.
This fault is generated during the calibration routine.

It occurs when the measured pressure from a calibrated PPC valve is outside the expected range. This
fault only occurs during the calibration process.
d. Record the value of command current, MOM

reported pressure, and actual measured
pressure on the gauge.
e. Repeat step d. for the following current levels; 250 mA, 350 mA, 450 mA, 550 mA, and
650 mA.
RCM Calibration Mode has been initiated

by the technician
Is the MOM reported pressure within 150

psi (1 034 kPa) of the actual measured
pressure at every current level?
AND
Engine is running and the PPC calibration
process is commanding retard brake
pressure
No. Replace the right brake pressure sensor

below.
AND
During verification of the calibration
process, the RCM reads a pressure from
the right PPC valve outside of the expected
range

verifies that the measured brake pressure falls
within a worst case threshold for various command current levels. Using the pressure data
reported by MOM in step 2, verify that the pressure falls within the following extreme limits:
The fault will be cleared when the RCM is

powered OFF.
COMMAND
CURRENT
Possible Causes
RIGHT BRAKE PRESSURE (MOM)

kPa
PSI
Faulty PPC solenoid valve.
150 mA
345 - 4 826
50 - 700
Faulty right brake pressure sensor.
250 mA
1 724 - 7 446
250 - 1080
Faulty right PPC valve.
350 mA
4 826 - 9 653
700 - 1400
450 mA
6 895 - 11 859
1000 - 1720
550 mA
8 963 - 14 134
1300 - 2050
650 mA
10 342 - 16 341
1500 - 2370
Hydraulic fault in right PPC hydraulic circuit.

Do the pressure values at each current

level fall within the extreme limits listed?
1. Verify the PPC solenoid is allowing pressure to

the PPC valve. With the engine running, move
the retard lever to command at least 50%
retard. Using a pressure gauge in the brake
cabinet, measure right brake pressure.
right PPC valve?
No.
Check the PPC supply solenoid.

below.
No. Replace the right PPC valve.

below.
also requires that the measured brake pressure
increase by at least 100 psi (689 kPa) for each
100 mA increase in current.
2. Verify the right brake pressure reported by the

MOM real-time data screen matches the actual
pressure measured at the brake cabinet using
the following procedure:
a. On the MOM, view the real-time data screen
which displays both brake pressure and
commanded PPC current.
D26-26
RCM Controller
Do the pressure values increase by at least

100 psi (689 kPa) for each 100 mA
increase in command current?
No. Replace right PPC valve.
Yes. The PPC valves and pressure sensor
appear to be functioning properly.
Attempt to calibrate the RCM again.
5/04
D26002
J026:
RCM ABNORMAL
Description
The RCM was reset by the onboard hardware reset
circuitry.
This fault occurs when the RCM detects that the last
RCM reset was caused by the onboard hardware
reset circuitry.
Note: After the RCM experiences 4 watchdog faults,
it is held in continual reset until it is cycled by turning
OFF the key switch.

1. Note the location and conditions under which

the fault occurs. EMI (electromagnetic interference) can be generated by external devices
such as 2- way radios, radio towers, etc. Other
electrical noise can be generated by service
equipment, such as arc welders. In each case,
attempt to eliminate the source of the noise.
2. Check the RCM ground circuit. Turn the key
switch OFF. Disconnect the harness connector
RCM1. Using an Ohmmeter, measure the resistance from RCM1 pin 3 to ground.
This fault will clear when the RCM detects that the
last RCM reset was NOT caused by the onboard
hardware reset circuitry.
Is the measured resistance less than.3

ohm? (i.e. Is the circuit grounded?)
No. Check the wiring connection from the
RCM to the grounding point.
Yes. If the fault persists, and cannot be associated with a particular EMI event,
replace the RCM.
Possible Causes
External electrical noise.
Faulty RCM.
D26002
5/04
RCM Controller
D26-27
J029:
BATTERY VOLTAGE ABNORMAL
J030:
FRONT LEFT WHEEL SPEED SENSOR FAULT
Description
Description
The truck battery voltage input to the RCM is low.
The front left wheel speed sensor reported speed of

0 mph while the truck was moving.

Battery voltage input to RCM is less than 18
volts.

Front left wheel speed = 0 mph.
AND
The three other wheel speeds greater than

126 rpm (4 mph).
Battery voltage input to RCM greater than
19 volts.

exist:
No brake or retard input
Possible Causes
AND
Faulty wiring connection from battery to RCM.

Faulty truck battery.
AND

1. Turn the key switch ON and wait for 30 seconds.
OR
Is the fault J029 (Battery Voltage Abnormal) active?

No.

for 15 seconds

OR
Yes. Continue troubleshooting items below.

2. Measure the battery voltage (at the battery, in

the battery box on the deck) using a voltmeter.
Is the measured voltage less than 18
volts?
Yes. The battery requires service or charging.
3. Turn the key switch OFF. Disconnect the harness connector RCM1. Taking extreme care not
to insert anything inside of the socket, measure
the voltage from RCM1 pin 1 (battery voltage
input) to RCM1 pin 3 (ground input) by probing
the outside edge of the sockets with voltmeter
lead.
Is the measured voltage less than 18
volts?

The following conditions must be present for 15 seconds before a fault will clear:
Front left wheel speed greater than 126
rpm (4 mph)
AND
2 of the 3 other wheel speeds greater than
126 rpm (4 mph)
exist:
AND
No. Replace the RCM.

internally by RCM) greater than 12 volts.
Yes. Check the wiring connection from the

RCM to the battery.
D26-28
No brake or retard input.
RCM Controller
5/04
D26002
AND
3. Check the position of the front left wheel speed

sensor.
Does the sensor's position from the gear
agree with the specification in the service
manual? (Refer to Speed Sensors, Section D.)
OR
for 15 seconds
No. Adjust the sensor position.

below.
OR
4. Replace the front left wheel speed sensor. Drive

the truck at a speed greater than 4 mph for 30
seconds.
Is the fault J030 (Front Left Wheel Speed
Sensor Fault) still active?
Possible Causes
Failed wheel speed sensor.
No.
Faulty wiring connection from the wheel speed

sensor to the RCM.
Yes. This indicates that the RCM may have

faulty wheel speed input circuitry. If a
spare RCM is available, replace the
RCM. For non-Traction Control enabled
trucks, the wheel speed sensors are not
used. Therefore, a wheel speed sensor
fault on a non-Traction Control enabled
truck will not affect the operation of the
truck, and the wheel speed sensor can be
left disconnected to eliminate the nuisance of intermittent faults.

Fault seems to have cleared.
1. Drive the truck greater than 4 mph for 30 seconds.

Is the fault J030 (Front Left Wheel Speed
Sensor Fault) active?
No.


below.
2. Check the wiring connection from the wheel
speed sensor to the RCM.
Is the wiring connection ok?
No. Fix the wiring problem
below.
D26002
5/04
RCM Controller
D26-29
J031:
FRONT RIGHT WHEEL SPEED SENSOR FAULT
Description

Front right wheel speed greater than 126
rpm (4 mph)
The front right wheel speed sensor reported speed of

AND
Front right wheel speed = 0 mph.

126 rpm (4 mph)
exist:
AND
126 rpm (4 mph).
AND
AND

exist:

OR
AND

for 15 seconds

AND
OR


OR
for 15 seconds
OR

D26-30
Possible Causes

sensor to the RCM.
RCM Controller
5/04
D26002

4. Replace the front right wheel speed sensor.

Drive the truck at a speed greater than 4 mph
for 30 seconds.
Is the fault J031 (Front Right Wheel Speed
No.

Is the fault J031 (Front Right Wheel Speed
No.


below.

left disconnected to eliminate the nuisance of intermittent fault.

below.
3. Check the position of the front right wheel
speed sensor.
No. Adjust the sensor position.
below.
D26002
5/04
RCM Controller
D26-31
J032:
REAR LEFT WHEEL SPEED SENSOR FAULT
Description
Rear left wheel speed greater than 126 rpm

(4 mph)
The rear left wheel speed sensor reported speed of 0

mph while the truck was moving.
AND
126 rpm (4 mph)


exist:
Rear left wheel speed = 0 mph.
AND
AND


126 rpm (4 mph).
AND

exist:

OR
AND

for 15 seconds

AND
OR


OR
for 15 seconds
OR

D26-32
Possible Cause

sensor to the RCM.
RCM Controller
5/04
D26002

3. Check the position of the Rear left wheel speed

sensor.

Is the fault J032 (Rear Left Wheel Speed
No.

below.
4. Replace the rear left wheel speed sensor. Drive
the truck at a speed greater than 4 mph for 30
seconds.

below.

below.
5/04
Is the fault J032 (Rear Left Wheel Speed

No.

left disconnected to eliminate the nuisance of intermittent faults.
D26002
Adjust the sensor position.
RCM Controller
D26-33
J033: REAR RIGHT WHEEL SPEED SENSOR
Fault Description
The rear right wheel speed sensor reported speed of

Rear right wheel speed greater than 126

rpm (4 mph)
AND

Rear right wheel speed = 0 mph.

126 rpm (4 mph)
exist:
AND
AND

126 rpm (4 mph).


exist:
AND

AND
OR


for 15 seconds
AND
OR
OR
for 15 seconds
Possible Causes
OR
D26-34

sensor to the RCM.
RCM Controller
5/04
D26002

4. Replace the rear right wheel speed sensor.

Drive the truck at a speed greater than 4 mph
for 30 seconds.
Is the fault J033 (Rear Right Wheel Speed
No.

Is the fault J033 (Rear Right Wheel Speed
No.


below.

RCM.
For non-Traction Control enabled trucks,
the wheel speed sensors are not used.
Therefore, a wheel speed sensor fault on
a non-Traction Control enabled truck will
not affect the operation of the truck, and
the wheel speed sensor can be left disconnected to eliminate the nuisance of
intermittent faults.

below.
No. Fix the wiring problem.
3. Check the position of the rear right wheel speed
sensor.
No. Adjust the sensor position
below.
D26002
5/04
RCM Controller
D26-35
J034:
AUTO APPLY
Description

The brake system has entered the auto apply state.

This indicates that a brake accumulator has fallen
below 1650 psi (11.4 MPa), causing the brakes to
automatically be applied with the remaining accumulator pressure.

Is the condition J034 (Auto Apply) active?

Auto apply switch in the active state. (Open
circuit)

below.
measure the brake accumulator pressure.

exist: Emergency brake NOT active.
AND
OR
for 15 seconds
OR
Is the measured pressure less than 1650

psi (11.4 MPa)?
No
Check the wiring connection from the

auto apply switch to the RCM. Using an
ohm-meter, measure the resistance
across the terminals of the auto apply
switch. If the measured resistance is
greater than 3000 ohms (open circuit),
replace the switch. Then, if the fault persists, replace the RCM.
Yes. This indicates a fault in the hydraulic system.

Auto apply switch NOT in the active state.
(Closed circuit)
Possible Causes
Low system brake pressure.
Faulty auto apply switch.
Faulty wiring from auto apply switch to RCM.
D26-36
RCM Controller
5/04
D26002
J035:
LOSS OF 18 VOLT POWER SUPPLY
Description
The RCM has lost its internally generated 18 volt
power supply.
internally by RCM) less than 12 volts
NOTE: The 18 volt power supply is required for the
retard lever position sensor. When the 18 volt supply
is lost, the RCM cannot determine the position of the
retard lever. Therefore, when the fault J035 (Loss of
18 Volt Power Supply) occurs, the RCM will disable
the retard lever until the key switch is turned OFF.
2. Turn the key switch OFF. Disconnect the harness connectors RCM1 and RCM3. Disconnect
all six sensors; left brake pressure sensor, right
brake pressure sensor, front left wheel speed
sensor, front right wheel speed sensor, rear left
wheel speed sensor, and the right rear wheel
speed sensor. Each circuit can be independently tested for a short circuit between the 18
volt power line and either the ground line or
shield. Taking extreme care not to insert anything inside of the socket, probe the outside
edge of the sockets described below with an
ohmmeter lead.
3. Test the right brake pressure sensor wiring by
measuring the resistance between RCM3 pin
20 (18V) and RCM3 pin 32 (shield).
Is the resistance less than 10 ohms?
No.

This fault will NOT clear until the key switch is cycled
OFF and then ON. In addition, after cycling the key
switch, the following condition must be present for 15
seconds before a fault will clear:
internally by RCM) greater than 13 volts.
Yes. There is a short circuit in the wiring connection from the RCM to the right brake
pressure sensor. Replace the wiring.
4. Test the left brake pressure sensor wiring by
measuring the resistance between RCM3 pin 8
(18V) and RCM3 pin 33 (shield).
Is the resistance less than 10 ohms?
No.
Possible Causes
1. Turn the key switch OFF. Wait 30 seconds. Turn

the key switch ON and wait 30 seconds.
5. Test the front left wheel speed sensor wiring by

27 (18V) and RCM1 pin 29 (shield). Also, measure the resistance between RCM1 pin 27
(18V) and RCM1 pin 22 (ground).
Is the fault J035 (Loss of 18 Volt Power

Supply) active?
No.
This circuit is not shorted. Continue with

troubleshooting items below.
Yes. There is a short circuit in the wiring connection from the RCM to the left brake
pressure sensor. Replace the wiring.
18 volt power supply shorted to ground. (Such as

18 volt power supplied to a sensor shorted to
ground or shield)

Is the resistance less than 10 ohms in

either case?
Attempt to recreate the situation that generated the fault.
No. This circuit is not shorted. Continue with


below.
Yes. There is a short circuit in the wiring connection from the RCM to the front left
wheel speed sensor. Replace the wiring.
6. Test the front right wheel speed sensor wiring
by measuring the resistance between RCM1 pin
D26002
5/04
RCM Controller
D26-37
Is the resistance less than 10 ohms in either

case?
No.

11. Turn off the key switch. Reconnect right brake

pressure sensor. Turn on the key switch. Wait
for 30 seconds.
Is fault J035 (Loss of 18 Volt Power Supply) still active?
Yes. There is a short circuit in the wiring connection from the RCM to the front right
Yes. Failed sensor. Replace right brake pressure sensor.
7. Test the rear left wheel speed sensor wiring by

12. Turn off the key switch. Reconnect front left

wheel speed sensor. Turn on the key switch.
Wait for 30 seconds.

either case?
No. This circuit is not shorted. Continue with

Yes. Failed sensor. Replace front left wheel

speed sensor.
Yes. There is a short circuit in the wiring connection from the RCM to the rear left
8. Test the rear right wheel speed sensor wiring by

13. Turn off the key switch. Reconnect front right

Yes. Failed sensor. Replace front right wheel
speed sensor.

either case?
Yes. There is a short circuit in the wiring connection from the RCM to the rear right
No.

14. Turn off the key switch. Reconnect rear left
This circuit is not shorted, and indicates

that the short circuit does not exist in the
wiring connections.

Yes. Failed sensor. Replace rear left wheel
speed sensor.
9. Reconnect the RCM. Turn key switch on. Wait

30 seconds.
Is J035 active?
15. Turn off the key switch. Reconnect rear right

Yes. Replace the RCM.

No. Continue with troubleshooting item 10.
10. Turn off the key switch. Reconnect left brake
pressure sensor. Turn on the key switch. Wait
for 30 seconds.
Yes. Failed sensor. Replace the left brake pressure sensor.

Yes. Failed sensor. Replace rear right wheel
speed sensor.
No. It appears that the problem is intermittent.
D26-38
RCM Controller
5/04
D26002
J037:
BRAKE LIGHT FAULT: Short Circuit or Overload
Description

The brake light output has detected an overload or

short circuit condition.
The following conditions must be present for 0.5 seconds to trigger a fault:
1. Turn the key switch ON. Apply the emergency

brake switch for 30 seconds.
Is the fault J037 (Brake Light Fault: Short
Circuit or Overload) active?
Brake is being commanded in any of the

following ways: brake pedal, emergency
brake, brake lock or auto apply.
AND

below.
RCM internal circuitry detects a fault.
2. Remove the brake light relay from the relay

board. Wait 30 seconds.

Is the fault J037 (Brake Light Fault: Short

Circuit or Overload) still active?
Brake is being commanded in any of the

following ways: brake pedal, emergency
brake, brake lock or auto apply.
No. Replace the brake light relay.

Yes.
3. Turn the key switch OFF. Measure the resistance from where the pins 85 and 86 fit into the
socket for the brake light relay.
AND
fault.
Note: Do not measure the relay pins themselves measure at the onboard contacts.
Possible Causes
Is the measured resistance less than 18

ohms?
Short circuit in brake light relay coil.

Short circuit in wiring connection from RCM to
brake light relay coil.
D26002
5/04
RCM Controller

Yes. Check the wiring from the RCM to the
D26-39
J038:
PPC SUPPLY SOLENOID FAULT: Open Circuit,
Short Circuit, FET Short, or Overload
1. With the truck stopped and the engine running,

move the retard lever to the full UP position
(0%), no retard command). Wait 30 seconds.
Is the J038 fault still active?
Description
No. It appears that the fault was caused by a

short-circuit or overload condition, and
that the condition no longer exists on the
truck. Attempt to recreate the conditions
that created the fault.
The PPC Supply Solenoid circuit has detected one of

the following four conditions:
Open circuit
Short circuit

below.
FET short (internal to the RCM)

Overload (internal to the RCM)
2. Move the retard lever to command approximately 50% retard braking. Use the MOM display to verify the exact amount of retard
command. Wait 30 seconds.
Is the J038 fault code still active?
No retard braking being commanded
No.
AND
RCM internal circuitry detects a short circuit
or overload
OR
Retard braking being commanded
It appears that the fault was caused by an

open-circuit or internal FET short condition, and that the condition and that the
condition no longer exists on the truck.
created the fault.

below.
AND
RCM internal circuitry detects an opencircuit or internal FET short.
3. Move the retard lever to the full UP position

(0%, no retard command). Using a pressure
gauge, measure the output pressure from either
the left or right PPC valve.

For short-circuit or overload:

PPC valve?
No.
No retard braking being commanded

AND
This indicates the PPC solenoid valve is

closed, and working properly. Continue
Yes. When no retard is being commanded, the

PPC solenoid should be closed. If pressure is present at the output of the PPC
valves, this indicates the PPC valve is not
closed. The most likely explanation is an
open circuit in the wiring between the
RCM and the PPC supply solenoid.
Check the wiring. If the problem persists,
replace the PPC solenoid valve.

fault
For open-circuit or FET short:
Retard braking being commanded
AND
fault
D26-40
RCM Controller
5/04
D26002
4. Move the retard lever to command approximately 50% retard braking.

PPC valve?
No.
6. Using a voltmeter, measure the voltage between

the power and ground pins in the solenoid connector
from the RCM.
When retard is commanded, the RCM

should remove drive to the PPC solenoid
valve, causing it to be open and allowing
flow. If no pressure is present, it indicates
the PPC supply solenoid is closed. This
indicates that either the PPC supply solenoid is faulty, or the RCM is incorrectly
supplying 24V drive even though retarding is being commanded. Continue with
Yes. The RCM and PPC supply solenoid

appear to be working properly. Repeat
steps 1 and 2 on the preceding page.
Is the measured voltage (positive polarity power to ground) greater than 18 volts?
No.
It is approximately 14 volts.This is the

expected condition and indicates the
RCM is commanding the PPC supply
solenoid to open. Replace the connector
and repeat step 4. If the problem persists,
replace the PPC supply solenoid.
Yes. This indicates the RCM is commanding

the PPC supply solenoid to close, which
is incorrect. The most likely cause is a
short circuit in the wiring from the PPC, or
a faulty RCM. Check the wiring. If the
problem persists, replace the RCM.
5. With 50% retard still being commanded,

remove the electrical connector to the PPC supply solenoid. With no electrical command, the
PPC supply solenoid should default to the open
position.
PPC valve?
No.
Replace the PPC supply solenoid.

below.
D26002
5/04
RCM Controller
D26-41
Did the fault J042 (Retard Light Fault:

Open Circuit or FET Short) become
active?
J042:
RETARD LIGHT FAULT: Open Circuit or FET
Short
No.
Description
The retard light circuit has detected either an open
circuit or internal (within the RCM unit) FET short
condition.


below.
3. Apply and release the retard lever several
times. (Move from full down to full up position)
AND
Do the retard lights (on the rear of the

truck) illuminate when the lever is applied
(down) and turn off when the lever is
released (up)? (i.e. Do the retard lights
operate normally?)
No retard braking being commanded.

No retard braking being commanded.
Yes. This indicates that the brake lights and the

associated wiring connections are working properly. Since the RCM detects a
fault in this case, it is likely that the RCM
is faulty. Replace the RCM.
Are the retard lights ALWAYS on, even if
no retard is being commanded?
AND
fault.

Yes. This indicates an internal failure of the
Possible Causes
Are the retard lights always OFF, even

when retard is being commanded?
Open circuit in retard light relay coil.

Open circuit in wiring connection from RCM to
retard light relay coil.

No. This indicates that the retard lights and

the associated wiring connections are
working properly. Since the RCM detects
a fault in this case, it is likely that the
RCM is faulty. Replace the RCM.
Yes. Check the wiring to the brake light relay
coil. Check the relay. Then, if the fault
1. Start the engine and release all brakes (retard

lever, brake pedal, brake lock, and emergency
brake). Wait for 60 seconds.
Is the fault J042 (Retard Light Fault: Open
Circuit or FET Short) active?
2. Fully apply the retard lever for 15 seconds, and
then release. (Bring to full upright position)
D26-42
RCM Controller
5/04
D26002
J043:
RETARD LIGHT FAULT: Short Circuit or Overload
Description

The retard light output has detected an overload or

short circuit condition.
1. Turn the key switch ON. Use the retard lever to

apply 100% retard braking for 30 seconds.
Is the fault J043 (Retard Light Fault: Short
Circuit or Overload) active?
Retard braking is being commanded.
No.
AND


below.

2. Remove the retard light relay. Wait 30 seconds.

Is the fault J043 (Retard Light Fault: Short
Circuit or Overload) still active?
Retard braking is being commanded.

AND
No. Replace the retard light relay.

fault.
Yes.
Note: Do not measure the relay pins themselves, but their onboard contacts.
Possible Causes
Short circuit in brake light relay coil.

ohms?
Yes. Check the wiring from the RCM to the
retard light relay coil.
D26002
5/04
RCM Controller
D26-43
J046:
FRONT BRAKE CUT FAULT: Open Circuit or FET
Short
Description
The front brake cut circuit has detected either an
open circuit or internal (within the RCM unit) FET
short condition.
1. Start the engine and ensure that the brake lock

and slippery road (if present on truck) switches
are OFF. Wait for 60 seconds.
Is the fault J046 (Front Brake Cut Fault:

Open Circuit or FET Short) active?
RCM internal circuitry detects a fault while

commanding the front brake cut output
OFF.
No. Continue with troubleshooting items

below.

2. Apply the brake lock. Wait for 30 seconds, and

then release the brake lock.
Did the fault J046 (Front Brake Cut Fault:
Open Circuit or FET Short) become
active?

fault while commanding the front brake cut
output OFF.

below.
Possible Causes
The front brake cut relay coil has an open circuit.
The wiring connection to the front brake cut relay
coil has an open circuit.
D26-44
3. Check the wiring from the RCM to the front cut

relay coil. Check the relay itself. Then, if the
fault persists, replace the RCM.
RCM Controller
5/04
D26002
J047:
FRONT BRAKE CUT FAULT: Short Circuit or
Overload
Description

The front brake cut output has detected an overload

or short circuit condition.
1. Turn the key switch ON. Apply the brake lock
switch for 30 seconds.


Short Circuit or Overload) active?
RCM internal circuitry detects a fault while

attempting to turn the front brake cut output
ON.
No.


below.

2. Remove the front brake cut relay from the relay

board. Wait 30 seconds.

fault while attempting to turn the front brake
cut output ON.

Short Circuit or Overload) still active?
No. Replace the front brake cut relay.
below.
Possible Causes
Short circuit in front brake cut relay coil.
front brake cut relay coil.
Note: Do not measure the relay pins themselves, but their onboard contacts.
ohms?
No. Replace the RCM
Yes. Check the wiring from the RCM to the front
brake cut relay coil.
D26002
5/04
RCM Controller
D26-45
J049: REAR RIGHT PRESSURE PRESENT AND

NO COMMAND
Description
Conditions to CLEAR a Fault.

Brake pressure is present at the right brake, but

there is no brake command. (i.e. The brakes are
dragging)
AND


exist:


AND
AND

and emergency brake inputs indicate no
brake command

and emergency brake signals are not active
AND
exist:
Possible Causes
Failed right brake PPC valve.
Failed brake treadle valve.
Improper brake pedal sensor adjustment
AND
AND
OR
closed [(pressure greater than 1850 psi
OR
D26-46
RCM Controller
5/04
D26002

Present and No Command) still active?
Yes. The fault remained on the right side, even

though the wiring connection is now reading feedback brake pressure from the left
side. This indicates that the wiring connection from the RCM to the sensor is
faulty, or that the RCM itself is faulty.
pressure sensor. Then, if the fault persists, replace the RCM.

1. Start the engine, ensure that all brakes are
released (not applied), and wait for 60 seconds.
Present and No Command) active?
No.


below.
No.
Present and No Command) now active?
Is the right-hand brake pressure reported

on the MOM real-time data display for the
RCM greater than 127 psi (876 kPa)?
No.
No. Ensure that the retard lever is in its full

upright (no retard) position. Turn the truck
OFF, wait 30 seconds, and then start the
engine. Wait 60 seconds. If the fault is still
ACTIVE, and the reported right hand
brake pressure is less than 99 psi (683
kPa), and the MOM display for both the
retard lever and auto retard reports less
than 3% command, then the RCM may
be faulty. Replace the RCM.
Yes. This verifies that the RCM is receiving a
feedback brake pressure that has
exceeded the fault threshold.
Is J009 (Rear Left Pressure Present and No
Command) active also?
No.

below.

that the problem is intermittent, or a combination failure of both the right brake
occurred. Return the harness connectors
to their original positions. Check the wiring connection from the RCM to the right
brake pressure sensor and/or replace the
sensor.
Yes. The fault remained associated with a single brake pressure sensor and did not follow the wiring connection. This indicates
that the wiring connection from the RCM
to the sensor is OK.
3. Shut down the engine. Return the harness connectors to their original positions. Install a calibrated 3000 psi pressure gauge to measure the
right brake pressure in the brake cabinet.
Yes. Continue with step 4 below.

2. Shut down the engine. Wait 30 seconds.
Remove the harness connector to the right
brake pressure sensor and exchange it with the
harness connector to the left brake pressure
sensor. Start the engine and wait for 60 seconds.

than 127 psi (876 kPa)?
No.
If the MOM display still reports brake

pressure greater than 127 psi (876 kPa),
the brake pressure sensor may be faulty.
However, before replacing the sensor,
ensure that pressure gauge is properly
calibrated. Then replace the right brake
pressure sensor.
Yes. This verifies that the RCM is reporting a

valid brake pressure, and that the problem is in the hydraulic system.
D26002
5/04
RCM Controller
D26-47
J050:
COMBINATION FAULT 1
J051:
COMBINATION FAULT 2
Description
Description
Both the left and right brakes are reporting low brake
pressure faults.
The Traction Control (ASR) algorithm has detected

faulty wheel speeds. The Traction Control algorithm
will temporarily disable the ASR feature if it detects
questionable wheel speeds. This is only temporary,
and ASR will immediately resume as soon as all
wheel speeds are valid again.

Fault J004 (Rear Left Brake Pressure Low)
is active
AND
Fault J005 (Rear Right Brake Pressure

Low) is active
This fault is only generated as an In-Active fault.

is NOT active
The Traction Control algorithm ignores wheel speed

data that is out of range. If the algorithm detects
repeated out of range wheel speed data, it will generate a J051 fault code.
OR
Low) is NOT Active.
This fault is generated, at most, 1 time per key on,

and is always generated as an In-Active fault.
Possible Causes
Possible Causes
Wheel speed sensor or wiring failure. (Indicated

by corresponding J030 - J033 fault code)
See fault logic for fault J004 and J005.
Intermittent speed sensor or wiring failure.

Noise present on wheel speed input.

1. Since the Traction Control algorithm is more
sensitive than the logic for the general wheel
speed faults (J030 - J033), there may be a situation where J051 will occur without a corresponding wheel speed fault.
Did any of the faults J030, J031, J032, or
J033 occur around the time of J051?
No.

below.
Yes. See the troubleshooting suggestions for

the particular fault.
2. When the ASR feature is actively controlling
wheel slip, the ASR LCD on the right side of the
electronic display panel will be lit. (The ASR
LCD appears as a black square to the left of the
'ASR' icon.)
Note: Be sure the 'ASR ENABLE' switch is in the
ACTIVE position before continuing.
D26-48
RCM Controller
5/04
D26002
Does the ASR LCD occasionally flash

when the truck is driving in very slippery
conditions?
No.
If one or more wheel speeds are continually out of range high, or are very noisy,
the Traction Control algorithm will disable
the ASR feature. If ASR does not appear
to be active, even though one of the rear
wheels is slipping, you will need to verify
the wiring to the wheel speed sensors
and/or replace the sensors. Note that a
shorted or open wire would generate a
J030 - J033 wheel speed fault. Therefore,
the fault is likely an intermittent problem.
J052:
COMBINATION FAULT 3
Description
A potentially serious combination of faults has
occurred. The 24 volt load switch and the left brake
PPC output may both be shorted ON. This condition
would result in the application of the rear left brake
and the two front brakes without a brake command.
Fault J018 (Left PPC Electrical Fault) is
active
AND
Fault J036 (24 Volt Load Switch Fault) is
active
Fault J018 (Left PPC Electrical Fault) is
NOT active
OR
NOT active
Possible Causes

D26002
5/04
RCM Controller
D26-49
J053:
COMBINATION FAULT 4
J054:
LOSS OF R-TERMINAL SIGNAL FROM ENGINE
Description
Description

occurred. The 24 volt load switch and the right brake
PPC output may both be shorted ON. This condition
would result in the application of the rear right brake
and the two front brakes without a brake command.
The R-Terminal signal from the engine is not present,

but the brake accumulators have remained charged
for a long period of time. This indicates that the
engine is in fact running, and that the R- Terminal signal is faulty.
Fault J020 (Right PPC Electrical Fault) is

active
The following conditions must be present for 30 minutes to trigger a fault:
AND

(engine NOT running)

active
AND
CLOSED [(greater than 1850 psi (12.8
MPa)]

Fault J020 (Right PPC Electrical Fault) is
NOT active
OR
NOT active
This fault is generated at most 1 time per key on, and

is always generated as an In-Active fault.
Possible Causes
Faulty wiring connection from alternator to RCM.
Possible Causes

1. Remove RCM harness connector RCM3. Start

the engine. Using a voltmeter, measure the voltage between RCM3 pin 18 and ground.
Is the voltage greater than 18 volts?
No. This indicates that the R-Terminal signal
from the alternator is not reaching the
RCM. Check RCM to alternator wiring.
Yes. Shut down the engine. Examine the RCM
harness connector RCM3, pin 18. If the
harness connector has been removed
and re-inserted more than 10 times, it is
possible that the harness connector
socket has become loose and is not making good contact with the male pin on the
RCM harness connector. If the harness
connector appears OK, and the problem
D26-50
RCM Controller
5/04
D26002
J055:
LOSS OF R-TERMINAL AND LOW ACCUMULATOR SWITCH
J056:
COMBINATION FAULT 7
Description
Description
Conditions are present that indicate that both the RTerminal signal from the engine and the low accumulator pressure switch are faulty.

occurred.
is active

The following conditions must be present for 30 minutes to trigger a fault:
AND
Low) is active

(engine NOT running)
AND
AND
Fault J046 (Front Brake Cut Fault: Open

Circuit or FET Short) is active.

OPEN [less than 1850 psi (12.8 MPa)]
AND

is NOT active

OR
Low) is NOT active

This fault is generated at most 1 time per key on, and
is always generated as an In-Active fault.
OR
Fault J046 (Front Brake Cut Fault: Open
Circuit or FET Short) is NOT active.
Possible Causes
Faulty wiring from RCM to alternator R-Terminal.
Faulty wiring from RCM to brake LAP (low
accumulator pressure) switch.
Faulty brake LAP (low accumulator pressure)
switch.
Possible Causes
See fault logic for faults J004, J005 and J046.

See fault logic for faults J054 and J002.
D26002
5/04
RCM Controller
D26-51
Possible Causes
J058:
COMBINATION FAULT 9
Description
occurred.


is active
AND
Low) is active
AND
Fault J047 (Front Brake Cut Fault: Short
Circuit or Overload) is active.
is NOT active
OR
Low) is NOT active
OR
Fault J047 (Front Brake Cut Fault: Short
Circuit or Overload) is NOT active.
D26-52
RCM Controller
5/04
D26002
RCM WIRING HARNESS CONNECTORS

The Retard and Control Monitor Controller has three
external harness connectors (RCM1, RCM2, and
RCM3) attached to the bottom of the housing (see
Figure 26-2).
The following tables list the pin number, circuit function, and signal type for each circuit in the individual
harnesses.
FIGURE 26-2. RCM CONNECTORS
RCM HARNESS CIRCUITS CONNECTOR RCM1

Pin No.
Function
+24 volt supply
DC voltage input
+24 volt supply
DC voltage input
Ground
Ground
Reserved
Reserved
Ground
Rear left PPC signal return
Retard light control
Digital output
Output to rear right PPC
Digital output
5/04
Ground
10
Ground
Ground
11
+18 volt sensor power supply
DC voltage output
12
Ground
Ground
13
Reserved
14
Brake light control
15
Reserved
Digital output
16
Reserved
17
Front brake cut solenoid
18
Rear right PPC signal return
19
Output to rear left PPC
Digital output
20
LF wheel speed freq. signal
Pulse input
21
Reserved
22
Ground
23
D26002
Type
Digital output
Ground
Ground
24
Ground
Ground
25
DC voltage output
26
DC voltage output
27
DC voltage output
28
LR wheel speed freq. signal
Pulse input
29
Shield
Ground
30
Shield
Ground
31
Shield
Ground
32
Shield
Ground
33
RF wheel speed freq. signal
Pulse input
34
Shield
Ground
35
Ground
Ground
36
RR wheel speed freq. signal
Pulse input
RCM Controller
D26-53

Pin No.
Function
Type

Pin No.
Function
Type
Reserved
Emergency brake sense
Reserved
Emergency/auto apply sense
RS422 transmit (+)
Serial output
Reserved
RS422 transmit (-)
Serial input
Reserved
Reserved
Auto retard command
Reserved
Reserved
RR brake pressure sense
Analog input
Reserved
LR brake pressure sense
Analog input
PWM output
Reserved
10
RS422 receive (+)
Serial input
Ret. lever pot. (high end)
10
Reserved
Digital input
PWM input
11
Shield
Ground
11
Reserved
12
RS422 transmit (-)
Serial output
12
Reserved
13
Reserved
13
Brake pedal sense
Analog input
14
Reserved
14
Slippery road sense
Digital output
15
Reserved
16
Shield
17
18
D26-54
15
Reserved
16
Shield
Ground
Reserved
17
Ground
Ground
Reserved
18
Alternator R terminal
Analog input
19
Reserved
20
DC voltage output
21
DC voltage output
22
Ret. lever pot. (low end)
23
Reserved
24
Reserved
25
Brake accumulator pressure
Digital input
26
Brake lock sense
Digital input
27
Backplane +24 volt supply
DC voltage input
28
Reserved
29
Traction control
30
Reserved
Ground
Digital input
31
Brake diff. pressure sense
Digital input
32
Shield
Ground
33
Shield
Ground
34
Ret. lever potentiometer wiper
35
Shield
36
Reserved
RCM Controller
Ground
5/04
D26002
SECTION D27
AUTOMATIC SUSPENSION SYSTEM
INDEX
AUTOMATIC SUSPENSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3

Automatic Suspension Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3
Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3
Steering Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-3
AUTOMATIC MODE SELECTION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-4
SUSPENSION CONTROLLER FAULT CODE LOGIC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . D27-5
d011:RIGHT FRONT SUSPENSION PRESSURE SENSOR FAILURE . . . . . . . . . . . . . . . . . . D27-5
d012:LEFT FRONT SUSPENSION
PRESSURE SENSOR FAILURE . . . . . . . . . . . . . . . . . . . D27-5
d015:TRANSMISSION SPEED SIGNAL LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-6

d016:STEERING SPEED SIGNAL LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-6
d021:SOLENOID OUTPUT 1 FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-7
SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . D27-8
SP-1: Fault Code d011: Faulty Pressure Sensor (Right) displayed. . . . . . . . . . . . . . . . . . . . . . . D27-8
SP-2: Fault Code d012: Faulty Pressure Sensor (Right) displayed. . . . . . . . . . . . . . . . . . . . . . . D27-9
SP-3: Fault Code d015: Faulty Truck Speed Sensor System Displayed . . . . . . . . . . . . . . . . . . D27-10
SP-4: Fault Code d016: Fault in Steering Sensor System Displayed . . . . . . . . . . . . . . . . . . . . D27-11
SP-5: Fault Code d021: Fault in Solenoid (1) System Displayed . . . . . . . . . . . . . . . . . . . . . . . . D27-12
SUSPENSION CONTROLLER WIRING HARNESS CONNECTORS . . . . . . . . . . . . . . . . . . . . D27-15
D27001
Automatic Suspension System
D27-1
NOTES
D27-2
D27001
AUTOMATIC SUSPENSION SYSTEM

The optional Automatic (3-mode) Suspension System provides improved ride and handling characteristics whether the truck is loaded or empty, traveling in
a straight line or cornering, when the load is being
dumped and when brakes are applied.
include truck speed, suspension pressures, brake

application, steering wheel movement etc. The suspension controller also communicates with the Powertrain Management Controller (PMC) through the SNET (serial communications network).
The system includes the following components:
NOTE: The transmission controller rotary switches

must also be set appropriately when the suspension
controller is installed. (Refer to Section F,
Transmission Shift Controller; Rotary Switch Setting
for additional information.)
Manifold Valve and Solenoids
Suspension Damping Actuators
Steering Sensor
In addition, the system monitors truck speed, body

position, and service brake application to determine
the proper damping characteristics.
Automatic Suspension Controller
The Automatic Suspension Controller (Figure 27-1)
is mounted on the (interior) rear wall of the operator's
cab. This controller monitors various truck operational functions and controls the solenoids on the
manifold valve to provide hydraulic oil to the actuators at each suspension to switch between the
"hard", "medium" and "soft" modes of suspension
damping.
If manual control is desired, the suspension damping

rates may be set to one of the three above modes
using the "MOM" screen or the Data Acquisition
Device "DAD".
If a fault occurs in the Automatic Suspension System,
the fault code is displayed on the diagnostic display
(2) on the face of the controller and the Electronic
Display Panel and the warning lamp and alarm
buzzer are actuated.
Manifold Valve
The manifold contains three solenoid valves which
direct pressurized oil to the actuator on each front
suspension.
The solenoids are energized by the Suspension Controller to control the actuator which in turn, determines the variable, internal, damping valve orifice
size selected and the damping rate.
Actuator
The actuator is mounted on the damping selector
valve body on the front side of each front suspension. Hydraulic oil applied to appropriate ports (as
determined by the Suspension Controller and the
manifold solenoids) rotates an orificed shaft inside
the suspension valve body to provide the requested
suspension damping rate.
Steering Sensor
FIGURE 27-1. AUTOMATIC SUSPENSION

CONTROLLER
1. Enclosure
4. Connector SSP2A
2. Diagnostic Display
5. Connector SSP1
3. Connector SSP2B
The default setting of the automatic suspension controller system is "automatic" which allows the controller to determine the optimum damping characteristics
based on the various inputs received. These inputs
D27001
A steering sensor is mounted at the base of the

steering column. A notched wheel rotates with the
steering column as the steering wheel is turned. A
sensor positioned over the wheel provides a pulse
signal which allows the controller to determine
whether the operator is steering the truck and if so,
how fast he is turning the steering wheel.
NOTE: Additional Information regarding the above
valve, actuator, and sensor can be found in Section
H, Front Suspensions.
D27-3
AUTOMATIC MODE SELECTION

CONTROL
The front suspension mode (damping force) is automatically changed according to travel and load conditions to ensure a comfortable ride and improved
stability.
The table below describes the damping characteristics, the purpose, and the change in damping rates
under various operating conditions.
DAMPING RATE
FUNCTION
Determine
whether truck is
empty or loaded.
Anti-Roll
Anti-Dive
Anti-Lift
High Speed
Stability
PURPOSE
OPERATING
CONDITIONS
EMPTY
Soft
Med.
LOADED
Hard
Soft
Med.
Hard
Set damping force Monitor front suspension

as determined by internal pressure and
load in body.
compare to standard
value.
Provides stiffer
suspension to
prevent chassis
from rolling when
turning at high
speed.
Detects truck speed and

steering angle; switches
damping rate according
to certain conditions.
(See Figure 27-2.)
Applicable when truck is
loaded only.
Prevent nose-dive Increase damping force

during braking.
when brakes are applied.
Prevents front of
truck from lifting
when load is
dumped.
Improves stability
when traveling at
high speed.
Increase damping force

when hoist control valve
is in any position other
than FLOAT.
When
turning
Brake
OFF
Brake
ON
FLOAT
Other
than
FLOAT
Brake
ON
Brake
OFF
FLOAT
Other
than
FLOAT
Detects truck speed and

selects damping force
when truck is loaded.
Mode is switched when
truck speed reaches 50
Km/h (31 MPH).
FIGURE 27-2. STEERING/TRUCK SPEED
D27-4
D27001
SUSPENSION CONTROLLER FAULT CODE LOGIC DESCRIPTION

d011:RIGHT FRONT SUSPENSION
PRESSURE SENSOR FAILURE
d012:LEFT FRONT SUSPENSION

PRESSURE SENSOR FAILURE
Right front suspension pressure sensor output signal

is 1 volt or less and sensor output remains 1 volt or
less for more than 5 seconds
Left front suspension pressure sensor output signal

is 1 volt or less and sensor output remains 1 volt or
less for more than 5 seconds
OR
OR
Right front suspension pressure sensor output signal

is 4.7 volts or more and sensor output remains 4.7
volts or more for more than 5 minutes.
Left front suspension pressure sensor output signal

is 4.7 volts or more and sensor output remains 4.7
volts or more for more than 5 minutes.
Operation When Fault is Detected:
System remains in MEDIUM mode.




Right front suspension pressure sensor output must

be greater than 1 volt and less than 4.7 volts
Left front suspension pressure sensor output must

be greater than 1 volt and less than 4.7 volts
AND
AND
D27001
D27-5
d015:TRANSMISSION SPEED SIGNAL

LOST
d016:STEERING SPEED SIGNAL LOST
No steering speed signal is present for 10 minutes
Protection circuit detects an open circuit and no

speed signal is present
AND
Truck speed is 6.2 MPH or more
AND
OR
Steering speed is 16 rad/second or more for 10 seconds.



Protection circuit does not detect an open circuit and
no speed signal is present
AND

Steering speed signal is present and steering speed
is less than 16 rad/second
AND
Condition remains for 1 second.
D27-6
D27001
d021:SOLENOID OUTPUT 1 FAILURE

All solenoid outputs turned OFF.

OR
Protection circuit detects hot short and condition
remains for 1 second.

AND
Solenoid 1 command: OFF
Solenoid 2 command: OFF, protection circuit does

not detect hot short
AND
Conditions remain for 1 second.
AND
Protection circuit does not detect short to ground

AND

OR
AND
AND




OR
AND


AND
AND
D27001
D27-7
SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING
SP-1: Fault Code d011: Faulty Pressure Sensor (Right) displayed.

Before troubleshooting, verify all related connectors are properly inserted
Always connect any disconnected connectors before going on to the next step.
D27-8
D27001
SP-2: Fault Code d012: Faulty Pressure Sensor (Right) displayed.

D27001
D27-9
SP-3: Fault Code d015: Faulty Truck Speed Sensor System Displayed

D27-10
D27001
SP-4: Fault Code d016: Fault in Steering Sensor System Displayed

D27001
D27-11
SP-5: Fault Code d021: Fault in Solenoid (1) System Displayed

D27-12
D27001

D27001
D27-13

D27-14
D27001
SUSPENSION CONTROLLER WIRING

HARNESS CONNECTORS
Figure 27-3 illustrates the Suspension Controller wiring harness connectors SSP1, SSP2A and SSP2B
and the pins used.
Note: The illustrations show the pin location on the
face of the harness connectors, NOT the connector
receptacle on the controller housing.
The following tables list each pin, the applicable circuit function, circuit type, and circuit number.
ASC HARNESS CONNECTOR CIRCUITS

CONNECTOR SSP1
Pin
No.
Function
Type
Circuit No.
SNET +A
S-NET (+)
Analog input
Reserved
Analog input
Reserved
Analog output
Reserved
Analog output
Reserved
Analog output
Reserved
Analog output
Reserved
Analog output
Power Supply
+24V
DC voltage
input
81
50
Ground
Ground
10
Reserved
Digital output
11
Solenoid 3 (+)
Digital output
66C
12
S-NET (+)
Analog input
SNET +B
13
Sensor Power
Supply +18V
DC voltage
output
14
Reserved
Analog output
15
Reserved
Analog output
16
Reserved
Analog output
17
Solenoid Power
Supply
DC voltage
input
18
Reserved
DC voltage
input
19
Ground
Ground
20
Solenoid 2 (+)
Digital output
66B
21
Solenoid 1 (+)
Digital output
66A
51P
81
FIGURE 27-3. CAB HARNESS CONNECTORS

(Connector Face View)
D27001
D27-15

CONNECTOR SSP2A
Pin
No.
Function
Type
Reserved
Digital input
Reserved
Digital input
Reserved
Reserved
Circuit No.

CONNECTOR SSP2A
Pin
No.
Function
Type
Circuit No.
39FC
RF Suspension
Pressure Signal
Analog input
Digital input
Reserved
Analog input
Digital input
Reserved
Analog input
Steering Signal
Pulse input
51SR
Transmission
Output Shaft
Speed Signal
Pulse input
32S3
Reserved
Digital output
Reserved
Digital output
Reserved
Digital output
LF Suspension
Pressure Signal
Analog input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
Reserved
Digital input
S-NET Ground
Ground
10
Reserved
DC voltage
output
11
Reserved
Digital input
12
Reserved
Analog input
10
Reserved
Analog input
13
Reserved
Digital input
11
Reserved
Pulse input
14
Reserved
Digital input
12
Pulse Ground
Ground
15
Reserved
Digital input
13
Reserved
Pulse input
16
Reserved
Digital input
14
Reserved
Digital output
17
Rear Brake Signal
Digital input
52BS
15
Reserved
Digital output
18
Body Float Signal
Digital input
35B
16
Reserved
Digital output
19
Reserved
Analog input
20
Reserved
Analog input
D27-16
SNET0
39FD
30
D27001
SECTION D30
MESSAGE FOR OPERATION AND MAINTENANCE (MOM)
INDEX
MOM MESSAGE FOR OPERATION AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3
SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-3
SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-4
Service Meters (SMR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-5
FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-6
Operator Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-6
Maintenance Information (Screen Hierarchy) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-6
Display Able/Disable By Machine Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-8
Vehicle State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-8
Display Able/Disable by Truck Model and Optional Equipment Status . . . . . . . . . . . . . . . . . D30-9
SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10
Realtime Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10
Machine Trend Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10
Fault Condition Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-10
Machine Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-11
Parameter Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-11
WARNING MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-12
HARDWARE TROUBLESHOOTING AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-13
TROUBLESHOOTING THE MOM UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-13
PROBLEMS AND CORRECTIVE ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-14
Program Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-15
Warning & Communication Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-16
SELF-DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17
System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17
D30001
Message For Operation And Maintenance
D30-1
System Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17

Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-17
Key Input Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-18
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19
Battery Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19
Replacement of Protective Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-19
Back Light Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-20
Setting Display OFF Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-21
D30-2
D30001
MOM MESSAGE FOR OPERATION AND MAINTENANCE

INTRODUCTION
Purpose
The Message for Operation and Maintenance (MOM)
unit, mounted in the Overhead Display Panel, displays data such as truck payload, system faults that
occur on the truck, and information required for truck
status check and trouble-shooting.
PIN No.
SYMBOL
TYPE
RDB
Input
NAME
Receive Data (-)
Not Used
SG1
SDB
Signal Ground
Output
Send Data (-)
5
6
Not Used
7
8
SYSTEM CONFIGURATION
Hardware
The MOM unit (Figure 30-1) is connected to the
Power-train Management Controller (PMC) through
an RS-422 interface and transfers data to and from
the truck.
Table 1 lists the pins used on the RS422, 15 pin connector, the signal symbol, type, and name. This connector is located on the rear of the MOM display as
shown in Figure 30-1.
RDA
10
FG1
11
SDA
Input
Receive Data (+)
Input
Send Data (+)
Frame Ground
12
13
Not Used
14
15
TABLE 1. RS422 CONNECTOR CIRCUITS
FIGURE 30-1. MOM DISPLAY ASSEMBLY
D30001
D30-3
SOFTWARE
NOTE: The reading of the service meter displayed by
MOM may be different from the reading of the
service meter provided on the lower right corner of
the electronic display panel since each counts up
independently. For further information, see "Service
Meters (SMR)."
The MOM unit has two basic functions;

Display operational information
Display maintenance information
The MOM unit is installed in the cab of the truck and

its operation is controlled using the touch-sensitive
panel of the display screen.
When the key switch of the truck is turned on, the
MOM unit is powered on, starts the MOM program,
then displays the "i1 INITIAL MESSAGE" screen.
(See Figure 30-2.)
Usually, MOM displays a screen indicating whether
the engine is ready to start. When the engine starts
to run, MOM displays a screen indicating whether the
truck is ready to operate.
After the truck starts operating normally, MOM displays another information screen (such as a payload
screen) according to the vehicle status. When a
problem occurs, MOM displays a related error
screen.
To display information pertaining to the status of the
vehicle for troubleshooting, you must call the PASSWORD screen by a hidden switch on MOM screen.
When a correct password is entered, the MAINTENANCE INFORMATION MENU appears on-screen.
The PMC plays various roles besides communication

with MOM.
As MOM transfers data to and from controllers on the
vehicle through the PMC, the response time of MOM
is affected by the status of the PMC. Therefore, be
sure to go to the next operation after receiving a
response from MOM.
Never operate MOM while driving the vehicle. Be

sure to stop the vehicle first before operating
MOM.
While the vehicle is running, only a person who
is not driving the vehicle can operate MOM.
MOM menus are available to authorized service personnel only.
FIGURE 30-2.
D30-4
D30001
Service Meters (SMR)

The service meter (SMR) value located on the Electronic Display Panel is defined as a vehicle standard
SMR value (in hours). Vehicle standard SMR value
counts up only while the engine is running. The service meter located in the lower right corner of the
Electronic Display Panel counts up only while the
engine is running and is independent of the vehicle
standard SMR value.
MOM controls the vehicle standard SMR but does
not control the service meter shown in the lower right
corner of the Electronic Display Panel.
The count value of the vehicle standard SMR in the
Electronic Display Panel is sent to the other controllers (Komatsu engine controller if installed, transmission controller, suspension controller, PMC, etc.)
connected to the vehicle network.
Each controller (except for the Electronic Display

Panel) has its own SMR (controller-specific SMR) in
addition to the vehicle standard SMR.
The vehicle standard SMR
vehicle standard SMR of
Panel controller, but the
counts up just when the
counts up.
copies the value of the

the Electronic Display
controller-specific SMR
vehicle standard SMR
The controller-specific SMR is mainly used to record

how much time has elapsed since the controller was
placed in service. For example, when a controller has
been replaced on the truck, it will report only its own
hours of operation since installation, not total truck
hours.
The SMR value stored by the controllers except for

the Electronic Display Panel is the value sent from
the Electronic Display Panel as the vehicle standard
SMR value.
D30001
D30-5
FUNCTION
Maintenance Information (Screen Hierarchy)
Operator Information
MOM provides the following six operator information
screens:
i1 INITIAL MESSAGE
i2 INITIAL CHECK1
i3 INITIAL CHECK2
i4 NORMAL RUN
i6 WARNING MESSAGE
i7 BACKLIGHT OFF
Note: For details of the above screens, see "MOM

Screen Displays".
Figure 30-3 illustrates the MOM display screens that
appear when the operator turns the key switch on.
The "i3" and "i4" screens are equipped with a switch
to turn the backlight off. You can return to "i3" or "i4"
screen by pressing anywhere on "i7" screen. The
screen is selected automatically according to vehicle
status.
When an error occurs, "i6" screen is displayed. When
all errors are removed or all error indications on "i6"
screen are deleted, the "i2," "i3," or "i4" screen is displayed according to the status of vehicle.
The tables on the following pages illustrate the

screens available under the Service Menu (Table 2.)
and Parameter Set Menu (Table 3.). The availabilty
of the screens depends on the vehicle status (vehicle
state). (Refer to Display Able/disable By Machine
Status.)
The following notes on the charts indicate the
screens available according to vehicle status:
1 Available when vehicle status is "KEY ON" but
not available when vehicle status is "ENGINE
ON" and " RUNNING."
2
Available when vehicle status is "KEY ON"
and "ENGINE ON" but not available when vehicle status is "RUNNING."
3 Available when vehicle status is "KEY ON,"
"ENGINE ON" and "RUNNING."
For example, when the engine is started while
"s2221 L/C ON/OFF COUNT" screen is displayed
after the ignition key is turned on, vehicle status
changes to "ENGINE ON." MOM will then exit the
current screen when the vehicle status changes and
display a higher level screen as shown in the example below:
A higher level screen, closest to screen s2221 in the
hierarchy is "s222 MACHINE TREND MENU (T/M)"
(see Table 2.) but this screen is not available when
the vehicle state changes to "ENGINE ON". The next
higher level screen would be s22 TRANSMISSION
MENU and would therefore be displayed next since
this screen is available in the ENGINE ON state.
FIGURE 30-3. OPERATOR

INFORMATION SCREENS
D30-6
D30001
TABLE 2. MOM DISPLAY SCREENS SERVICE MENU

(s1) SERVICE MENU
(s2) COMPONENT CHECK MENU3

(s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU3
(s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS)3
(s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3
(s212) MACHINE TREND MENU (ENG.) (KOMATSU ONLY)1
(s2121) BLOW-BY PRESSURE HISTORY1
(KOMATSU ONLY)
(s2122-1/2) to (s2122-2/2) EXHAUST TEMP. HISTORY1
(KOMATSU ONLY)
(s2123-1/2) to (s2123-2/2) BOOST PRESSURE HISTORY1
(KOMATSU ONLY)
(s2124) ENG. OIL PRESSURE HISTORY 1

(s213) FAULT CONDITION MENU (ENG.)1
(s2131) FAULT CONDITION (ENG.) 1
(s22) TRANSMISSION
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
MENU3
(s221-1/14) to (s221-14/14) REAL TIME MONITOR (T/M)3

(s222) MACHINE TREND MENU (T/M)1
(s2221) L/C ON/OFF COUNT1
(s222E) AB-USE COUNT1
(s223) FAULT CONDITION MENU (T/M)1
(s2231) FAULT CONDITION (T/M)1
(s23) BRAKE MENU3
(s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE)3
(s233) FAULT CONDITION MENU (BRAKE)1
(s2331) FAULT CONDITION (BRAKE)1
(s24) SUSPENSION MENU3
(s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS)3
(s242) FAULT CONDITION MENU (SUS)1
(s2421) FAULT CONDITION (SUS)1
(s25) PMC MENU
(s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC)3

(s252) FAULT CONDITION MENU (PMC)1
(s2521) FAULT CONDITION (PMC)1
(See Note *1 below)
(s26) ELECTRONIC DISPLAY PANEL MENU3

(s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL)
(s262) FAULT CONDITION MENU (PANEL)1
(s2621) FAULT CONDITION (PANEL)1
(s27) PLM MENU3
(s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM)3
(s272) CALIBRATION DATA (PLM)1
(s28) TMS MENU3
(s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS)3
(s283) FAULT CONDITION MENU (TMS)1
(s2831) FAULT CONDITION (TMS)1
(s3) MACHINE INFORMATION MENU3
(s31) SYSTEM IDENTIFICATION3
(s32-1/3) to (s32-3/3) CONTROLLER INFORMATION3
(s33) OPTIONAL FUNCTION INFORMATION3
(S34) HISTORY OF USE3
NOTE: (*1) CUMMINS ENG. and FAULT CONDITION of PLM are indicated in (s2521) FAULT CONDITION (PMC).
D30001
D30-7
TABLE 3. MOM DISPLAY SCREENS PARAMETER SET MENU

(2) PARAMETER SET MENU
(t1) PARAMETER SET MENU2
(t2) TIME/DATE SET2
(t3) TRAVEL MODE MENU2
(t31) ENG.,T/M PATTERN SELECT1
(t32) SPEED LIMITER1
(t33) T/M MAX GEAR SELECT2
(t34) MAX GEAR SELECT (BODY UP)2
(t35) SUSPENSION MODE SET2
(t4) PARAMETER UNIT SET2
(t5) TMS SET MENU2
(t51) TIRE PRESSURE LIMIT SET2
(t52) TIRE TEMPERATURE LIMIT SET2
(t53) CORRELATION CONSTANTS SET2
(t54) TMS CLOCK SET2
(t55) ID CODE SET2
Display Able/Disable By Machine Status
Vehicle State
In some vehicle states, SERVICE MENU and

PARAMETER SET MENU screens are not available.
Screen names (switches) which are not available are
displayed lightly on the menu screen. (The screens
cannot be selected by pressing the screen names
(switches)).
MOM supports the following vehicle states:
When the status of the vehicle changes and the

screen which you are monitoring becomes unavailable, MOM exits the screen automatically and displays a higher but closest screen available in the
hierarchy of the menu.
KEY ON: The ignition key is turned on but engine

is not started.
ENGINE ON: The engine is running but the truck
is stationary.
RUNNING: The vehicle is running (the
transmission gear is not in the NEUTRAL
position or the speed of the truck is 2km/h or
more.)
In Figure 30-3, the screen "i2," "i3," or "i4" is automatically selected and displayed according to the
status of vehicle:
The "i2 INITIAL CHECK1" screen is
displayed when the ignition key is turned on
but the engine is not running.
The "i3 INITIAL CHECK2" screen is
displayed when the engine is running and
vehicle is not running.
The "i4 NORMAL RUN" screen is displayed
when vehicle is running.
This rule is applied also when one of the "i2," "i3,"
and "i4" screens is called from (i6) or (i7) screen.
However, once "i4" screen is displayed after the ignition key is turned on, "i4" screen remains until the
ignition key is turned off even if truck stops and
keeps engine running. Similarly, "i2" screen will not
be displayed after the engine has started because to
stop the engine is equal to to turning the ignition key
off.
D30-8
D30001
Display Able/Disable by
Optional Equipment Status
Truck
Model
and
TABLE 4. SCREEN AVAILABILITY
Screen names (switches) which are not available (by

model and option setting) are displayed lightly on a
menu screen and cannot be selected.
The truck model MOM is installed on, and whether or
not optional equipment is installed is set by two
rotary switches in the T/M controller and sixteen DIP
switches in the PMC.
Table 4. lists screens available when the corresponding controller is installed on the truck.
SCREENS
SCREEN DISPLAY
CONDITIONS
(i1),(i2),(i3),(i4),(i6)
(i7),(i8),(i9)
(s1),(s2)
(s3)
(s21)
(s22)
(s221-1/14) to (s221-14/14)
(s222),(s2221),(s222E)
(s223),(s2231)
(s25),(s251-1/9) to (s251-9/9)
(s252),(s2521)
(s26),(s261-1/5) to (s261-5/5)
(s262),(s2621)
Always available on trucks

equipped with Powertrain Management Controller. (PMC)
(Independently of the model and
option settings).
(s31)
(s32-1/3),(s32-2/3),(s32-3/3)
(s33),(s34)
(t1),(t2)
(t3),(t33),(t34)
(t4)
(s211-1/10) to (s211-10/10)
Available only when the CUMMINS engine controller is used
(s211-1/9) to (s211-9/9)
Available only when the
(s212),(s2121),(s2122),(s2123),
KOMATSU engine controller is
(s2124)
used
(s213),(s2131)
D30001
(s23),(s231-1/3) to (s231-3/
3)(s233),(s2331)
Available only when the RCM is

used
(s24),(s241-1/4) to (s241-4/
4)(s242),(s2421)
Available when the suspension

controller is selected
(s27),(s271-1/2),(s271-2/2)
s272)
DIP switch SW1-3 of the PMC

(PLM2 setting)
ON: Screen available
OFF: Screen not available
(s28),(s281-1/5) to (s281-5/5)
(s283),(s2831)

(Tire management system setting)
(t31)

KOMATSU engine controller is
used
(t32)

(Maximum speed limit setting)
(t35)
Available only when the Suspension controller is used
(t5),(t51),(t52),(t53),(t54) (t55)
(Tire management system setting)

D30-9
SCREEN DATA
Machine Trend Data
Realtime Data
Realtime data is the current input and output data
values of each controller on the truck. Realtime data
is updated every 0.2 second.
The realtime data of each controller is displayed on
the realtime monitor screen of each controller. Each
realtime monitor screen has several pages. Its number varies in accordance with the number of data
items available to the controller. You can scroll up or
down the screen by the FWD or REV switches on the
realtime monitor screen to call a desired page. It may
take a few seconds before data appears on the
selected page because MOM switches data sent
from the PMC each time screen pages are changed.
Be sure to change screen pages after data appears
on the current selected page.
Real time data information available and the applicable screens are listed in Table 5.
Machine trend data is the data collected and

recorded continuously for predicting trends (e.g. data
which is displayed graphically or a count of specified
events).
MOM supports the following trend data screens:
TABLE 6. TREND DATA INFORMATION
DATA ITEM
Engine-related items
SCREENS
s211-1/10 to 10/10 (CUMMINS)
s211-1/9 to 9/9 (KOMATSU)
Transmission-related items
s221-1/14 to 14/14
Brake-related items
s231-1/3 to 3/3
Suspension-related items
s241-1/4 to 4/4
PMC-related items
s251-1/9 to 9/9
Electronic display panel related

items
s261-1/5 to 5/5
PLM-related items
s271-1/2 to 2/2
TMS-related items
s281-1/5 to 5/5
Transmission
Related Items
CONTENTS
s2121
BLOW-BY PRESS.
HISTORY
(KOMATSU ENG ONLY)
Blow-by pressure
graph
s2122-1/2 to 2/2
EXHAUST TEMP.
HISTORY
(KOMATSU ENG ONLY)
Exhaust temperature graph
Engine Related
s2123-1/2 to 2/2
Items
BOOST PRESS.
HISTORY
(KOMATSU ENG ONLY)
TABLE 5. REAL TIME DATA INFORMATION

DATA
SCREENS
Boost pressure
graph
s2124
ENG. OIL PRESS.
HISTORY
(KOMATSU ENG ONLY)
Engine oil pressure

graph
s2221
L/C ON/OFF COUNT
Number of lock up
clutch operations
s222E
AB-USE COUNT
Number of abnormal operations
Fault Condition Data

Fault condition data is the record of errors which
have occurred. MOM supports the following fault
condition screens:
TABLE 7. FAULT CONDITION DATA
DATA ITEM
D30-10
SCREENS
Engine-related items
s2131 FAULT CONDITION
Transmission-related items
Brake-related items
Suspension-related items
PMC, Cummins Engine, PLMrelated items
Electronic display panel related

items
TMS-related items
D30001
Machine Information
Parameter Set
"Machine information" contains information about

controllers and options installed on the truck and
data about time at which a parameter setting was
changed on the parameter set menu.
A parameter set screen allows you to change data of

parameters of each controller on the vehicle.
MOM supports the following machine information

screens:
A "unit change" function for MOM is also provided on

the parameter set menu.
MOM supports the following parameter set screens:
TABLE 9. PARAMETER INFORMATION
TABLE 8. MACHINE INFORMATION

DATA ITEM
s31
s32-1/3 to 3/3
s33
s34
D30001
DATA ITEM
SCREENS
SCREENS
t2
TIME/DATE SET
MOM time/date setting
t31
ENG.,T/M PATTERN
SELECT
Setting of engine-transmission matching pattern
t32
SPEED LIMITTER
Setting of maximum vehicle

speed
SYSTEM
IDENTIFICATION
Controller
configuration
CONTROLLER
INFORMATION
Controller information
OPTIONAL FUNCTION INFORMATION
Setting of optional
functions
t33
HISTORY OF USE
History of parameter
setting change
T/M MAX GEAR

SELECT
Setting of maximum transmission gear
t34
MAX GEAR SELECT

(BODY UP)
Setting of maximum transmission gear (Body up)
t35
SUSPENSION MODE
SET
Suspension mode setting
t51
TIRE PRESSURE
LIMIT SET
Setting of tire pressure limit
t52
TIRE TEMPERATURE
LIMIT SET
Setting of tire temperature

limit
t53
CORRELATION
CONSTANTS SET
Correlation constant setting
t54
TMS CLOCK SET
TMS clock setting
t55
D CODE SET
TMS ID code setting
D30-11
WARNING MESSAGE
When any fault occurs, the "i6 WARNING MESSAGE" screen (Figure 30-4) is displayed (even when
the other screen is displayed). This screen shows the
error code, error message, action code, and repairing action of each error that occurred.
ERROR CODE:
4-digit alphanumeric code starting with an
alphabetic character.
ERROR MESSAGE:
Each of these screens shows information of up to

two errors. You can scroll up or down the screen by
the FWD or REV switch on the screen to display the
other page. When an error is repaired, its information
is deleted from the screen automatically.
To clear the message of an error, press "No.(CLR)"
field (CLR switch) of the error message. The deleted
error message will appear again if the error occurs
again after recovery or if the error remains when the
ignition key is turned off and on again.
Serial numbers (in ascending order starting at 1) are
assigned to errors in the order of occurrence.
Description of the error

ACTION CODE:
1 to 7 representing the type of repairing actions
ACTION:
Message to operator for repair of fault
Possible Action Messsages:
When all errors are removed (when all errors are

recovered or when CLR switch of every error message is pressed), the screen changes as follows
according to the current vehicle status:
"i2 INITIAL CHECK1": when ignition key is turned on
("KEY ON") but engine is not running.
"i3 INITIAL CHECK2": when engine is running
("ENGINE ON") but vehicle is not moving.
1 GO TO SHOP AFTER WORK

2 GO TO SHOP RIGHT NOW
3 REDUCE ENGINE/MACHINE SPEED
4 STOP SAFELY/SHUT OFF ENGINE
"i4 NORMAL RUNNING" when vehicle is running or

when engine is running ("ENGINE ON") but vehicle is
not moving after displaying "i4" screen.
5 WAIT WITH ENGINE LOW IDLE

6 START ENGINE/KEEP LOW IDLE
7 KEEP BODY SEATED
Never operate MOM while driving. Be sure to stop
the truck before clearing the error messages.
FIGURE 30-4. WARNING MESSAGE SCREEN
D30-12
D30001
HARDWARE TROUBLESHOOTING AND MAINTENANCE

TROUBLESHOOTING THE MOM UNIT
Table 10. (below) lists possible problems, causes
and suggested corrective action for repairing problems which may occur in the Message For Operation
and Maintenance (MOM) system.
The following precautions must be observed

when operating and/or repairing the MOM
display panel and associated equipment:
Details for correcting the problems are listed on the

following pages.
Use only finger pressure to operate the

switches on the MOM display panel. Never
use a mechanical device (pencil, screwdriver
etc.) to depress a switch permanent screen
damage may result!
The display panel surface is glass do not
use excessive pressure when operating
switches. Avoid impact with heavy objects.
Do not use use organic solvents or strong
acid solvents to clean the touch panel or
body of the MOM unit.
Avoid unnecessary disassembly of the unit.
To prevent damage to the screen due to
"image burn-in", change screens periodically
if possible or use the "Light Off" function.
(Refer to "Setting the Display OFF time".)
TABLE 10.
CONDITION
POSSIBLE CAUSE
Power wiring failure
D30001
No screen is displayed
System mode screen is displayed after

power is applied
Communication unavailable
Error message is displayed
CORRECTIVE ACTION
Check wiring
Power supply not within specified range
Check power supply voltage
Display Panel Inoperative
Replace MOM unit
No screen data is downloaded
Download screen data
Communication cable is not connected
Connect communication cable properly
Wrong communication cable is used
Repair or replace communication cable
Incorrect communication parameter
Adjust communication Parameter
Serial port communication port type set

incorrectly
Set communication port correctly
Abnormal communication port
Check operation using self-diagnosis
Error occurs
Use code to determine nature of fault

and correct accordingly (Refer to "Error
Codes")
D30-13
PROBLEMS AND CORRECTIVE

ACTIONS
Error Codes
There are 3 types of errors which may occur in MOM
while the system is operating; system error, program
execution error or a warning and communication
error. Details of these errors and suggested repair
methods are described below.
System Errors
The system error is fatal. When a system error
occurs, a buzzer sounds, an error message is displayed, and RAS output and parallel output are
turned off. When this type error is found, notify
Komatsu service personnel or Distributor.
1. Errors when starting system (when applying

power).
When MOM is powered-on, hardware is selfdiagnosed. When an error occurs, the details of
the error are displayed on the screen (See Figure 30-5).
a. Program area error; the sum check error of
the system program area (PROM).
b. Work area error; the abnormality of system
work (SRAM).
c. User data area error; the abnormality of
screen data area (Flash memory or PROM).
d. System setup area error; the abnormality of
the system parameter setup area (SRAM).
When this error occurs, return to system
mode and then reset parameter.
2. Errors during operation
When an error occurs, a message (in Japanese) and a 4 digit error code are displayed on
the bottom line on the screen.
FIGURE 30-5. SYSTEM ERROR MESSAGES
D30-14
D30001
Program Errors
This type of error occurs when executing application
and operation programs. When an error occurs, a
message and 4 digit error code as shown in Figure
30-6 are displayed on the bottom line on the screen.
However, some error codes may be displayed on the
window by the error indicator through the system
setup.
The application or operation program should be corrected by troubleshooting the error code.
FIGURE 30-6. APPLICATION & OPERATION PROGRAM ERRORS
D30001
D30-15
Warning & Communication Errors

An error can be displayed by integrating the error
indicator when creating a screen. Indication of each
is selective. Refer to Table 11. for a listing of possible
error codes and suggested repair procedures.
If a warning & communication error occurs, however,

the operation continues and the RAS output and parallel output are not turned OFF.
TABLE 11. WARNING AND COMMUNICATION ERRORS

MESSAGE
ERROR CODE
Malfunctioning clock
Clock IC malfunctioning
Replace printed circuit board
Battery voltage drop
Battery voltage drop
Replace battery
(when clock is used)
Serial communication Error
NOTES:
D30-16
DESCRIPTION
2000 - 2255
Destination errorDisplays destination error code on the last 3 digits

(CH1)
2300 - 2555
Destination errorDisplays destination error code +300 on the last 3

digits (CH2)
2600 - 2855
Destination error Displays destination error code +600 on the last 3

digits (CH3)
CORRECTIVE ACTIONS
Take corrective actions as indicated by error code
2901
Parity error (CH1)
2902
Overrun error (CH1)
2903
Framing error (CH1)
2904
Receive data error (CH1)
Check receive data format
2905
Time out error (CH1)
Check the following items:

Communication cable
PLC station code
Time out set value
Condition of destination
2931
Parity error (CH2)
2932
Overrun error (CH2)
2933
Framing error (CH2)
2934
2935
2961
Parity error (CH3)
2962
Overrun error (CH3)
2963
Framing error (CH3)
2964
2965
Check connecting device for communication conditions
The same as CH1
The same as CH1
CH1 refers to RS-232C (CH1)

CH2 refers to RS-232C (CN2 option)
CH3 refers to RS-485
D30001
SELF-DIAGNOSIS
System Information
MOM is provided with a self-diagnosis function to

check fundamental functions of the hardware as follows.
1. Select "System Information" from the menu.

2. The following system information is displayed
on the screen that appears:
Communication port check

A loop back check is made using a special
connector. (See Figure 30-8.)
Downloaded application version
Key input check

An input check is made of the touch switch
grid.
User data area type
System Check
The sum of ROM

ROM version
Type of communication set to each communication port
Communication Port Check
1. Select "System Check" Mode from the menu on

the system mode screen. Figure 30-7 illustrates
the system check menu that will be displayed in
Japanese. English translations for applicable
switch selection areas are shown.
1. Refer to Figure 30-8 and assemble a test connector for performing a loop-back test at the
RS232C or RS485 port connector.
a. RS-232C Port:
1.) Using the listed plug and shell (or equivalent), install a jumper between pins 2 and
3, and another between pins 4 and 5.
b. RS-485 Port:
1.) Using the listed plug and shell (or equivalent), install a jumper between pins 1 and
3 and another between pins 2 and 4.
FIGURE 30-7. SYSTEM CHECK MENU
2. Press the appropriate switch to select "System

Information", "Communication Port", or "Key
Input" for testing.
3. Refer to the following topics to perform the test
desired.
FIGURE 30-8. COMMUNICATION PORT

LOOPBACK TEST
D30001
D30-17
2. Select "Communication Port" from the menu.

The screen shown in Figure 30-9 will appear.
Key Input Check

1. Select "Key Input" from the menu shown in Figure 30-7.
FIGURE 30-9. COMMUNICATION PORT CHECK

SCREEN
FIGURE 30-10. TOUCH SWITCH TEST
3. Touch the communication port displayed on the
screen for checking the desired serial port.
4. Connect the test connector assembled in step
1. to the appropriate port connector. Touch
"Start" according to the instructions on the
screen.
Note: Touching "RET" will return the screen to the
previous menu.
2. The check screen (Figure 30-10) for the touch

switches is displayed.
3. Pressing a switch on the touch area grid will
indicate the pressed area in reverse video.
Check all switches on the display.
4. Touching "End" will return the screen to the previous, menu screen.
5. When the check is finished, the result will be

displayed on the screen. If the communication
test fails, the MOM unit should be replaced.
6. Touching "(Verification)" returns the screen to
the menu.
D30-18
D30001
MAINTENANCE
Touch Panel Cleaning
Battery Replacement
A coin-type lithium battery is used for backup of the
clock and internal memory of MOM.
When the touch panel is dirty, use a soft cloth or cotton moistened with diluted neutral detergent or industrial alcohol to wipe off the dust.
Even if a low battery error has not occurred, the battery should be replaced every two years when the
total time of the power OFF exceeds 2 years.
Battery Specifications:
Coin-type lithium battery (ER17330V) made by
TOSHIBA corporation or equivalent.
To Change the Battery:
Never use thinner, organic solvent, ammonia

or strong acid solvent.
Do not apply excessive force on the glass
touch panel when cleaning. Excessive force
may damage the panel.
Replacement of Protective Sheet

To assure the memory contents are not lost when
the battery is removed, apply power to the unit
and charge the super capacitor for 5 minutes or
more before changing the battery.
When the protective sheet over the touch panel

becomes dirty or is damaged by scratches, remove
the protective sheet and replace with a new one.
The protective sheet is replaceable. Refer to the
Parts Manual or contact the truck distributor for a
replacement part.
1. Turn key switch off.

2. Disconnect harness from MOM and remove
MOM from truck.
3. Remove cover on the back of MOM.
Replacement
battery
specifications listed above.
must
meet
Observe battery polarity during installation.

Proper polarity must be maintained.
Do not allow battery terminals to contact
metal components inside MOM unit.
Install new battery within 3 minutes after
removing the old one.
4. Remove the old battery from the holder to
replace with a new one (See battery specifications). Be careful not to drop battery into the
casing.
5. Reinstall the cover.
D30001
D30-19
Back Light Replacement

If the LCD display is dark and the contrast adjustment is not effective, the back light may require
replacement.
To Change Back Light:
1. Turn key switch off.
2. Disconnect harness from MOM. Remove MOM
from truck. Verify the power to MOM is OFF.
Do not attempt to change the back light before

removing the display unit from the truck. High
voltage (approximately 800 volts) may be
present.
Use caution when case is opened. Static electricity can damage internal components.
FIGURE 30-11. OPENING CASE
3. Remove 4 screws (Figure 30-11) from back

panel of case.
4. Open the case as shown in Figure 30-12 and
place both halves on a clean, flat surface.
5. Remove the back light connector (3).
NOTE: DO NOT
CONNECTORS.
REMOVE
ANY
OTHER
6. Lift the back light module while pushing on the

cover (2) in the direction of the arrow. Pull the
module out of the case.
7. Install the new module; be certain the the white
display sheet is between the back light plate
and the flourescent tube.
8. Install the back light module cover (2). When
installing, tilt the top of the cover (toward the
arrow) and push into place.
9. Connect the back light connector (3).
10. Close the case halves, being careful not to
pinch the connnector cables in the case.
11. Install case retaining screws (Figure 30-11).
12. Attach all wiring harness connectors and reinstall the MOM unit in the overhead display area.
FIGURE 30-12. BACK LIGHT REPLACEMENT
D30-20
D30001
Setting Display OFF Time

The display and backlight are turned OFF automatically if a screen input switch is not depressed for a
certain period of time.
3. Select "Display Control" from the System Setup

menu as shown in Figure 30-14.
Follow the instructions below to set the amount of

time desired before the display turns off:
1. Press the switches (see Figure 30-13) on the
left top and lower right corners of the display
simultaneously. The system mode menu screen
will be displayed in 2 to 3 seconds.
FIGURE 30-14. SYSTEM SETUP MENU
4. Use the up or down arrows (Figure 30-15) to set

the desired time on the displayed setup screen.
The setting can be up to a maximum 60 minutes, in one minute increments. If the "0" switch
is selected, the display will remain on continuously.
FIGURE 30-13. SYSTEM MODE SCREEN

SELECTION
2. Select "System Setup" from the menu to display

the System Setup menu.
FIGURE 30-15. TIME SET SCREEN
5. After the time setting is complete, press the

"End" switch to complete the procedure.
D30001
D30-21
NOTES
D30-22
D30001
SECTION D31
MOM SCREEN DISPLAYS
INDEX
MOM SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3

i1 INITIAL MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3
i2 INITIAL CHECK1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3
i3 INITIAL CHECK2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-3
i4 NORMAL RUNNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-4
i7 BACKLIGHT OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-5
To Access a Maintenance Information Screen: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-6
i9 MENU SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-7
s1 SERVICE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-8
s2 COMPONENT CHECK MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-8
s21 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-9
s212 MACHINE TREND MENU (ENG.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10
s213 FAULT CONDITION MENU (ENG.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-10
s2131 FAULT CONDITION (ENG.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-11
s22 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-12
s222 MACHINE TREND MENU (T/M) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-13
s2221 L/C ON/OFF COUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-13
s222E AB-USE COUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-14
s223 FAULT CONDITION MENU (T/M) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-15
S2231 FAULT CONDITION (T/M) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-15
s23 BRAKE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-16
s231-1/4 to s231-4/4 REAL TIME MONITOR (BRAKE) . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-16
s233 FAULT CONDITION MENU (BRAKE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-17
s2331 FAULT CONDITION (BRAKE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-17
s24 SUSPENSION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-18
s241-1/4 to s241-4/4 REAL TIME MONITOR (SUSPENSION) . . . . . . . . . . . . . . . . . . . . . . D31-18
s242 FAULT CONDITION MENU (SUS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-19
s2421 FAULT CONDITION (SUS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-19
s25 PMC MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-20
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-20
s252 FAULT CONDITION MENU (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-21
s2521 FAULT CONDITION (PMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-21
s26 ELECTRONIC DISPLAY PANEL MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-22
s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel) . . . . . . . . . . . . . . D31-22
s262 FAULT CONDITION MENU (ELE. DISPLAY PANEL) . . . . . . . . . . . . . . . . . . . . . . . . D31-23
D31001
MOM Screen Displays
D31-1
s2621 FAULT CONDITION (ELE. DISPLAY PANEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-23

s27 PLM MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-24
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-24
s272 CALIBRATION DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-25
s28 TMS MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-25
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-26
s283 FAULT CONDITION MENU (TMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-26
s2831 FAULT CONDITION (TMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-27
s3 MACHINE INFORMATION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-27
s32-1/3 CONTROLLER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-29
SELECTOR SWITCH STATUS of the PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-29
s33 OPTIONAL FUNCTION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-31
s34 HISTORY OF USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-32
t1 PARAMETER SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-33
t2 TIME/DATE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-33
t3 TRAVEL MODE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-34
t31 ENG., T/M PATTERN SELECT
(Komatsu Engine Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-34
t32 SPEED LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-35
t33 T/M MAX GEAR SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-35
t34 T/M MAX GEAR SELECT (BODY UP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-36
t35 SUSPENSION MODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-36
t4 PARAMETER UNIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-37
t5 TMS SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-37
t51 TIRE PRESSURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-38
t52 TIRE TEMPERATURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-39
t53 CORRELATION CONSTANTS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-40
t54 TMS CLOCK SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-41
t55 ID CODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D31-42
D31-2
MOM Screen Displays
D31001
MOM SCREEN DISPLAYS

i1 INITIAL MESSAGE
i2 INITIAL CHECK1
After the MOM system is powered on, the NOW

STARTING UP message (in Japanese) appears,
then i1 INITIAL MESSAGE screen, Figure 31-1.
appears. This initial message screen shows a screen
number, title, and the version of the MOM program.
This screen shows whether the engine is ready to be

started. When the engine is ready, ENGINE START
OK is displayed. When something must be done
before the engine is started, ENGINE START WAIT
is displayed together with an item to be done before
the engine is started.
Such items are as follows:
PARKING BRAKE appears on-screen when the
parking brake remains released.
T/M SHIFT LEVER appears on-screen when
the shift lever is not in the neutral position.
The engine can be started even if PARKING

BRAKE is indicated for emergency use.
If the shift lever is not in NEUTRAL position, it must
be moved to NEUTRAL before the engine can be
started.
FIGURE 31-1.
This initial message screen is displayed for three

seconds, then i2 INITIAL CHECK1, Figure 31-2.
appears automatically.
When the engine is started, this screen automatically

changes to i3 INITIAL CHECK2, (Figure 31-3)
screen. If any controller detects a fault while the i2
screen is displayed, i6 WARNING MESSAGE
screen appears automatically.
i3 INITIAL CHECK2
This screen shows whether the vehicle is ready to
go. When the vehicle is ready, DEPARTURE OK is
displayed. When departure is not acceptable,
DEPARTURE WAIT is displayed (Figure 31-3)
together with the reason why departure is not acceptable. The fault must be corrected before the truck
can be operated.
FIGURE 31-2.
The screen displayed after this initial message

screen varies according to the current vehicle status.
For details, see Display able/disable by machine
status. If any controller detects a fault when the ignition key is turned on, this initial message screen
changes to i6 WARNING MESSAGE screen automatically.
FIGURE 31-3.
D31001
MOM Screen Displays
D31-3
Items that may appear are as follows:
i4 NORMAL RUNNING
STRG. PRESSURE TOO LOW appears on-screen

when the steering oil pressure is lower than the preset level.
This screen (Figure 31-4) shows the current time, the

current payload, the total payload, and the total number of cycles.
ENG. DERATE ON appears on-screen when

engine power is derated.
Note: For ENG. DERATE ON conditions, see i4
NORMAL RUNNING.
The truck is able to depart even if STRG. PRESSURE TOO LOW or ENG. DERATE ON is indicated for emergency use.
When the engine is started, i2 is changed to initial
check (i3) automatically.
When the LIGHT OFF switch is pressed, this i3
screen turns into i7 BACKLIGHT OFF screen.
When MOM detects the vehicle is running, this

screen turns into i4 NORMAL RUNNING screen
automatically.
For details of whether vehicle is running, see Display able/disable by machine status.
If any controller detects a fault while the i3 screen is
displayed, i6 WARNING MESSAGE screen
appears automatically.
FIGURE 31-4.
This i4 screen (once displayed) does not change
into i3 INITIAL CHECK2 screen until the ignition
key is turned off even when the vehicle stops.
Use t2 TIME/DATE SET screen to set the
time and whether time is displayed or not.
PAYLOAD, TOTAL PAYLOAD, and
TOTAL CYCLE are displayed on-screen
only when the PLMII is installed on the
truck.
Change the units of PAYLOAD and
TOTAL PAYLOAD using the t4 UNIT
SET screen.
The STRG indicator lights when the i4 screen is
changed from i3 INITIAL CHECK2 screen while the
steering oil pressure (in i3 screen) is too low and
remains until the steering oil pressure exceeds the
preset level and enters the normal pressure range.
When the steering oil pressure which exceeded the
preset level drops below the preset level again, i4
screen turns into i6 WARNING MESSAGE screen.
The DERATE indicator lights when the derating conditions are satisfied (when engine power is derated)
and goes off when the derating conditions are
removed.
Derating conditions:
When detecting a fault in the engine system listed in
Table 1, the Centry engine controller reduces the
output torque of the engine to protect the engine.
This status is called ENGINE DERATE ON. As the
derating condition is satisfied, i6 screen is displayed automatically, the DERATE indicator on i4
screen lights
D31-4
MOM Screen Displays
D31001
No.
ENG. CONDITION
CENSE ERROR
CODE
High exhaust temperature
641 to 648, 651 to

658
Low cylinder power
624 to 628, 631 to

638
High blowby
555
Low oil pressure
143
High coolant temperature
151
Low coolant pressure
233
High oil temperature
214
Low coolant level
235
TABLE 1: ENGINE DERATING CONDITIONS
The value in the PAYLOAD field remains

unchanged even when another load is added to
vehicle after loading is completed and before the
load is dumped.
If any data field remains blanked, first dump the
load, start loading again, then dump the load
again after loading is completed.
For additional information on the PLM, refer to Section M.
If the PLM is defective, data sent from the PLM may
possibly be abnormal and the related data field will
be left blanked.
When you press the LIGHT OFF switch, i4 screen
turns into i7 BACKLIGHT OFF screen.
only when i4 screen is displayed after the fault messages on i6 screen are deleted.
PAYLOAD, TOTAL PAYLOAD, and TOTAL
CYCLE data are all sent from the payload meter
(PLM). After the ignition key is turned on, PAYLOAD, TOTAL PAYLOAD, and TOTAL CYCLE
fields on i4 screen are left blanked until the PLM
sends data to MOM.
The PLM sends PAYLOAD, TOTAL PAYLOAD,

and TOTAL CYCLE data at the following time:
PAYLOAD data:
The PLM sends payload data continuously
to MOM during loading and stops sending
payload data when loading is completed or
when the load is dumped.
TOTAL PAYLOAD and TOTAL CYCLE data:
The PLM sends this data to MOM when the
load is dumped completely.
i7 BACKLIGHT OFF
When the BACKLIGHT OFF switch is pressed, nothing is visible on the screen (as when power to the
MOM is shut off). This function is intended for night
use when reduced illumination is required.
1. Press anywhere on the screen.

a. i2 INITIAL CHECK1 screen appears when
ignition key is turned on (KEY ON) but
engine is not running;
b. i3 INITIAL CHECK2 screen appears when
engine is running (ENGINE ON) but vehicle
is not running; or i4 NORMAL RUNNING is
displayed when vehicle is running or when
4 screen is already displayed after vehicle
is running (even when engine is running
(ENGINE ON) but vehicle is not moving)
Therefore,
If the ignition key is turned off with the vehicle
loaded and the ignition key is turned on again,
PAYLOAD, TOTAL PAYLOAD, and TOTAL
CYCLE fields are left blanked in i4 screen.
When the load is dumped, the PAYLOAD and
TOTAL PAYLOAD values are displayed. The
PAYLOAD field shows a value when loading
starts.
D31001
When any controller detects a fault while this screen

is displayed, this screen automatically turns into i6
WARNING MESSAGE screen with back light on.
MOM Screen Displays
D31-5
To Access a Maintenance Information Screen:

The i2 INITIAL CHECK1, i3 INITIAL CHECK2 and
i4 NORMAL RUNNING screens respectively have
two hidden switches. To call a maintenance information screen, you must first call i8 PASSWORD
INPUT screen by pressing the two hidden switches
on the i2, i3, or i4 screen at the same time.
The two hidden switches are located as shown in

Figure 31-5.
When you enter a correct password in i8
PASSWORD INPUT screen, you can go to the
maintenance information screen i8 PASSWORD
INPUT (See Figure 31-6)
Enter a correct 4-digit password and press the
ENT switch.
The i8 PASSWORD INPUT screen changes to i9
MENU SELECT screen. Use the keys 1 to 9 of the
10-key pad on the screen to enter a password.
MOM supports five default passwords; 0000, 1111,
2222, 3333, and 4444.
You can set a desired password. To change the

password, follow the steps below:
1. Press the box switch placed to the left of
CHANGE PASSWORD. The box lamp lights
and OLD PASSWORD INPUT is displayed.
FIGURE 31-6. PASSWORD ENTRY SCREEN

2. Enter the old password which you want to
change (using the 10-key pad) and press the
ENT switch. When the entered password is
valid, NEW PASSWORD INPUT is displayed.
3. Enter a new password which you want to use
from now on (using the 10-key pad) and press
the ENT switch. ONCE MORE is displayed for
reconfirmation.
4. Enter the new password again. If this password
agrees to that entered in step 3, the new password is registered. If the entered password
does not agree with the password entered the
first time, (step 3), ERROR is displayed. Enter
a correct password again.
5. To quit, press the box switch (located to the left
of CHANGE PASSWORD.)
When you press the RET switch, an operator information screen i2, i3 or i4 is called back.
This screen is selected according to the status of
vehicle as shown below.
i2 INITIAL CHECK1 when ignition key is turned
on (KEY ON) but engine is not running.
i3 INITIAL CHECK2 when engine is running
(ENGINE ON) but vehicle is not moving.
i4 NORMAL RUNNING when vehicle is moving
or even when engine is running (ENGINE ON)
but vehicle is not moving after displaying i4
screen.
FIGURE 31-5. HIDDEN SWITCH LOCATION

is displayed, i6 WARNING MESSAGE screen is
automatically displayed.
Note: Only authorized personnel can change the i8
PASSWORD INPUT screen.
D31-6
MOM Screen Displays
D31001
i9 MENU SELECT
MOM supports two maintenance information menus
(see Figure 31-7):
See Display Able/Disable by Model and Optional

Equipment Status.
When you select s1 SERVICE MENU, the s1 SERVICE MENU appears.
(1) SERVICE MENU

When you select t1 PARAMETER SET MENU, t1

PARAMETER SET MENU appears. The t1 menu
is not available while the vehicle is running.
When the RET switch is pressed, i9 MENU
SELECT screen changes to:
screen.
FIGURE 31-7.
The SERVICE MENU screen is used to obtain information of each component on the truck (engine,
transmission, brake, suspension, power-train management controller, electronic display panel, payload
meter, tire management system, etc.) and information on the whole vehicle.

Information for each component is provided on reference screens such as REAL TIME MONITOR,
MACHINE TREND, and FAULT CONDITION and
a MACHINE CHECK screen for checking vehicle
hardware.
NOTE: Refer to D34001, Real Time Data Tables for
the information available on each of the Real Time
Data screens for all the controllers (including optional
controllers) in the PMC system
The PARAMETER SET MENU screen is used to

change parameters.
For hierarchy (tree structure) of maintenance information screens, see MOM - Message for Operation
and Maintenance, Tables 2. and 3.
The menu hierarchy varies according to model types,

component types (Komatsu engine or CUMMINS
engine) and setting of optional equipment (PLM,
TMS, etc.).
D31001
MOM Screen Displays
D31-7
s1 SERVICE MENU
s2 COMPONENT CHECK MENU
When you select s2 COMPONENT CHECK MENU,

from the s1 SERVICE MENU screen (Figure 31-8),
s2 COMPONENT CHECK MENU appears.
When the switch box at the left side of the menu title
s2 component check menu is pressed, the menu
screen in Figure 31-9 appears.
FIGURE 31-8. SERVICE MENU SCREEN
When you select s3 MACHINE INFORMATION

MENU, s3 MACHINE INFORMATION MENU
appears.
When the BACK switch is pressed, this screen turns
into i9 MENU SELECT screen.
When the RET switch is pressed, this screen
changes to:
i2 INITIAL CHECK1 when the ignition key is
turned on (KEY ON) but engine is not running.
screen.
FIGURE 31-9. COMPONENT CHECK MENU
When the BACK switch is pressed, this screen

returns to s1 SERVICE MENU screen.
changes to:
screen.

The switch boxes of components which are not available according to the setting of the rotary switch of
the transmission controller and DIP switches of the
PMC are displayed light and not selectable.
Equipment Status.
D31-8
MOM Screen Displays
D31001
s21 ENGINE
s211-1/10 to s211-10/10 REAL TIME MONITOR

(ENG.) (for CUMMINS engine)
s21 CUMMINS ENG. MENU (for the CUMMINS

engine)
s21 KOMATSU ENG. MENU (for the KOMATSU
engine)
s211-1/9 to s211-9/9 REAL TIME MONITOR (ENG.)

(for KOMATSU engine)
The screen in Figure 31-11 shows real time data for
the engine. For details of real time data displayed on
this screen, refer to Real time Data Tables.
FIGURE 31-10.
FIGURE 31-11.
s21 ENGINE is pressed, the selected menu screen,
Figure 31-10, appears.
into s2 COMPONENT CHECK MENU screen.
changes to:
Units of data can be changed by t4 UNIT SET

screen.
The switches on the screen have the following functions:
> FWD:
Calls the next real time data screen.

> REV:
Calls the preceding real time data screen.

> HOLD/START:
When this switch is pressed once, its indicator
lights and the current real time data is held
(including a delay due to the system response
lag). When this switch is pressed once more,
its indicator goes off and data is displayed in
real time.

screen.

Note: When the Cummins engine is used, s212
MACHINE TREND MENU and s213 FAULT
CONDITION MENU screens are not available and
their switch boxes are light.
See, Display Able/Disable by Model and Optional
Equipment Status.

returns to s21 KOMATSU ENG. MENU or s21
CUMMINS ENG. MENU screen.
changes to:
(ENGINE ON) but vehicle is not running.
i4 NORMAL RUNNING when vehicle is running
but vehicle is not running after displaying i4
screen.
D31001
MOM Screen Displays
D31-9
s212 MACHINE TREND MENU (ENG.)
s213 FAULT CONDITION MENU (ENG.)
Note: This screen is selectable only when the

KOMATSU engine controller is mounted on vehicle.


Equipment Status.

Equipment Status.
FIGURE 31-12.
FIGURE 31-13.
This screen (Figure 31-12) is used to select an

engine trend menu.
This screen (Figure 31-13) is used to select an

engine fault condition menu.
When you select a menu and press its switch box,

the selected menu screen appears.

The SELECT switch placed after a menu title (s2122

EXHAUST TEMP and s2123 BOOST PRESS.) is
used to select R (for right) or L (for left) data. R and
L change alternately each time the SELECT switch
is pressed.
When you press the CLEAR switch placed after a

menu title (s2131 FAULT CONDITION), a dialog
box appears to ask whether you really want to delete
all engine fault data.

changes to:

automatically displayed
D31-10
Press the OK switch to delete all engine fault data or

the CANCEL switch not to delete the data.

into s21 KOMATSU ENG. MENU or s21 CUMMINS ENG. MENU screen.
changes to:
MOM Screen Displays
D31001
s2131 FAULT CONDITION (ENG.)

This screen is selectable only when the KOMATSU
engine controller is mounted on vehicle.
Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch
field of the current fault becomes dark and locked.
You cannot delete the fault history by pressing the
DEL switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. TOTAL COUNT OF ERROR
indicates the total number of fault occurrences.
CURRENT SMR indicates the current vehicle standard SMR (Service Meter) hours.
returns to s213 FAULT CONDITION MENU (ENG.)
screen.
changes to:
FIGURE 31-14.
This screen shows the history of engine faults. MOM
handles the following data for engine faults:
> CODE:
System fault code


> ERROR CONTENT:

Contents of an engine fault
> FIRST:
> LAST:
> NO. OF OCCUR:
Number of occurrences
The DEL field works as a switch to delete the history

of the fault code. When the DEL field of a fault code
is pressed, a dialog box (Figure 31-15) appears to
ask whether you really want to delete the history of
the data.
FIGURE 31-15.
D31001
MOM Screen Displays
D31-11
s22 TRANSMISSION
When the switch box at the left side of the menu titles
(Figure 31-16) is pressed, the selected menu screen
appears.
s221-1/14 to s221 14/14 REAL TIME MONITOR

(T/M)
This screen (Figure 31-17) shows real time data of
the engine. (For details, refer to Real time Data
table.)
FIGURE 31-16.
FIGURE 31-17.

returns to s2 COMPONENT CHECK MENU screen.
Units of data can be changed by the t4 UNIT SET

screen.

changes to:

> FWD:

> REV:

screen.
> HOLD/START:
real time.


returns to s22 TRANSMISSION MENU screen.
changes to:
screen.
D31-12
MOM Screen Displays
D31001
s222 MACHINE TREND MENU (T/M)
s2221 L/C ON/OFF COUNT
This screen is used to select a transmission trend

menu.
This screen (Figure 31-19) shows the number of on/

off operations of the lock up clutch.
FIGURE 31-18.
FIGURE 31-19.
is pressed, the selected menu screen appears.


changes to:

> The START[h] field shows the value of vehicle

standard service meter (SMR) at which L/C
counting started.
> The NOW[h] field shows the value of vehicle
standard service meter (SMR) at which data is
requested.
When the CLEAR switch is pressed, a dialog box

appears to ask whether you really want to delete L/C
ON/OFF COUNT data.
Press the OK switch to delete the data or the CANCEL switch not to delete the data.
When you press the OK switch to delete the data, the

screen turns into s222 MACHINE TREND MENU (T/
M) screen.

into s222 MACHINE TREND MENU (T/M) screen.
changes to:

D31001
MOM Screen Displays
D31-13
s222E AB-USE COUNT

This screen (Figure 31-20) shows the number of
abnormal shift lever operations.

appears to ask whether you really want to delete
DIRECTIONAL SHIFT data and ABNORMAL SHIFT
data.
screen returns to s222 MACHINE TREND MENU
(T/M) screen.

returns to s222 MACHINE TREND MENU (T/M)
screen.
changes to:
FIGURE 31-20.
> DIRECTIONAL SHIFT counts the number of

times the shift lever is moved to the R position
while the vehicle runs forward at a preset
speed or faster, or the number of times the shift
lever is moved to a Forward position while the
vehicle is moving backward at a preset speed
or faster.


> ABNORMAL SHIFT counts the number of

times the shift lever position is changed from
neutral to other ranges while engine speed is
higher than pre> set value.
The counts are classified into three, F1, F2, and
F3 according to the actual transmission gear position after abnormal shift operation.
> The START[h] field shows the value of

vehicle standard service meter (SMR) at which
L/C counting started.
requested.
D31-14
MOM Screen Displays
D31001
s223 FAULT CONDITION MENU (T/M)
S2231 FAULT CONDITION (T/M)
This screen (Figure 31-21) is used to select a transmission fault condition menu.
This screen (Figure 31-22) shows the history of

transmission faults.
FIGURE 31-21.

all transmission fault data.
Press the OK switch to delete all transmission fault
data or the CANCEL switch not to delete the data.
Data of the current fault is not deleted.


changes to:

FIGURE 31-22.
MOM handles the following data as to transmission
faults:
> CODE:
System fault code
> ERROR CONTENT:
Contents of a fault
> FIRST:
> LAST:
> NO. OF OCCUR.:
of the fault code. When you press the DEL field of a
fault code, a dialog box appears to ask whether you
really want to delete the history of the data. Press the
OK switch to delete the history or the CANCEL
switch not to delete the history.
The DEL switch field of the current fault becomes
dark and locked. You cannot delete the fault history
by pressing the DEL switch.
One page of the screen displays data of two faults.
You can move up or down the screen by the FWD or
REV switch to show another page of faults.
> TOTAL COUNT OF ERROR indicates the
total number of the fault occurrence.
> CURRENT SMR indicates the current vehicle
standard SMR (Service Meter) value.
returns to s223 FAULT CONDITION MENU (T/M)
screen.
changes to:
D31001
MOM Screen Displays
D31-15
s23 BRAKE MENU

(BRAKE)
FIGURE 31-24.
FIGURE 31-23.

Equipment Status.
changes to:
screen.


Equipment Status.
This screen shows real time data of the brake. For
details of real time data displayed on this screen, see
Real time Data table.
screen.
> FWD: Calls the next real time data screen.
> REV: Calls the preceding real time data screen.
> HOLD/START: When this switch is pressed
once, its indicator lights and the current real
time data is held (including a delay due to the
system response lag). When this switch is
pressed once more, its indicator goes off and
data is displayed in real time.
returns to s23 BRAKE MENU screen. When the
RET switch is pressed, this screen changes to:
screen.
D31-16
MOM Screen Displays
D31001
s2331 FAULT CONDITION (BRAKE)
s233 FAULT CONDITION MENU (BRAKE)
FIGURE 31-26.
FIGURE 31-25.
See Display Able/Display by Model and Optional

Equipment Status.
This screen is used to select a brake fault condition
menu. When you select a menu and press its switch
box, the selected menu screen appears.
all brake fault data.
Press the OK switch to delete all brake fault data or
the CANCEL switch not to delete the data. Data of
the current fault is not deleted.
returns to s23 BRAKE MENU screen.
changes to:


Equipment Status.
This screen shows the history of brake faults. MOM
handles the following data as to brake faults:
> CODE: System fault code
> ERROR CONTENT: Contents of a fault
> FIRST: Service meter hour of the first
occurrence
> LAST: Service meter hour of the last
occurrence
> NO. OF OCCUR.: Number of occurrences
switch not to delete the history. The DEL switch field
of the current fault becomes dark and locked. You
cannot delete the fault history by pressing the DEL
switch.
standard SMR (Service Meter) value. When
BACK switch is pressed, this screen returns to
screen.
When RET switch is pressed, this screen changes to:
D31001
MOM Screen Displays
D31-17
s24 SUSPENSION MENU

This screen (Figure 31-27) is selectable only when
the suspension controller is mounted on vehicle.
s241-1/4 to s241-4/4 REAL TIME MONITOR (SUSPENSION)

FIGURE 31-28.
FIGURE 31-27.

Equipment Status.

Equipment Status.

This screen shows real time data of the suspension.

For details of real time data displayed on this screen,
refer to Real time Data Tables.


screen.

changes to:
The screen switches have the following functions:

screen.


returns to s24 SUSPENSION MENU screen.
screen.
D31-18
MOM Screen Displays
D31001
s242 FAULT CONDITION MENU (SUS)
s2421 FAULT CONDITION (SUS)

This screen is selectable only when the suspension

controller is mounted on vehicle.
FIGURE 31-29.
FIGURE 31-30.

Equipment Status.

Equipment Status.
This screen is used to select a suspension fault condition menu. When you select a menu and press its
switch box, the selected menu screen appears.
This screen shows the history of suspension faults.

MOM handles the following data as to suspension
faults:

all suspension fault data.
Press the OK switch to delete all suspension fault
Current fault data is not deleted.
changes to:


> LAST: Service meter hour of
the last occurrence
of the fault currently occurs becomes dark and
locked. You cannot delete the fault history by pressing the DEL switch.
standard SMR (Service Meter) value. When the
s242 FAULT CONDITION MENU (SUS)
screen.
D31001
MOM Screen Displays
D31-19
s25 PMC MENU
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)


the PMC.
FIGURE 31-31.
FIGURE 31-32.


refer to Real time Data tables.

changes to:

screen.

screen.

returns to s25 PMC MENU screen.
changes to:
screen.
D31-20
MOM Screen Displays
D31001
s252 FAULT CONDITION MENU (PMC)
s2521 FAULT CONDITION (PMC)
This screen (Figure 31-33) is used to select a PMC

fault condition menu.
This screen (Figure 31-34) shows the history of PMC

faults.
FIGURE 31-33.
FIGURE 31-34.
all PMC fault data.
Press the OK switch to delete all PMC fault data or
the CANCEL switch not to delete the data. Current
fault data is not deleted.

changes to:

MOM handles the following PMC fault data:

> CODE: System fault code (ex. E001, E035)
> FIRST: Service meter hour of
the first occurrence
> LAST: Service meter hour of
the last occurrence
switch.
> When BACK switch is pressed, this screen
returns to s252 FAULT CONDITION MENU
(PMC) screen.
When RET is pressed, the screen changes to:
D31001
MOM Screen Displays
D31-21
s26 ELECTRONIC DISPLAY PANEL

MENU
s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel)


the vehicle monitor panel.
FIGURE 31-36.
FIGURE 31-35.


see Real time Data Tables.

changes to:

screen.



screen.



returns to s26 ELE. MONITOR MENU screen.
When RET is pressed, this screen changes to:
screen.
D31-22
MOM Screen Displays
D31001
s262 FAULT CONDITION MENU (ELE. DISPLAY

PANEL)
s2621 FAULT
PANEL)
CONDITION
(ELE.
DISPLAY
This screen (Figure 31-37) is used to select a fault

condition menu of the vehicle monitor panel.
This screen (Figure 31-38) shows the history of vehicle monitor panel faults.
FIGURE 31-38.
FIGURE 31-37.

all vehicle monitor panel fault data.
Press the OK switch to delete all vehicle monitor
panel fault data or the CANCEL switch not to delete
the data. Current fault data is not deleted.

returns to s26 ELE. MONITOR MENU screen.


MOM handles the following vehicle monitor panel

faults:
> FIRST: Service meter hour, first occurrence
> LAST: Service meter hour, last occurrence
NO. OF OCCUR.: Number of occurrences
is pressed, a dialog box appears to ask whether you
switch.
Move up or down the screen by the FWD or REV
switch to show another page of faults.
standard SMR (Service Meter) value. When the
s262 FAULT CONDITION MENU (ELE.
MONITOR) screen.
D31001
MOM Screen Displays
D31-23
s27 PLM MENU
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)

the PLM is mounted on vehicle.


Equipment Status.
FIGURE 31-40.
Equipment Status.
FIGURE 31-39.
This screen shows real time data of the PLM.


changes to:
screen.


see Real time Data Tables. Units of data can be
changed by the t4 UNIT SET screen.
returns to s27 PLM MENU screen.
screen.
D31-24
MOM Screen Displays
D31001
s272 CALIBRATION DATA
s28 TMS MENU


the TMS is mounted on vehicle.
FIGURE 31-41.
FIGURE 31-42.

Equipment Status.

Equipment Status.
The s272 CALIBRATION DATA screen shows data

which the payload meter (PLM) used for calibration
(calculation of the empty weight of vehicle). For further information refer to Payload Meter, Section D.

The units of data can be changed by the t4 UNIT

SET screen.
changes to:

D31001

screen.

MOM Screen Displays
D31-25
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)
s283 FAULT CONDITION MENU (TMS)


FIGURE 31-43.
FIGURE 31-44.

Equipment Status.

Equipment Status.
This screen shows real time data of the TMS.
This screen is used to select a TMS fault condition


returns to s28 TMS MENU screen.
changes to:

all TMS fault data.
Press the OK switch to delete all TMS fault data or
changes to:


screen.
D31-26
MOM Screen Displays
D31001
s2831 FAULT CONDITION (TMS)
s3 MACHINE INFORMATION MENU


FIGURE 31-45.
FIGURE 31-46.

Equipment Status.
This screen shows the history of TMS faults. MOM
handles the following data for TMS faults:
> FIRST: Service meter hour at first occurrence
> LAST: Service meter hour at last occurrence
switch.

changes to:
screen.

total number of the fault occurrence,
standard SMR (Service Meter) value. When
BACK is pressed, this screen returns to s283
FAULT CONDITION MENU (TMS) screen.
D31001
MOM Screen Displays
D31-27
s31 SYSTEM IDENTIFICATION MENU

This screen (Figure 31-47) shows a machine code
and controllers which are mounted on the truck. The
names of the controllers mounted on vehicle are
high-lighted.

FIGURE 31-47.
returns to s3 MACHINE INFORMATION MENU
screen.
D31-28
MOM Screen Displays
D31001
s32-1/3 CONTROLLER INFORMATION

This screen (Figure 31-48) shows switch status, software versions, and controller-specific SMR values of
each controller (CENTRY, CENSE, transmission,
electronic display panel, and PMC) on the vehicle.
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
0000
1000
0001
1001
0010
1010
The CLOCK READ field shows the controller-specific SMR value based on vehicle standard SMR (not
a vehicle standard SMR value).
0011
1011
0100
1100
0101
1101
0110
1110
0111
1111
TABLE 3. BINARY-TO-HEXADECIMAL
CONVERSION TABLE
If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional
feature is not installed on the truck, it will ignore the
DIP switch setting.
Refer to Powertrain Management Controller (PMC),
Dip Switch Settings for additional information concerning the DIP switch settings for the standard and
optional equipment installed on the truck.
FIGURE 31-48.
SELECTOR SWITCH STATUS of the PMC

screen.
The PMC (Powertrain Management Controller) has

sixteen DIP switches. The status of these DIP
switches is represented in hexadecimal (4F0D) in
Figure 31-48.

changes to:
Table 2. provides an example of how to interpret the

switch settings based on the value shown on the
screen; the hexadecimal value, the binary value, and
the status of the individual DIP switch setting - ON or
OFF. Table 3. lists the hexadecimal to binary conversion values.

on but the engine is not running.

When an optional function or equipment is installed

on the truck, the corresponding DIP switch is set to
the ON position.
Note: The standard and optional equipment installed
on the truck will vary with each truck model and the
optional equipment ordered from the factory.
SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation
(1 = ON, 0 = OFF)
Hexadecimal
Notation
0100
1111
0000
1101
Value Displayed
on screen
4F0D
TABLE 2.
D31001
MOM Screen Displays
D31-29

MODEL
SELECTION
SWITCH No.
(C0: MACHINE
CODE)
This screen (Figure 31-49.) shows controller information of a Payload Meter (PLM) installed on the truck.
No value is displayed if the PLM is not installed.
MODEL
HD1200-1 STD Large-tire CUMMINS

ENGINE
HD785-3 STD Large-tire KOMATSU ENGINE
HD465-5 STD Small-tire KOMATSU ENGINE
4
5
6
HD325-6 QUARRY Large-tire KOMATSU

ENGINE
HD985-3 STD 30.00-51 KOMATSU ENGINE

ENGINE
730E
930E

screen.
530M/HD1500
330M
830E

changes to:
TABLE 5. MODEL SELECTION CODE
FIGURE 31-49.

MENU ITEM
TRIMMER
GAIN(%)
DESCRIPTION
REMARKS
Gain adjusted by payload gain adjustment

trimmer (Located on the left side of the
PLM)
80% TO 120%
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
DIP switch status
Bit 2: Weight unit system (1: Metric ton, 0: Short ton)

Bit 3: Auxiliary switch (1: UP, 0: DOWN)
Bit 4 to bit 7: Not used
SR
Speed regulation
0 to F): 0:107%, 7:100%, F:92%
DR
Distance correction
(0 to F): 0:107%, 7:100%, F:92%
CO
Machine code
(0 to F): Refer to Table 5.
SOFT VER.
Version of PLM software
0 to 255
REVISION
Revision of PLM software
0 to 255
DATE
Current date and time
TABLE 4. PLM CONTROLLER INFORMATION SCREEN
D31-30
MOM Screen Displays
D31001
s33 OPTIONAL FUNCTION INFORMATION
suspension and brake controllers on the vehicle.
This screen (Figure 31-51) shows whether optional

functions are installed or not. The name of each
installed option is highlighted.
FIGURE 31-50.
FIGURE 31-51.

screen.

screen.

changes to:

changes to:




screen.

D31001
MOM Screen Displays
D31-31
s34 HISTORY OF USE

This screen (Figure 31-52) shows the time of the latest parameter change.
SUSPENSION MODE SET

When the set value of the suspension mode is
changed at the t35 SUSPENSION MODE SET
screen

screen.

changes to:
FIGURE 31-52.
When a parameter is changed by a related screen,

the value of the vehicle standard service meter
(SMR) at that time is recorded.
*ENG.,T/M PATTERN SELE,-ENG.When the

pattern in the engine controller is changed at the
t31 ENG.,T/M PATTERN SELECT screen.

screen.

*ENG.,T/M PATTERN SELE,-T/M.When the

pattern in T/M controller is changed at the t31
ENG.,T/M PATTERN SELECT screen.
*Note: The ENG.,T/M PATTERN SELE,-ENG. and

ENG.,T/M PATTERN SELE, -T/M. fields show
values only when the KOMATSU engine is installed.
SPEED LIMITER (LOADED)

When the set value of maximum speed, loaded is
changed at the t32 SPEED LIMITER screen.
SPEED LIMITER (EMPTY)
When the set value of maximum speed, empty is
T/M GEAR SELECT
When the set value of the maximum transmission
gear is changed at the t33 T/M GEAR SELECT
screen.
T/M GEAR SELECT (BODY UP)
gear at body up is changed at the t34 T/M GEAR
SELECT (BODY UP) screen
D31-32
MOM Screen Displays
D31001
t1 PARAMETER SET MENU
t2 TIME/DATE SET

This screen (Figure 31-54) is used to set the date

and time to be displayed on the i4 NORMAL RUNNING screen.
FIGURE 31-53.
FIGURE 31-54.
returns to i9 MENU SELECT screen.

changes to:
screen.

Note: The switch box t5 TMS SET MENU is light

and not selectable when the TMS is not used and the
appropriate PMC DIP switch is set to OFF. Refer to
Display Able/Display by Model and Optional
Equipment Status.
Procedure to set a date and a time:

1. Press the SET switch. The cursor appears on
the DAY field.
2. Move and position the cursor on a field (DAY,
MONTH, YEAR, or TIME) whose value you
want to change by using the left or right arrow
switches.
3. Increase or decrease the value by pressing the
+ or - switch until the desired value appears.
Hold down the + or - switch to change the
value continuously.
4. Press the ENT switch to register the date and
time or the CANCEL switch to cancel registration.
To stop displaying of the time and date on i4
screen, press the DISPLAY OFF switch. DISPLAY
OFF turns to DISPLAY ON. To display the time
and date on i4 screen, press the DISPLAY ON
switch. DISPLAY ON turns to DISPLAY OFF.
returns to t1 MENU SELECT screen. When the
screen.
D31001
MOM Screen Displays
D31-33
t3 TRAVEL MODE MENU

t31 ENG., T/M PATTERN SELECT

(Komatsu Engine Only)
the KOMATSU engine controller is installed on the
vehicle.
FIGURE 31-55.
FIGURE 31-56.
returns to t1 MENU SELECT screen.
changes to:
screen.

Note: The switch boxes of components which are not

available (according to the setting of the rotary
switches on the transmission controller and DIP
switches on the PMC) are light and not selectable.
Refer to Display Able/Display by Model and Optional
Equipment Status.
D31-34

Equipment Status.
This screen is used to select an engine torque curve
and transmission shift schedule (ENG.-T/M pattern).
MOM supports three ENG.-T/M patterns. Select a
desired ENG.-T/M pattern and press its switch box
(under PATTERN). When the pattern is selected,
its indicator (placed before the switch box) lights.
changes to:
screen.
MOM Screen Displays
D31001
t32 SPEED LIMITER
t33 T/M MAX GEAR SELECT
This screen (Figure 31-57) is selectable only when a

maximum speed limit is set by the DIP switches on
the PMC.
This screen (Figure 31-58) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 31-57.
FIGURE 31-58.
When entering this screen, current set values at

loaded and empty are indicated. Refer to Display
Able/Display by Model and Optional Equipment Status.
Specify a maximum speed limit when vehicle is fully
loaded and a maximum speed limit when vehicle is
empty using the procedure below.
Procedure to change a speed limit value:
1. Select a desired item LOADED or EMPTY
and press its SET switch. The cursor appears in
the entry field of the item.
When entering this screen, the indicator for the current maximum gear is turned on.
Select a gear position (F4, F5, F6, or F7) and press
its switch box.
When the gear position is selected, its indicator
(above the switch box) is turned on.
changes to:
2. Change the value by increasing or decreasing it

by the + or - switch.

3. Press the ENT key to register the set value or

the CANCEL switch to cancel registration of the
value.


returns to the t3 MENU SELECT screen. When the
screen.

screen.
Note: F7 is set as a default value when the truck is
shipped from the factory.

D31001
MOM Screen Displays
D31-35
t34 T/M MAX GEAR SELECT (BODY UP)
t35 SUSPENSION MODE SET
This screen (Figure 31-59) is used to select a maximum transmission gear position (F1, F2, or F3) for
the body-up maximum speed and to enable or disable selection of REVERSE when the body is raised.

the optional suspension controller is mounted on
vehicle.
Equipment Status.
FIGURE 31-59.
FIGURE 31-60.
When entering this screen, the currently set values
are turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the
reverse position at body up, press the OK or NO
switch. When the selection is set, its indicator (above
the switch box) is turned on.
When entering this screen, the currently set value is

turned on.
Select a suspension mode (SOFT, MEDIUM, HARD,
or AUTO) and press its switch box. When the
selected mode is set, its indicator (above the switch
box) is turned on.
changes to:

changes to:





screen.

screen.
Note: F1 and NO are set as default values when
the truck is shipped from the factory.
D31-36

Note: AUTO is set as a default value when shipped
from the factory. Damping forces are fixed in the
SOFT, MEDIUM, and HARD modes. In the AUTO
mode, the damping force varies according to vehicle
conditions.
MOM Screen Displays
D31001
t4 PARAMETER UNIT SET
t5 TMS SET MENU
This screen (Figure 31-61) is used to set the units of

measurement for items displayed on the screen.

the TMS is installed on the vehicle. Refer to Display
FIGURE 31-61.
FIGURE 31-62.
Procedure to change units:

1. Select an item whose unit you want to change
2. Press the UP or DOWN arrow key until a
desired unit appears in the entry field.
3. Press the ENT key to register the selected unit
or the CANCEL switch to cancel unit change.
The following units are available:
> SPEED/DISTANCE: km/h (km), mile/h (mile)
> PRESSURE: MPa, kg/cm2, kpsi

changes to:
screen.
> TEMPERATURE: F, C
> VOLUME: us.Gal, l
> WEIGHT: us.ton, ton, klb
returns to t1 MENU SELECT screen. When the


screen.
is displayed, i6 WARNING MESSAGE is displayed.
Note: Initially, mile/h, kpsi, C, us.Gal, and
us.ton are set as default values.
D31001
MOM Screen Displays
D31-37
The following tire numbers are available:
t51 TIRE PRESSURE LIMIT SET

the TMS is mounted on vehicle. Refer to Display
TIRE No.
LOCATION
FR (front right side)
FL (front left side)
RRR (outer side of rear right)
RRL (inner side of rear right)
RLR (inner side of rear left)
RLL (outer side of rear left)
Units of data can be changed on the t4 UNIT SET

screen.
FIGURE 31-63.
Set the maximum and minimum air pressures of

each tire using the procedure below:
1. Select a tire number by pressing the UP or

DOWN arrow key on TIRE No. line.
2. Select a MAX. LIMIT or MIN. LIMIT item and
press the ENT key. The cursor appears in the
entry field of the item.

changes to:
screen.
3. Press the UP or DOWN key until a desired

value appears in the entry field.
4. Press the ENT switch to register the selected
value or the CANCEL switch to cancel the setting.
D31-38

MOM Screen Displays
D31001
t52 TIRE TEMPERATURE LIMIT SET

TIRE No.
LOCATION

screen.
FIGURE 31-64.

D31001

changes to:
screen.
MOM Screen Displays
D31-39
t53 CORRELATION CONSTANTS SET

Tire No.
LOCATION

returns to the t5 MENU SELECT screen.
changes to:
FIGURE 31-65.
Set the correlation constants (SLOPE and OFFSET)

using the procedure below:

DOWN arrow key on the TIRE No. line.

screen.


D31-40
MOM Screen Displays
D31001
t54 TMS CLOCK SET

the TMS system is installed. Refer to Display Able/
Display by Model and Optional Equipment Status.

changes to:
screen.
FIGURE 31-66.
This screen is used to set the date and time for the
tire management system (TMS) using the procedure
below:
the DAY field.
want to change by pressing the left or right
arrow key.
+ or - switch until a desired value appears.
value continuously.
D31001
MOM Screen Displays
D31-41
t55 ID CODE SET

Display by Model and Optional Equipment Status.

changes to:
screen.

FIGURE 31-67.
This screen is used to set the ID code for the tire
management system (TMS).
Procedure to set the ID code:
1. Press the SET switch. The cursor appears in
the leftmost digit of the ID CODE entry field.
2. Enter a 3-digit code using the 10-key pad.
3. Press the ENT switch to register the new ID
code or the CANCEL switch to cancel the ID
code setting.
D31-42
MOM Screen Displays
D31001
SECTION D32
DATA ACQUISITION DEVICE (DAD)
INDEX
DAD DATA ACQUISITION DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-3
HARDWARE HOOKUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-3
SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4
Installation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4
Installing the Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4
Starting the Software Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4
Service Meters (SMR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-4
Display Able/disable By Machine Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-5
Vehicle State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-5
MAINTENANCE INFORMATION (SCREEN HIERARCHY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-5
Display Enable/Disable by Truck Model and Optional Equipment Status . . . . . . . . . . . . . . . D32-9
SCREEN DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10
Real Time Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10
Fault condition data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10
Snap-Shot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-10
Transmission Snapshot Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-11
Sample Snapshot Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-15
Machine Trend Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-17
Machine Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18
Machine Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18
Event Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18
Parameter Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D32-18
D32001
6/04
DAD - Data Aquisition Device
D32-1
NOTES
D32-2
6/04
D32001
DAD DATA ACQUISITION DEVICE

INTRODUCTION
HARDWARE HOOKUP
The Data Acquisition Device (DAD) is a personal

computer and software which can be connected to
the truck through the Powertrain Management Controller (PMC) and is used to display data related to
truck systems status, history of operational data, and
perform troubleshooting procedures.
Figure 32-1 illustrates the DAD hookup and its relation to the truck control systems. The DAD unit is
connected to the truck at the PMC Interface connector (3, Figure 32-2) located above the windshield, in
the Overhead Display area, using a special RS232C
communication cable attached to the serial port of
the DAD unit.
Table 1. lists the pins used and shows the connector
for the DAD serial port end of the communication
cable.
PIN No.
SYMBOL
TYPE
NAME
CD
Input
Carrier Detect
RD
Input
Receive Data
SD
Output
Send Data
DTR
Output
Data Terminal Ready
GND
DSR
Input
RS
Output
CS
Input
FIGURE 32-1. DAD HOOKUP DIAGRAM
Ground
Data Set Ready

Request to Send
Clear to Send
Not Used
TABLE 1. RS232C CONNECTOR CIRCUITS
FIGURE 32-2. CAB OVERHEAD DISPLAY AREA

1. Overhead Display Panel
D32001
6/04
2. MOM Display Panel
3. PMC Interface Connector
D32-3
SOFTWARE
The DAD software functions are divided into two categories:
5. Double click the DAD icon in the DAD program

group window and the DAD start screen should
appear.
Note: To operate the software, a password must be
entered before the system can be accessed. When a
correct password is entered, the MAINTENANCE
INFORMATION MENU will be displayed. Refer to
DAD Screen Displays Password Input.
Service Menu
Parameter Set Menu
Installation Requirements
The following hardware and software is required to
allow the use of DAD to communicate with the truck:
Microsoft Windows Version 3.1
A personal computer with a 486DX2 (or
higher) processor, 640 KB of conventional
memory plus 8 MB of extended memory.
The computer must also be equipped with
an RS232C serial port and a floppy disk
drive.
A display adapter supported by Windows
A printer supported by Windows
A mouse supported by Windows
DAD software package
Refer to Tables 2 and 3 for a list of the menu screens

available.
SYSTEM FUNCTION NOTES:
Service Meters (SMR)
The service meter (SMR) value on the Electronic Display Panel is defined as a vehicle standard SMR
value (in hours). Vehicle standard SMR value counts
up only while the engine is running. The service
meter located in the lower right corner of the Electronic Display Panel counts up only while the engine
is running and is independent of the vehicle standard
SMR value.
DAD handles the vehicle standard SMR but not the
service meter shown in the lower right corner of the
Electronic Display Panel.
Installing the Software
3. From the File menu in Program Manager or File

Manager, choose RUN.
The count value of the vehicle standard SMR in the

Electronic Display Panel is sent to the other controllers (Komatsu engine controller if installed, transmission controller, suspension controller, PMC, etc.)
connected to the vehicle network.
a. In the command line box, type the path and

the name of the program file: SETUP.EXEFor example, if the floppy drive is the A:
drive, type A:setup.exe
The SMR value stored by the controllers except for

the Electronic Display Panel is the value sent from
the Electronic Display Panel as the vehicle standard
SMR value.
b. Choose OK or press ENTER.
Each controller (except for the Electronic Display

Panel) has its own SMR (controller-specific SMR) in
addition to the vehicle standard SMR.
1. Start Windows 3.1.

2. Insert the DAD setup disk in the floppy drive.
4. Follow the instructions on the screen.

5. A DAD (Data Acquisition Device) group will be
created in the Program Manager window.
Starting the Software Program
1. Confirm the RS232C communication cable is
connected properly. (Refer to Figure 32-1, and
32-2.)
2. Turn the computer power switch on.
3. If necessary, start Windows. Program Manager
should be displayed on the screen.
4. Turn the key switch on.
D32-4
The vehicle standard SMR

vehicle standard SMR of
Panel controller, but the
counts up just when the
counts up.
copies the value of the

the Electronic Display
controller-specific SMR
vehicle standard SMR
The controller-specific SMR is mainly used to record

how much time has elapsed since the controller was
placed in service. For example, when a controller has
been replaced on the truck, it will report only its own
hours of operation since installation, not total truck
hours.
6/04
D32001
Display Able/disable By Machine Status

In some vehicle states, SERVICE MENU and
PARAMETER SET MENU screens are not available.
Screen names (switches) which are not available are
displayed lightly on the menu screen. (The screens
cannot be selected by pressing the screen names
(switches)).
When the status of the vehicle changes and the
screen which you are monitoring becomes unavailable, DAD exits the screen automatically and displays a higher but closest screen available in the
hierarchy of the menu.
MAINTENANCE INFORMATION (SCREEN

HIERARCHY)
The tables on the following pages illustrate the
screens available under the Service Menu (Table 2.)
and Parameter Set Menu (Table 3.). The availability
of the screens depends on the vehicle status (vehicle
state). (Refer to Display Able/disable By Machine
Status.)
The following notes on the charts indicate the
screens available according to vehicle status:
1
Available when vehicle status is KEY ON but

not available when vehicle status is ENGINE
ON and RUNNING.
2Available
Vehicle State
when vehicle status is KEY ON and

ENGINE ON but not available when vehicle
status is RUNNING.
DAD supports the following vehicle status:

KEY ON: The ignition key is turned on but engine
is not started.
Available when vehicle status is KEY ON,

ENGINE ON and RUNNING.
ENGINE ON: The engine is running but the truck

is stationary.
RUNNING: The vehicle is running (the
transmission gear is not in the NEUTRAL
position or the speed of the truck is 2 km/h or
more.)
For example, when the engine is started while

s2221 L/C ON/OFF COUNT screen is displayed
after the ignition key is turned on, vehicle status
changes to ENGINE ON. DAD will then exit the current screen when the vehicle status changes and display a higher level screen as shown in the example
below:
A higher level screen, closest to screen s2221 in
the hierarchy is s222 MACHINE TREND MENU
(T/M) (see Table 2.) but this screen is not
available when the vehicle state changes to
ENGINE ON. The next higher level screen
would be s22 TRANSMISSION MENU and would
therefore be displayed next since this screen is
available in the ENGINE ON state.
D32001
6/04
D32-5
TABLE 2. DAD DISPLAY SCREENS SERVICE MENU

(s1) SERVICE MENU3
(s2) COMPONENT CHECK MENU 3
(s21) CUMMINS ENG. MENU or KOMATSU ENG. MENU 3
(s211-1/10) to (s211-10/10) REAL TIME MONITOR (ENG.) (CUMMINS) 3
(s211-1/9) to (s211-9/9) REAL TIME MONITOR (ENG.) (KOMATSU) 3
(s212) MACHINE TREND MENU (ENG.) 1
(KOMATSU, CUMMINS)
(s2121) LOAD RATIO 1
(KOMATSU ONLY)
(s21211) LOAD RATIO 1
(KOMATSU ONLY)
(s2122) OPERATION RATIO 1

(s21221) OPERATION RATIO
(KOMATSU ONLY)
1
(KOMATSU ONLY)
(s2123) OIL PRESSURE AT RATED 1
(KOMATSU ONLY)
(s21231) OIL PRESSURE AT RATED 1

(s2124) BLOW-BY PRESSURE AT RATED
(KOMATSU ONLY)
(KOMATSU ONLY)
(s21241) BLOW-BY PRESSURE AT RATED 1
(KOMATSU ONLY)
(s2125) EXHAUST TEMPERATURE 1

(S21251) EXHAUST TEMPERATURE
(KOMATSU ONLY)
1
(s2126) EXHAUST TEMPERATURE AT RATED
(KOMATSU ONLY)
1
(KOMATSU ONLY)
(s21261) EXHAUST TEMPERATURE AT RATED 1

(s2127) WORKING HISTORY MAP (ENG.) (ALL HISTORY)
(s2127) WORKING HISTORY MAP (ENG.) (SPECIFIC HISTORY)
(s213) FAULT CONDITION MENU (ENG.) 1
(KOMATSU, CUMMINS)
(KOMATSU, CUMMINS)
(KOMATSU ONLY)
(KOMATSU ONLY)
(KOMATSU ONLY)
(s2132-1) to (s2132-5) SNAP-SHOT READING (ENG.)

(s214) MACHINE CHECK MENU (ENG.) 2
(KOMATSU ONLY)
(KOMATSU, CUMMINS)
(s2141) ENGINE CONSTANT SPEED (ENG.) 2

(s21411) REAL TIME MONITOR MENU (ENG.)
(KOMATSU ONLY)
(KOMATSU, CUMMINS)
3
REAL TIME MONITOR 3
(KOMATSU, CUMMINS)
(KOMATSU, CUMMINS)
(s2142) NO-INJECTION CRANKING 1

(s22) TRANSMISSION MENU 3
(s221-1/14) to (s221-14/14) REAL TIME MONITOR 3
(s222) MACHINE TREND MENU (T/M) 1
(s2221) L/C ON/OFF COUNT 1
(s2222) SHIFT COUNT MAP 1
(s2223) CALORIFIC VALUE Q OF CLUTCH 1
(s2224) MAX CALORIFIC VALUE qmax OF CLUTCH 1
(s2225) QqMax OF CLUTCH 1
(s2226) SLIDING TIME OF CLUTCH 1
(s2227) T/M LUBRICATING OIL TEMP 1
(s2228) CLUTCH DISK SPEED OF REVOLUTION 1
(s2229) CLUTCH PLATE TEMPERATURE RISE 1
(s222A) CLUTCH PLATE MAX TEMPERATURE 1
(s222B) INTERVAL OF CLUTCH ON/OFF 1
(s222C) T/C OUTPUT OIL TEMPERATURE 1
(s222D) WORKING HISTORY MAP (T/M) 1
(s222E) AB-USE COUNT 1
(s222F) BUILDUP 3 MODULATION 1
(s222G) WEAR CHECK FOR CLUTCH DISK 1
D32-6
6/04
D32001
TABLE 2. DAD DISPLAY SCREENS SERVICE MENU (Continued)

(s223) FAULT CONDITION (T/M) 3
(s2231) FAULT CONDITION (T/M) 1
(s2232) SNAP-SHOT READING MENU (T/M) 1
(s2232-1) to (s2232-5) SNAP-SHOT READING 1
(s224) MACHINE CHECK MENU (T/M) 2
(s2241) T/M MANUAL SHIFT 3
(s2242) T/M MANUAL SHIFT CHECK 3
(s2243) T/M CONTROLLER OUTPUT CHECK 1
(s2244) T/M TRAVEL CHECK
(S23) BRAKE MENU
(s231-1/3) to (s231-3/3) REAL TIME MONITOR (BRAKE) 3

(s232) MACHINE TREND MENU (BRAKE) 1
(s2321)
(s2322) FRONT BRAKE COOLING OIL TEMP (TEMP. FREQ.) 1
(s2323) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (R) 1
(s2324) REAR BRAKE COOLING OIL TEMP (TEMP. FREQ.) (L) 1
(s2325) WORKING HISTORY MAP (BRAKE) 1
(s233) FAULT CONDITION MENU (BRAKE) 3
(s2331) FAULT CONDITION (BRAKE) 1
(s2332) SNAP-SHOT READING MENU (BRAKE)
(s2332-1) to (s2332-5) SNAP-SHOT READING (BRAKE) 1
(s234) MACHINE CHECK MENU (BRAKE) 3
(s2341) BRAKE OIL CHECK 3
(s2341-1) FRONT BRAKE OIL COOLING TEMPERATURE 1
(s2341-2) REAR BRAKE OIL COOLING TEMPERATURE (RIGHT) 1
(s2341-3) REAR BRAKE OIL COOLING TEMPERATURE (LEFT) 1
(s2341-4) FRONT OPERATIONAL PRESSURE 1
(s24) SUSPENSION MENU 3
(s241-1/4) to (s241-4/4) REAL TIME MONITOR (SUS) 3
(s242) FAULT CONDITION MENU (SUS) 1
(s2421) FAULT CONDITION (SUS) 1
(s25) PMC MENU 3
(s251-1/9) to (s251-9/9) REAL TIME MONITOR (PMC) 3
(s252) FAULT CONDITION MENU (PMC)
(s2521) FAULT CONDITION (PMC) 1

(s2522) SNAP-SHOT READING MENU (PMC) 1
(s2522-1) to (s2522-5) SNAP-SHOT READING (PMC) 1
(s26) ELECTRONIC DISPLAY MENU 3
(s261-1/5) to (s261-5/5) REAL TIME MONITOR (PANEL)
(s262) FAULT CONDITION MENU (PANEL) 1
(s2621) FAULT CONDITION (PANEL) 1
(s27) PLM MENU 3
(s271-1/2) to (s271-2/2) REAL TIME MONITOR (PLM) 3
(s272) CALIBRATION DATA (PLM) 1
D32001
6/04
D32-7
TABLE 2. DAD DISPLAY SCREENS SERVICE MENU (Continued)

(s28) TMS MENU 3
(s281-1/5) to (s281-5/5) REAL TIME MONITOR (TMS) 3
(s282) MACHINE TREND MENU 1
(s2821) FIELD STRENGTH HISTORY 1
(s2822) TIRE PRESSURE HISTORY 1
(s2823) TIRE TEMPERATURE HISTORY 1
(s283) FAULT CONDITION MENU (TMS) 1
(s2831) FAULT CONDITION (TMS) 1
(s3) MACHINE INFORMATION MENU 3
(s31) SYSTEM IDENTIFICATION 3
(s32-1/3) to (s32-3/3) CONTROLLER INFORMATION 3
(s33) OPTIONAL FUNCTION INFORMATION 3
(s34) HISTORY OF USE 3
TABLE 3. DAD DISPLAY SCREENS PARAMETER SET MENU

(t1) PARAMETER SET MENU 2
(t2) TIME/DATE SET 2
(t3) TRAVEL MODE MENU 2
(t31) ENG., T/M PATTERN SELECT
(t32) SPEED LIMITER
(t33) T/M MAX GEAR SELECT 2
(t34) MAX GEAR SELECT (BODY UP) 2
(t35) SUSPENSION MODE SET 2
(t4) PARAMETER UNIT SET 2
(t5) TMS SET MENU 2
(t51) TIRE PRESSURE LIMIT SET 2
(t52) TIRE TEMPERATURE LIMIT SET 2
(t53) CORRELATION CONSTANTS SET 2
(t54) TMS CLOCK SET 2
(t55) ID CODE SET 2
(t6) USER DATA INPUT 2
D32-8
6/04
D32001
Display Enable/Disable by Truck Model and

Optional Equipment Status
Screen names (switches) which are not available
(due to model and option settings) are displayed
lightly on the menu screen to indicate they are not
applicable and functional.
The truck model the DAD is being used on and
whether or not optional equipment and controllers
are installed on the truck is determined by the setting
of two rotary switches located on the transmission
controller and sixteen DIP switches located on the
PMC. Refer to PMC System for information regarding the switch settings.
Table 4. lists the screens available according to the
Controllers, engine options etc.
SCREEN DISPLAY
CONDITIONS
SCREENS
SCREENS
(s211-1/10) to (s211-10/10)

CUMMINS engine controller is used
(s211-1/9) to (s211-9/9)

KOMATSU engine controller is used
(s2121), (s21211), (s2122)

(s21221), (s2123), (s21231),
(s2124)
(s21241), (s2125), (s21251),
(s2126), (s21261)

(s213), (s2131), (s2132),

(s2132-1) to (s2132-5)

(s212), (s2127), (s214), (s2141)

CUMMINS or KOMATSU
engine controller is used
(s2142)

(s23), (s231-1/3) to (s231-3/3)

(s232), (s2322), (s2323), (s2324),
(s2325)
(PASSWORD INPUT)
(s233), (s2331), (s2332)
(i3)
(s1), (s2)
(s3)
SCREEN DISPLAY
CONDITIONS

RCM is used
(s2332-1) to (s2332-5)
(s234), (s2341),
(s2341-1) to (s2341-5)
(s21)
(s22)
(s221-1/14) to (s221-14/14)
(s222), (s2221), (s2222), (s2223),
(s2224), (s2225), (s2226), (s2227),
(s2228), (s2229), (s222A), (s222B),
(s222C), (s222D), (s222E), (s222F)
(s222G)
(s223), (s2231), (s2232)
(s2232-1) to (s2232-5)
(s224), (s2241), (s2242), (s2243),
(s2244)
(s25), (s251-1/9) to (s251-9/9)
(s252), (s2521), (s2522)
(s2522-1) to (s2522-5)
(s253), (s2531)
(s24), (s241-1/4) to (s241-4/4)

(s242), (s2421)

Suspension controller is
used
DIP switch SW1-3 of the

PMC (PLM setting)
(s27), (s271-1/2), (s271-2/2), (s272) ON: Screen available
Always available for
vehicle equipped
with PMC.
(Not dependent on
model and option
settings)
(s28), (s281-1/5) to (s281-5/5)

(s282), (s2821), (s2822), (s2823)
(s283), (s2831)

PMC (PLM setting)
(t31)

(s26), (s261-1/5) to (s261-5/5)

(s262), (s2621)
(t32)
(s31)
(s32-1/3), (s32-2/3), (s32-3/3)
(s33), (s34)
(t1), (t2)
(t3), (t33), (t34)
(t4)
(t6)

PMC (Maximum speed
limit setting)
(t35)

Suspension controller is
used
(t5), (t51), (t52), (t53), (t54), (t55)

PMC (Tire management
system setting)
TABLE 4.
TABLE 4. (Continued)
D32001
6/04
D32-9
SCREEN DATA
Fault condition data
Real Time Data

Real time data is the current input and output data
values of each controller on the truck. Real time data
is updated every 0.2 second.
The real time data of each controller is displayed on
the real time monitor screen of each controller. Each
real time monitor screen has several pages. The
actual number varies with the number of data items
available to the controller. You can scroll up or down
the screen by the FWD or REV switches on the real
time monitor screen to call a desired page. It may
take a few seconds before data appears on the
selected page because DAD switches data sent from
the PMC each time screen pages are changed. Be
sure to change screen pages after data appears on
the current selected page.
Fault condition data is the record of errors which

have occurred. DAD supports the fault condition
screens listed in Table 6.
DATA ITEM
SCREENS
Engine related items
Transmission related items
Brake related items
Suspension related items
PMC, CUMMINS ENG, PLM

related items

related items
TMS related items
TABLE 6. FAULT CONDITION DATA
Real time data information available and the applicable screens are listed in Table 5.
DATA
SCREENS
s211-1/10 to 10/10 (CUMMINS)

s211-1/9 to 9/9 (KOMATSU)
Transmission related
items
s221-1/14 to 14/14
Brake related items
s231-1/3 to 3/3
Suspension related items
s241-1/4 to 4/4
PMC related items
s251-1/9 to 9/9

related items
s261-1/5 to 5/5
PLM related items
s271-1/2 to 2/2
TMS related items
s281-1/5 to 5/5
Snap-Shot Data
If a serious fault occurs in the PMC system, the
appropriate controller records the input and output
data for a few seconds before and a few seconds
after the fault occurs. DAD can then be used to
download this information and display the data in
graph form. DAD supports the snap-shot screens
listed in Table 7.
TABLE 5. REAL TIME DATA INFORMATION

DATA ITEM
SCREENS
s2132 Snap-Shot Reading Menu

s2132-1 to 5 Snap Shot Reading
Transmission related
items

Brake related items

All related items

TABLE 7. SNAP-SHOT DATA
D32-10
6/04
D32001
Transmission Snapshot Example

The following is an example of how to access transmission snapshot screens using DAD (Data Acquisition Device). This is an important tool that can aid in
diagnosing difficult transmission problems.
When a fault code occurs in the transmission, snapshots are recorded into the controller that allow a
technician to view electronically what occurred at the
time the fault was triggered.
A manual trigger function is also available to allow a
technician to take snapshots during machine travel to
electronically view system components during operation.
FIGURE 32-4.
2. Enter the four digit password by clicking the correct combination of numbers on the number key
pad. The numbers will appear as asterisks in
the entry field. Refer to Figure 32-4.
Click ENT to enter the password.
FIGURE 32-3.
1. Ensure the engine is off and the keyswitch is in
the ON position. Allow a few moments for the
controllers to boot. Connect a laptop computer
to the download port using the download cable.
Start the DAD program, and wait for the password input screen to be displayed. Refer to Figure 32-3.
FIGURE 32-5.
3. After entering the correct password, the i3

Menu Select screen will appear. (Figure 32-5)
Select the box to the left of s1 Service Menu.
D32001
6/04
D32-11
FIGURE 32-8.
FIGURE 32-6.
4. When the s1 Service Menu appears, select the

box next to s2 Component Check Menu.
6. When the s22 Transmission Menu appears,

select the box next to s223 Fault Condition
Menu. Proceeding to the next set of menus
accesses data from the ATC.
FIGURE 32-9.
FIGURE 32-7.
5. When the s2 Component Check Menu appears,
select the box next to s22 T/M. (T/M is an
abbreviation for transmission.)
7. When the s223 Fault Condition Menu appears,

select the box next to s2232 Snap Shot Reading Menu.
NOTE: The yellow box labeled M-TRIG is a
manual trigger select button. Clicking on this
button causes a snapshot to be created and
stored. A fault code of boFA - Manual Trigger
Fault will be stored.
D32-12
6/04
D32001
FIGURE 32-11.
FIGURE 32-10.
8. As you get to the s2232 Snap Shot Reading

Menu, it is important to follow along precisely or
excess time will be wasted obtaining data.
In Figure 32-10, a boFA fault is listed in position
1 of 5. As mentioned earlier, this is a manual
trigger fault and represents the only snap shot
recorded at this time. The number 3 is also
listed in the adjacent box. This represents the
SMR (Service Meter Reading) obtained through
the S-Net at the time the fault occurred.
9. After clicking on SELECT a drop box list will

appear as shown in Figure 32-11. A scroll bar
allows you to scroll through the list of selections. Clicking on an entry will highlight the
entry.
Click on the yellow box labelled SELECT.
FIGURE 32-12.
10. Double clicking the desired entry will copy the

entry to the selection window at the top of the
box. Refer to Figure 32-12. Once the desired
selection is in the selection window, click on
OK.
D32001
6/04
D32-13
While the data is being retrieved, a box will be

displayed on the screen showing the progress.
The download usually takes approximately one
to two minutes to complete.
When snapshot data is retrieved, other item
information is retrieved at the same time and
can be viewed without downloading more than
once. This feature prevents the need to download data for each item.
To view another item within the same snapshot,
click the yellow SELECT box. This will bring up
an item selection screen. Choose the desired
item from the list, and the program will immediately display the related information.
FIGURE 32-13.
11. After clicking OK, the s2232 Snap Shot Reading

Menu will appear. This time, the selected item,
BRAKE COMMAND, from the previous menu
will appear in the top line. The box next to the
populated fields will now be a lighter shade of
green.
12. Select the box next to the listed item. The program will now retrieve the data for this snapshot.
FIGURE 32-15.
13. To add another snapshot item to the list, click

on the BACK yellow box. This will take you to
the s2232 Snap Shot Reading Menu where you
will proceed as outlined in earlier steps.
To return to the i3 Menu Select screen, select
the RET yellow box.
FIGURE 32-14.
D32-14
6/04
D32001
Sample Snapshot Screens

Following are sample screen shots of some of the
information that is available with the transmission
snapshot function.
FIGURE 32-16. LOCKUP CLUTCH FILL

SIGNAL
FIGURE 32-18. TRANSMISSION INPUT

SPEED
FIGURE 32-17. TRANSMISSION MID SHAFT

SPEED
FIGURE 32-19. ENGINE SPEED
D32001
6/04
D32-15
FIGURE 32-20. LOCKUP SOLENOID
FIGURE 32-22. HIGH SOLENOID
FIGURE 32-21. TRANSMISSION OUTPUT

SPEED
D32-16
6/04
D32001
Machine Trend Data

Machine trend data is the data collected and
recorded continuously for predicting trends (e.g. data
which is displayed graphically or a count of specified
events).
DATA ITEM
ENGINE
RELATED
ITEMS
DAD supports the trend data screens listed in Table

8.
SCREENS
CONTENTS
s2121
LOAD RATIO
Load ratio graph
s21211
LOAD RATIO
Load ratio graph
s2122
OPERATION RATIO
Operation ratio graph
s21221
OPERATION RATIO
Operation ratio graph
s2123
OIL PRESSURE AT RATED
Oil pressure at rated graph
s21231
OIL PRESSURE AT RATED
s2124
BLOW-BY PRESS AT RATED
s21241
BLOW-BY PRESS AT RATED
(KOMATSU
ENGINE
ONLY)
Oil pressure at rated graph

Blow-by press at rated graph
Blow-by press at rated graph
s2125
EXHAUST TEMPERATURE
s21251
EXHAUST TEMPERATURE
s2126
EXHAUST TEMPERATURE AT RATED
Exhaust temp at rated graph
s21261
EXHAUST TEMPERATURE AT RATED
Exhaust temp at rated graph
s2127
WORKING HISTORY MAP
Working history map
s2221
L/C ON/OFF COUNT
Number of lock up clutch operations
s2222
SHIFT COUNT MAP
Map of shift count
s2223
CALORIFIC VALUE Q OF CLUTCH
Graph for analysis with clutch
s2224
MAX CALORIFIC VALUE Q OF CLUTCH
max
s2225
Qq
OF CLUTCH
s2226
SLIDING TIME OF CLUTCH
s2227
T/M LUBRICATING OIL TEMPERATURE
CLUTCH DISK SPEED OF REVOLUTION
TRANSMISSION s2228
RELATED
s2229
ITEMS
CLUTCH PLATE TEMPERATURE RISE
s222A
CLUTCH PLATE MAX TEMPERATURE
s222B
INTERVAL OF CLUTCH ON/OFF
s222C
T/C OUTPUT OIL TEMPERATURE
s222D
WORKING HISTORY MAP
Map of torque-t/m input speed
s222E
AB-USE COUNT
Number of abnormal operations
s222F
BUILDUP 3 MODULATION
s222G
WEAR CHECK FOR CLUTCH DISK
Graph for clutch wear check
TABLE 8. MACHINE TREND DATA
D32001
6/04
D32-17
Machine Check
Machine Check checks PMC System component
hardware. DAD supports the machine check screens
listed in Table 9.
DATA ITEM
Event Recorder
The s253 EVENT RECORDER screen shows the
record of faults which have occurred and the order in
which they occurred. This screen displays the following data:
SCREENS
> CODE:
System fault code
> DATE:
Date when fault occurred
> TIME:
Time fault occurred
Engine
Related
Items
s2141 ENGINE CONSTANT SPEED

s2142 NO-INJECTION CRANKING
> AC:
Transmission Related
Items
s2241 T/M MANUAL SHIFT

s2242 T/M MANUAL SHIFT CHECK
s2243 T/M CONTROLLER OUTPUT CHECK
s2244 T/M TRAVEL CHECK
Action code
(1 to 7 representing
type of repair action)
> MAX/MIN
Maximum or minimum value of

data
Brake
Related
Items
s2341
> DUR:
Duration the fault was active
> SS:
Whether snap-shot data is

recorded or not
BRAKE OIL CHECK
TABLE 9. MACHINE CHECK SCREENS
This screen contains a manual snap-shot trigger

switch which sends a signal to each controller. Also,
this screen has a download function to save the PMC
data stored at the time the fault occurred.
DAD supports the following screens:
s253
EVENT RECORDER
s2531
EVENT RECORDER
Machine Information
Machine Information contains information about the
controllers and optional equipment installed on the
truck. It also provides the service meter hour value
when a changeable parameter was changed using
the Parameter Set Menu.
DAD supports the Machine Information screens
listed in Table 10.
DATA ITEM
SCREENS
Parameter Set
A parameter set screen allows the technician to
change parameter data of each controller in the PMC
System.
.
DATA ITEM
DATA ITEM
t2
TIME/DATE SET
MOM Time/date setting
t31
ENG., T/M PATTERN

SELECT
Setting of engine-transmission
matching pattern
t32
SPEED LIMITER
Setting of maximum vehicle

speed
t33
T/M MAX GEAR

SELECT
Setting of maximum transmission gear
t34
MAX GEAR SELECT

(BODY UP)
Setting of maximum transmission gear (body up)
t35
SUSPENSION MODE
SET
Suspension mode setting
t51
TIRE PRESSURE
LIMIT SET
Setting of tire pressure limit
s31
SYSTEM
IDENTIFICATION
Controller
Configuration
s32-1/3 to 3/3
CONTROLLER
INFORMATION
Controller Information
s33
OPTIONAL
FUNCTION
INFORMATION
Setting of Optional
Functions
t52
TIRE TEMPERATURE
LIMIT SET
Setting of tire temperature limit
s34
HISTORY OF USE
History of Parameter
Setting Change
t53
CORRELATION CONSTANTS SET
Correlation constant setting
TABLE 10. MACHINE INFORMATION SCREENS
t54
TMS CLOCK SET
TMS clock setting
t55
ID CODE SET
TMS ID code setting
t6
USER DATA INPU
Setting of machine ID, engine

ID, user comment
TABLE 11. PARAMETER SET SCREEN
D32-18
6/04
D32001
SECTION D33
DAD SCREEN DISPLAYS
INDEX
DAD SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3

PASSWORD INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3
Changing the Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3
i3 MENU SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-3
s1 SERVICE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4
s2 COMPONENT CHECK MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4
s21 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4
s21 CUMMINS ENG. MENU (for the CUMMINS engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4
s21 KOMATSU ENG. MENU (for the KOMATSU engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-4
s22 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-7
s23 BRAKE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-11
s24 SUSPENSION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-14
s25 PMC MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-16
s26 ELECTRONIC DISPLAY PANEL MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-18
s27 PLM MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-20
s28 TMS MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-21
s3 MACHINE INFORMATION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-24
s31 MACHINE INFORMATION MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-24
s33 OPTIONAL FUNCTION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-27
s34 HISTORY OF USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-28
t1 PARAMETER SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-29
t2 TIME/DATE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-29
D33001 2/04
DAD Screen Displays
D33-1
t3 TRAVEL MODE MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-30

t31 ENG., T/M PATTERN SELECT (Komatsu Engine Only) . . . . . . . . . . . . . . . . . . . . . . . . . D33-30
t32 SPEED LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-31
t33 T/M MAX GEAR SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-31
t34 T/M MAX GEAR SELECT (BODY UP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-32
t35 SUSPENSION MODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-32
t4 PARAMETER UNIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-33
t5 TMS SET MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-33
t51 TIRE PRESSURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-34
t52 TIRE TEMPERATURE LIMIT SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-34
t53 CORRELATION CONSTANTS SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-35
t54 TMS CLOCK SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-35
t55 ID CODE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D33-36
D33-2
DAD Screen Displays
2/04 D33001
DAD SCREEN DISPLAYS

PASSWORD INPUT
i3 MENU SELECT
1. With the screen in Figure 33-1 displayed, enter

a correct password and press ENT.
DAD supports two maintenance information menus

(see Figure 33-2):
FIGURE 33-1.
FIGURE 33-2.
Use the keys 1 to 9 of the 10-key pad on the screen

to enter a password. The PASSWORD INPUT
screen changes to i3 MENU SELECT screen.
DAD supports five default passwords; 0000, 1111,
2222, 3333, and 4444.
Changing the Password
To change the password, follow the steps below:
1. Press the box switch placed to the left of
CHANGE PASSWORD. The box lamp lights
and OLD PASSWORD INPUT is displayed.
2. Enter the old password to be changed (using
the 10-key pad) and press the ENT switch.
When the entered password is valid, NEW
PASSWORD INPUT is displayed.
3. Enter a new password which you want to use
from now on (using the 10-key pad) and press
the ENT switch. ONCE MORE is displayed for
reconfirmation.
4. Enter the new password again. If this password
agrees to that entered in step 3, the new password is registered. If the entered password
does not agree with the password entered the
first time, (step 3), ERROR is displayed. Enter
a correct password again.
(1) SERVICE MENU

The SERVICE MENU screen is used to obtain information of each component on the truck (engine,
transmission, brake, suspension, power-train management controller, electronic display panel, payload
meter, tire management system, etc.) and information on the whole vehicle.
Information for each component is provided on reference screens such as REAL TIME MONITOR,
MACHINE TREND, and FAULT CONDITION and
a MACHINE CHECK screen for checking vehicle
hardware. The PARAMETER SET MENU screen is
used to change parameters. For hierarchy (tree
structure) of maintenance information screens, refer
to Tables 2. & 3. in the previous Section.
The menu hierarchy varies according to model types,
component types (Komatsu engine or CUMMINS
engine) and optional equipment settings (PLM, TMS,
etc.). See Display Able/Disable by Model and
Optional Equipment Status for setup instructions.
When selecting s1 SERVICE MENU, the s1 SERVICE MENU appears.
5. To quit, press the box switch (located to the left

of CHANGE PASSWORD.)
When selecting t1 PARAMETER SET MENU, t1

PARAMETER SET MENU appears. The t1 menu
is not available while the vehicle is running.
6. When the EXIT switch is pressed, the screen

will return to Windows.
When the EXIT switch is pressed, i3 MENU

SELECT screen returns to the Windows screen.
D33001 2/04
DAD Screen Displays
D33-3
s1 SERVICE MENU
s21 Engine
When you select s2 COMPONENT CHECK MENU,

from the s1 SERVICE MENU screen (Figure 33-3),
s2 COMPONENT CHECK MENU appears.
s21 CUMMINS ENG. MENU (for the CUMMINS

engine)
s21 KOMATSU ENG. MENU (for the KOMATSU
engine)
is pressed, the selected menu screen, Figure 33-5,
appears.
FIGURE 33-3.
When you select s3 MACHINE INFORMATION
MENU, s3 MACHINE INFORMATION MENU
appears.
FIGURE 33-5.


s2 COMPONENT CHECK MENU

s2 component check menu is pressed, the menu
screen in Figure 33-4 appears.

changes to i3 MENU SELECT screen.
Note: When the Cummins engine is used, s212

MACHINE TREND MENU and s213 FAULT
CONDITION MENU screens are not available and
their switch boxes are light. See Display Able/
Disable by Model and Optional Equipment Status.
FIGURE 33-4.
Switch boxes of components not available on the
truck are displayed light and cannot be selected.
D33-4
DAD Screen Displays
2/04 D33001

(ENG.) (for CUMMINS engine)
s211-1/9 to s211-9/9 REAL TIME MONITOR (ENG.)
(for KOMATSU engine)
This screen in Figure 33-6 shows real time data of
the engine. For details of real time data displayed on
this screen, refer to Real time Data Tables.
s213 FAULT CONDITION MENU (ENG.)

This screen (Figure 33-7) is used to select an engine
FIGURE 33-6.
FIGURE 33-7.

screen.

box (shown below) appears to ask whether you really
want to delete all engine fault data.

> FWD:
> REV:
> HOLD/START:
real time.
Press the OK switch to delete all engine fault data or

the CANCEL switch not to delete the data.
When the MTRIG switch is pressed, a manual trigger signal is sent to the engine controller.

changes to: i3 MENU SELECT.
D33001 2/04

changes to i3 MENU SELECT.
DAD Screen Displays
D33-5
s2131 FAULT CONDITION (ENG.)
s214 MACHINE CHECK MENU (ENG.)
This screen (Figure 33-8) is selectable only when the

This screen (Figure 33-9) is selectable only when the

Cummins or Komatsu engine controller is mounted
on vehicle. When the Cummins engine controller is
installed, switch s2141 is light and not available.
FIGURE 33-8.
FIGURE 33-9.
This screen shows the history of engine faults. DAD

handles the following data for engine faults:
When the switch box at the left side of the menu is

pressed, the selected menu screen appears.
> CODE:
System fault code
> ERROR CONTENT:
Contents of an engine fault
> FIRST:
> LAST:
When the BACK switch is pressed, the screen

returns to s21 CUMMINS ENG. MENU, or s21
KOMATSU ENG. MENU screen.
When the RET switch is pressed, the screen
> NO. OF OCCUR:

really want to delete the history of the data.
Press the OK switch to delete the history or the CANCEL switch not to delete the history. The DEL switch
field of the current fault becomes dark and locked.
You cannot delete the fault history by pressing the
DEL switch.
Two faults are displayed on one screen. Move up or
down the screen by the FWD or REV switch to show
another page of faults. TOTAL COUNT OF ERROR
indicates the total number of the fault occurrence.
CURRENT SMR indicates the current vehicle standard SMR (Service Meter) hours.
returns to s213 FAULT CONDITION MENU (ENG.)
screen.
D33-6
DAD Screen Displays
2/04 D33001
s22 TRANSMISSION
appears.
s221-1/14 to s221 14/14 REAL TIME MONITOR

(T/M)
the engine. (For details, refer to Real Time Data
Tables.)
FIGURE 33-10.
FIGURE 33-11.



screen.


D33001 2/04
DAD Screen Displays
D33-7
s222 MACHINE TREND MENU (T/M)
s2221 L/C ON/OFF COUNT
This screen (Figure 33-12) is used to select a transmission trend menu.
This screen (Figure 33-13) shows the number of on/

off operations of the lock up clutch.
FIGURE 33-12.
FIGURE 33-13.
The SELECT switch located after one of the following
menu titles; 2223, s2224, s2225, s2226, s2227,
s2228, s2229, s222A, s222B, or s222F, is used to
select L, M (or 4th), H, 3rd, 2nd, 1st, or R clutch data.

requested.
The SELECT switch located after the s222G menu

title is used to select L clutch, M clutch, H clutch,
1st (NF2), 1st (F1F2), 2nd clutch, 3rd
clutch, or Rev clutch.

appears to ask whether you really want to delete L/C
ON/OFF COUNT data.
Use the FWD or REV switches to select another

page of the machine trend menu.

appears to confirm deletion of all machine trend data.
Press OK to delete or CANCEL if the data should not
be deleted.

screen turns into s222 MACHINE TREND MENU (T/
M) screen.

D33-8

into s222 MACHINE TREND MENU (T/M) screen.
DAD Screen Displays
2/04 D33001
s222E AB-USE COUNT
s223 FAULT CONDITION MENU (T/M)
This screen (Figure 33-14) shows the number of

abnormal shift lever operations.
This screen (Figure 33-15) is used to select a transmission fault condition menu.
FIGURE 33-14.
FIGURE 33-15.
> DIRECTIONAL SHIFT counts the number of

times at which the shift lever is set to the R
position while vehicle runs forward at a preset
speed or faster, or the number of times at
which the shift lever is set to the Forward
positions while vehicle runs backward at a
preset speed or faster.

> ABNORMAL SHIFT counts the number of

times of changing shift lever position from
neutral to other ranges while engine speed is
higher than preset value.
Press the OK switch to delete all transmission fault

The counts are classified into three, F1, F2, and

F3 according to the actual transmission gear position after abnormal shift operation.
When the MTRIG switch is pressed, a manual trigger signal is sent to the transmission controller.


all transmission fault data.
Data of the current fault is not deleted.


requested.
appears to ask whether you really want to delete
DIRECTIONAL SHIFT data and ABNORMAL SHIFT
data. Press the OK switch to delete the data or the
CANCEL switch not to delete the data.
screen returns to s222 MACHINE TREND MENU
(T/M) screen.
returns to s222 MACHINE TREND MENU (T/M)
screen.
D33001 2/04
DAD Screen Displays
D33-9
S2231 FAULT CONDITION (T/M)
s224 MACHINE CHECK MENU
This screen (Figure 33-16) shows the history of

transmission faults.
Figure 33-17 shows the Machine Check menu.
FIGURE 33-17.
FIGURE 33-16.
DAD handles the following data as to transmission
faults:
occurrence

occurrence
switch not to delete the history.
The DEL switch field of the current fault becomes
dark and locked. You cannot delete the fault history
by pressing the DEL switch.
Each page of the screen displays data of more than
one fault. Move up or down the screen by the FWD
or REV switch to show another page of faults.
returns to s223 FAULT CONDITION MENU (T/M)
screen.
D33-10
DAD Screen Displays
2/04 D33001
s23 BRAKE MENU

the RCM is mounted on the vehicle.
Equipment Status.

(BRAKE)
Equipment Status.
FIGURE 33-18.
FIGURE 33-19.
This screen shows real time data of the brake. For

details of real time data displayed on this screen, see
Real time Data tables.


screen.
D33001 2/04
DAD Screen Displays
D33-11
s2331 FAULT CONDITION (BRAKE)


Equipment Status.
FIGURE 33-20.

Equipment Status.
FIGURE 33-21.
This screen is used to select a brake fault condition

This screen shows the history of brake faults. DAD

handles the following data as to brake faults:

all brake fault data.
Press the OK switch to delete all brake fault data or

the CANCEL switch not to delete the data. Data of
the current fault is not deleted.

occurrence

occurrence
Press the MTRIG switch to send a manual trigger

signal to the engine controller.

D33-12
DAD Screen Displays
2/04 D33001

switch.
s234 MACHINE CHECK MENU (BRAKE)

appears.
Each page of the screen displays more than one

fault. You can move up or down the screen by the
FWD or REV switch to show another page of faults.
FIGURE 33-22.
When BACK switch is pressed, this screen returns to

s233 FAULT CONDITION MENU (BRAKE) screen.

D33001 2/04
DAD Screen Displays
D33-13
s24 SUSPENSION MENU

the suspension controller is mounted on vehicle. See
Display Able/Disable by Model and Optional Equipment Status.

(SUSPENSION)
FIGURE 33-23.
FIGURE 33-24.
This screen shows real time data of the suspension.

refer to Real time Data Tables.
screen.
The screen switches have the following functions:
D33-14
DAD Screen Displays
2/04 D33001
s242 FAULT CONDITION MENU (SUSPENSION)
s2421 FAULT CONDITION (SUS)

This screen is selectable only when the suspension

controller is mounted on vehicle. See Display Able/
FIGURE 33-25.
FIGURE 33-26.
This screen is used to select a suspension fault condition menu. When you select a menu and press its
switch box, the selected menu screen appears.
This screen shows the history of suspension faults.

DAD handles the following data as to suspension
faults:

all suspension fault data.
Press the OK switch to delete all suspension fault
Current fault data is not deleted.

occurrence
of the fault currently occurs becomes dark and
locked. You cannot delete the fault history by pressing the DEL switch.
Each page of the screen displays data for more than
one fault. You can move up or down the screen by
the FWD or REV switch to show another page of
faults.
returns to s242 FAULT CONDITION MENU (SUS)
screen.
D33001 2/04
DAD Screen Displays
D33-15
s25 PMC MENU
s251-1/9 to s251-9/9 REAL TIME MONITOR (PMC)

This screen (Figure 33-28) shows PMC real time

data.
refer to Real time Data tables.
FIGURE 33-27.

FIGURE 33-28.


screen.

D33-16
DAD Screen Displays
2/04 D33001
s252 FAULT CONDITION MENU (PMC)
s2521 FAULT CONDITION (PMC)
This screen (Figure 33-29) is used to select a PMC

This screen (Figure 33-30) shows the history of PMC

faults
.
FIGURE 33-29.
FIGURE 33-30.

DAD handles the following PMC fault data:

> CODE: System fault code (ex. E001, E035)

all PMC fault data.
Press the OK switch to delete all PMC fault data or


occurrence
Press the MTRIG switch to send a manual trigger

signal to the transmission controller.

switch.


occurrence

faults.
returns to s252 FAULT CONDITION MENU (PMC)
screen.
D33001 2/04
DAD Screen Displays
D33-17
s26 ELECTRONIC DISPLAY PANEL MENU

When you select a menu from the screen below and
press its switch box, the selected menu screen
appears.
s261-1/5 to s261-5/5 REAL TIME MONITOR (Electronic Display Panel)

the vehicle monitor panel.
see Real time Data Tables.
FIGURE 33-31.
FIGURE 33-32.

screen.

returns to s26 ELE. DISPLAY PANEL MENU
screen.
D33-18
DAD Screen Displays
2/04 D33001
s262 FAULT CONDITION MENU (ELE. DISPLAY

PANEL)
s2621 FAULT
PANEL)
CONDITION
(ELE.
DISPLAY
This screen (Figure 33-33) is used to select a fault

condition menu of the vehicle monitor panel.
This screen (Figure 33-34) shows the history of vehicle monitor panel faults.
FIGURE 33-33.
FIGURE 33-34.
all vehicle monitor panel fault data.
Press the OK switch to delete all vehicle monitor
panel fault data or the CANCEL switch not to delete
the data. Current fault data is not deleted.

returns to s26 ELE. DISPLAY PANEL MENU
screen.
DAD handles the following vehicle monitor panel

faults:
> FIRST: Service meter hour, first occurrence
> LAST: Service meter hour, last occurrence
switch.
faults.
returns to s262 FAULT CONDITION MENU
(PANEL) screen.
D33001 2/04
DAD Screen Displays
D33-19
s27 PLM MENU
s271-1/2 to s271-2/2 REAL TIME MONITOR (PLM)


FIGURE 33-35.
FIGURE 33-36.

Equipment Status.

Equipment Status.

This screen shows real time data of the PLM.


D33-20
DAD Screen Displays
2/04 D33001
s272 CALIBRATION DATA
s28 TMS MENU
This screen (figure 2-37) is selectable only when the

PLM is mounted on vehicle.

FIGURE 33-37.
FIGURE 33-38.

Equipment Status.

Equipment Status.
The s272 CALIBRATION DATA screen shows data

which the payload meter (PLM) used for calibration
(calculation of the empty weight of vehicle). For further information refer to Payload Meter, Section D.

The units of data can be changed by the t4 UNIT

SET screen.


D33001 2/04
DAD Screen Displays
D33-21
s281-1/5 to s281-5/5 REAL TIME MONITOR (TMS)
s283 FAULT CONDITION MENU (TMS)


FIGURE 33-39.
FIGURE 33-40.

Equipment Status.

Equipment Status.
This screen shows real time data of the TMS.
This screen is used to select a TMS fault condition



all TMS fault data.
Press the OK switch to delete all TMS fault data or

D33-22
DAD Screen Displays
2/04 D33001
s2831 FAULT CONDITION (TMS)


switch.
Each page of the screen displays data of more than
faults.
total number of the fault occurrence,
FIGURE 33-41.
When BACK is pressed, this screen returns to s283

FAULT CONDITION MENU (TMS) screen.
Equipment Status.

This screen shows the history of TMS faults. DAD

handles the following data for TMS faults:
> FIRST: Service meter hour at first occurrence
> LAST: Service meter hour at last occurrence
D33001 2/04
DAD Screen Displays
D33-23

This screen (Figure 33-43) shows a machine code

and controllers installed on the truck. The names of
the controllers mounted on the vehicle are highlighted.
FIGURE 33-43.
FIGURE 33-42.


screen.


D33-24
DAD Screen Displays
2/04 D33001

each controller (CENTRY, CENSE, transmission,
electronic display panel, and PMC) on the vehicle.
BINARY
HEXADECIMAL
BINARY
HEXADECIMAL
0000
1000
0001
1001
0010
1010
The CLOCK READ field shows the controller-specific SMR value based on vehicle standard SMR (not
a vehicle standard SMR value).
0011
1011
0100
1100
0101
1101
0110
1110
0111
1111
TABLE 2. BINARY-TO-HEXADECIMAL
CONVERSION TABLE
If the PMC detects (from the position of the Transmission Controller rotary switch settings) an optional
feature is not installed on the truck, it will ignore the
DIP switch setting.
Refer to PMC System, PMC Dip Switch Settings for
additional information concerning the DIP switch settings for the standard and optional equipment
installed on the truck.
FIGURE 33-44.
SEL.SW.STATUS of the PMC

screen.
The PMC (Powertrain Management Controller) has

sixteen DIP switches. The status of these DIP
switches is represented in hexadecimal (4F0D) in
Figure 33-44.

Table 1. provides an example of how to interpret the

switch settings based on the value shown on the
screen, the hexadecimal value, the binary value, and
the status of the individual DIP switch setting - ON or
OFF. Table 2. lists the hexadecimal to binary conversion values.
When an optional function is used or optional equipment is installed on the truck, the corresponding DIP
switch is set to the ON position.
Note: The standard and optional equipment installed
on the truck will vary with each truck model and the
optional equipment ordered from the factory.
SWITCH No.
2-8
2-7
2-6
2-5
2-4
2-3
2-2
2-1
1-8
1-7
1-6
1-5
1-4
1-3
1-2
1-1
ON/OFF Status
OFF
ON
OFF
OFF
ON
ON
ON
ON
OFF
OFF
OFF
OFF
ON
ON
OFF
ON
Binary Notation
(1 = ON, 0 = OFF)
Hexadecimal
Notation
0100
1111
0000
1101
Value Displayed
on screen
4F0D
TABLE 1:
D33001 2/04
DAD Screen Displays
D33-25

MODEL
SELECTION
SWITCH No.
(C0: MACHINE
CODE)
This screen (Figure 33-45.) shows controller information of a Payload Meter (PLM) installed on the truck.
No value is displayed if the PLM is not installed.
MODEL
HD1200-1 STD Large-tire CUMMINS

ENGINE
4
5
FIGURE 33-45.
screen.

ENGINE
HD985-3 STD 30.00-51 KOMATSU ENGINE

ENGINE
730E
930E
530M/HD1500
330M
830E
TABLE 3. MODEL SELECTION CODE
MENU ITEM
TRIMMER
GAIN(%)
DESCRIPTION
REMARKS
Gain adjusted by payload gain adjustment

trimmer (Located on the left side of the
PLM)
80% TO 120%
Bit 0: Use/non-use of memory card (1: Not used, 0: Used)
Bit 1: Use/non-use of inclination meter (1: Not used, 0: Used)
DIP_STAT
DIP switch status
Bit 2: Weight unit system (1: Metric ton, 0: Short ton)

Bit 3: Auxiliary switch (1: UP, 0: DOWN)
Bit 4 to bit 7: Not used
SR
Speed regulation
0 to F): 0:107%, 7:100%, F:92%
DR
Distance correction
(0 to F): 0:107%, 7:100%, F:92%
CO
Machine code
(0 to F): Refer to Table 5.
SOFT VER.
Version of PLM software
0 to 255
REVISION
Revision of PLM software
0 to 255
DATE
Current date and time
TABLE 4. CONTROLLER INFORMATION SCREEN ITEMS
D33-26
DAD Screen Displays
2/04 D33001
s33 OPTIONAL FUNCTION INFORMATION
suspension and brake controllers on the vehicle.
This screen (Figure 33-47) shows whether optional

functions are installed or not. The name of each
installed option is highlighted.
FIGURE 33-46.
FIGURE 33-47.

screen.

screen.


D33001 2/04
DAD Screen Displays
D33-27
s34 HISTORY OF USE

This screen (Figure 33-48) shows the time of the latest parameter change.
T/M GEAR SELECT

gear is changed at the t33 T/M GEAR SELECT
screen.
T/M GEAR SELECT (BODY UP)
gear at body up is changed at the t34 T/M GEAR
SELECT (BODY UP) screen
SUSPENSION MODE SET
When the set value of the suspension mode is
changed at the t35 SUSPENSION MODE SET
screen
screen.
FIGURE 33-48.
When a parameter is changed by a related screen,

the value of the vehicle standard service meter
(SMR) at that time is recorded.
*ENG.,T/M PATTERN SELE,-ENG.

When the pattern in the engine controller is
changed at the t31 ENG.,T/M PATTERN
SELECT screen.
*ENG.,T/M PATTERN SELE,-T/M.
When the pattern in T/M controller is changed at
the t31 ENG.,T/M PATTERN SELECT screen.
*Note: The ENG.,T/M PATTERN SELE,-ENG. and

ENG.,T/M PATTERN SELE, -T/M. fields show
values only when the KOMATSU engine is installed.
SPEED LIMITER (LOADED)

When the set value of maximum speed, loaded is
SPEED LIMITER (EMPTY)
When the set value of maximum speed, empty is
D33-28
DAD Screen Displays
2/04 D33001
t1 PARAMETER SET MENU
t2 TIME/DATE SET

This screen (Figure 33-49) is used to set the date

and time to be displayed on the i4 NORMAL RUNNING screen.
FIGURE 33-49.
FIGURE 33-50.

Note: The switch box t5 TMS SET MENU is light

and not selectable when the TMS is not used and the
appropriate PMC DIP switch is set to OFF. Refer to
Display Able/Disable by Model and Optional
Equipment Status.
Procedure to set a date and a time:

the DAY field.
want to change by using the left or right arrow
switches.
+ or - switch until the desired value appears.
value continuously.
To stop displaying of the time and date on i4
screen, press the DISPLAY OFF switch. DISPLAY
OFF turns to DISPLAY ON. To display the time
and date on the i4 screen, press the DISPLAY ON
switch. DISPLAY ON turns to DISPLAY OFF.
returns to t1 PARAMETER SET MENU screen.
When the RET switch is pressed, this screen returns
to i3 MENU SELECT screen.
D33001 2/04
DAD Screen Displays
D33-29
t3 TRAVEL MODE MENU

t31 ENG., T/M PATTERN SELECT (Komatsu

Engine Only)
the KOMATSU engine controller is installed on the
vehicle.
FIGURE 33-51.
FIGURE 33-52.
Note: The switch boxes of components which are not

available (according to the setting of the rotary
switches on the transmission controller and DIP
switches on the PMC) are light and not selectable.
Refer to Display Able/Disable by Model and
Optional Equipment Status.

This screen is used to select an engine torque curve
and transmission shift schedule (ENG.-T/M pattern).
DAD supports three ENG.-T/M patterns.
Select a desired ENG.-T/M pattern and press its
switch box (under PATTERN). When the pattern is
selected, its indicator (placed before the switch box)
lights.
D33-30
DAD Screen Displays
2/04 D33001
t32 SPEED LIMITER
t33 T/M MAX GEAR SELECT
This screen (Figure 33-53) is selectable only when a

maximum speed limit is set by the DIP switches on
the PMC.
This screen (Figure 33-54) is used to select a maximum transmission gear position (F4, F5, F6, or F7).
FIGURE 33-53.
FIGURE 33-54.
When entering this screen, current set values at

loaded and empty are indicated. Refer to Display
Able/Disable by Model and Optional Equipment Status.
Specify a maximum speed limit when vehicle is fully
loaded and a maximum speed limit when vehicle is
empty using the procedure below.
Procedure to change a speed limit value:
1. Select a desired item LOADED or EMPTY
When entering this screen, the indicator for the current maximum gear is turned on.
Select a gear position (F4, F5, F6, or F7) and press
its switch box.
When the gear position is selected, its indicator
(above the switch box) is turned on.
returns to the t3 TRAVEL MODE MENU screen.
2. Change the value by increasing or decreasing it

by the + or - switch.
3. Press the ENT key to register the set value or
the CANCEL switch to cancel registration of the
value.
Note: F7 is set as a default value when the truck is

shipped from the factory.

screen.
D33001 2/04
DAD Screen Displays
D33-31
t34 T/M MAX GEAR SELECT (BODY UP)
t35 SUSPENSION MODE SET
This screen (Figure 33-55) is used to select a maximum transmission gear position (F1, F2, or F3) for
the body-up maximum speed and to enable or disable selection of REVERSE when the body is raised.

the optional suspension controller is mounted on
vehicle.
FIGURE 33-55.
When entering this screen, the currently set values
are turned on.
Select a gear position (F1, F2, or F3) and press its
switch box. When the gear position is selected, its
indicator (above the switch box) is turned on.
To enable (OK) or disable (NO) selection of the
reverse position at body up, press the OK or NO
switch. When the selection is set, its indicator (above
the switch box) is turned on.
FIGURE 33-56.
When entering this screen, the currently set value is
turned on.
Select a suspension mode (SOFT, MEDIUM, HARD,
or AUTO) and press its switch box. When the
selected mode is set, its indicator (above the switch
box) is turned on.

Note: F1 and NO are set as default values when

the truck is shipped from the factory.
D33-32
Note: AUTO is set as a default value when shipped

from the factory. Damping forces are fixed in the
SOFT, MEDIUM, and HARD modes. In the AUTO
mode, the damping force varies according to vehicle
conditions.
DAD Screen Displays
2/04 D33001
t4 PARAMETER UNIT SET
t5 TMS SET MENU
This screen (Figure 33-57) is used to set the units of

measurement for items displayed on the screen.

the TMS is installed on the vehicle. Refer to Display
FIGURE 33-57.
FIGURE 33-58.
Procedure to change units:

1. Select an item whose unit you want to change

2. Press the UP or DOWN arrow key until a

desired unit appears in the entry field.

returns to the t1 PARAMETER SET MENU screen.
3. Press the ENT key to register the selected unit

or the CANCEL switch to cancel unit change.

The following units are available:

> SPEED/DISTANCE: km/h (km), mile/h (mile)
> PRESSURE: MPa, kg/cm2, kpsi
> TEMPERATURE: F, C
> VOLUME: us.Gal, l
> WEIGHT: us.ton, ton, klb
returns to the t1 PARAMETER SET MENU screen.
Note: Initially, mile/h, kpsi, C, us.Gal, and

us.ton are set as default values.
D33001 2/04
DAD Screen Displays
D33-33
t51 TIRE PRESSURE LIMIT SET
t52 TIRE TEMPERATURE LIMIT SET


FIGURE 33-59.
FIGURE 33-60.










TIRE No.
LOCATION
TIRE No.
LOCATION
Units of data can be changed on the t4 UNIT SET

screen.

screen.

returns to t5 TMS SET MENU screen.



D33-34
DAD Screen Displays
2/04 D33001
t53 CORRELATION CONSTANTS SET
t54 TMS CLOCK SET


FIGURE 33-61.
FIGURE 33-62.
Set the correlation constants (SLOPE and OFFSET)

using the procedure below:
DOWN arrow key on the TIRE No. line.
Tire No.
LOCATION
This screen is used to set the date and time for the
tire management system (TMS) using the procedure
below:
the DAY field.
want to change by pressing the left or right
arrow key.
+ or - switch until a desired value appears.
value continuously.

screen.
D33001 2/04
DAD Screen Displays
D33-35
Procedure to set the ID code:
t55 ID CODE SET

1. Press the SET switch. The cursor appears in

the leftmost digit of the ID CODE entry field.
2. Enter a 3-digit code using the 10-key pad.
3. Press the ENT switch to register the new ID
code or the CANCEL switch to cancel the ID
code setting.
FIGURE 33-63.
This screen is used to set the ID code for the tire
management system (TMS).
D33-36
DAD Screen Displays
2/04 D33001
SECTION D34
REAL TIME DATA TABLES
INDEX
REAL TIME DATA TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-3

ACCESSING REAL TIME DATA SCREENS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-3
Real Time Data Screen Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D34-3
D34002
Real Time Data Tables
D34-1
NOTES
D34-2
D34002

Tables on the following pages list the Real Time Data
information that appears on the screen numbers and
screen pages listed for each controller in the PMC
System, whether installed as standard equipment on
the truck or as optional equipment.
The tables should be used as a reference when troubleshooting the PMC System or when retrieving
operational data using the "MOM" or the "DAD".
Note that various units of measure are listed for
some items in the tables. The desired unit of measure is set using the "t4 PARAMETER UNIT SET"
screen. (Refer to "MOM - Screen Displays".)
Real Time Data Screen Switches

The switches appearing on the real time data screen
function as follows:
FWD: Accesses the next realtime data screen.
REV: Returns to the previously selected real
time data screen.
HOLD/START: Pressing this switch once will
lock the display on the value that was displayed
when the switch was depressed. (The switch
will light to indicate the "hold" mode.
Pressing the switch again will start the system
to continue displaying and updating real time
data.
BACK: Pressing this switch will leave the real
time data display screen and return to the s2_
menu of the selected controller.
ACCESSING REAL TIME DATA

SCREENS
To access the real time data screens using MOM:
1. Select s1 "Service Menu" from the i9 MENU
SELECT Screen.
Refer to "MOM Screen Displays" or "DAD Screen

Displays", for information concerning the other
switches on the screen.
2. On the SERVICE MENU, select s2, "Component Check Menu".

3. When the COMPONENT CHECK MENU is displayed, choose the appropriate PMC System
controller.
4. The s2_ menu screen that appears will allow
selection of "Real Time Monitor" and access to
the individual screens displaying real time data.
D34002
D34-3

No.
s211
D34-4
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
ENGINE REAL TIME MONITOR (CENSE) SCREEN

1
ENGINE SPEED
rpm
FUEL RAIL PRESSURE
kg/cm2, kpsi, MPa
ECM TEMP.
C, F
ENG. SPEED
rpm
BLOWBY PRESS.
inch H2O
ENG. SPEED (CENTRY)
rpm
INTAKE MANIFOLD PRESS. RB
kg/cm2, kpsi, MPa
INTAKE MANIFOLD PRESS. LB
kg/cm2, kpsi, MPa
ENGINE SPEED
rpm
CMP. IN A. TMP. L
C, F
CMP. IN A. TMP. R
C, F
AMBIENT AIR PRESSURE
kg/cm2:1, kpsi:3 MPa:2
INTAKE MANIFOLD TMP. LF
C, F
INTAKE MANIFOLD TMP. LR
C, F
INTAKE MANIFOLD TMP. RF
C, F
INTAKE MANIFOLD TMP. RR
C, F
ENG. SPEED
OIL LEVEL
OIL PR. PRE. FIL
kg/cm2, kpsi, MPa
OIL PR. POST FIL
kg/cm2, kpsi, MPa
OIL TEMP.
ENG. SPEED
COOLANT LEVEL
COOLANT PRESS.
COOLANT TEMP.
C, F
ENG. SPEED
rpm
EXH. TEMP. L1
C, F
EXH. TEMP. L2
C, F
EXH. TEMP. L3
C, F
EXH. TEMP. L4
C, F
ENG. SPEED
rpm
EXH. TEMP. L5
C, F
EXH. TEMP. L6
C, F
EXH. TEMP. L7
C, F
EXH. TEMP. L8
C, F
ENG. SPEED
rpm
EXH. TEMP. R1
C, F
EXH. TEMP. R2
C, F
EXH. TEMP. R3
C, F
EXH. TEMP. R4
C, F
ENG. SPEED
rpm
EXH. TEMP. R5
C, F
EXH. TEMP. R6
C, F
EXH. TEMP. R7
C, F
EXH. TEMP. R8
C, F
10
ENG. SPEED
rpm
10
TOTAL ENG. HOURS
10
HOURS TO REBUILD
10
ENGINE IDLE HOURS
rpm
OK: Normal, LOW: Abnormal
rpm
OK: Normal, LOW: Abnormal
kg/cm2, kpsi, MPa
D34002

No.
s221
D34002
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
TRANSMISSION REAL TIME MONITOR SCREEN

1
ENG. SPEED
SHIFT LEVER POS
rpm
SHIFT LEVER D
ON:D Position, OFF:Not D Position
SHIFT LEVER 5
ON:5 Position, OFF:Not 5 Position
SHIFT LEVER 4
SHIFT LEVER 3
SHIFT LEVER L
ON:L Position, OFF:Not L Position
SHIFT LEVER R
ON:R Position, OFF:Not R Position
SHIFT LEVER N
ON:N Position, OFF:Not N Position
ENG. SPEED
rpm
SOLENOID LOW
mA
SOLENOID MIDDLE
mA
SOLENOID HIGH
mA
SOLENOID 1st
mA
SOLENOID 2nd
mA
SOLENOID 3rd
mA
ENG. SPEED
rpm
T/M OUTPUT SPEED
rpm
SOLENOID L
mA
SOLENOID R
FILL SIGNAL LOCK-UP
4
4
4
SHIFT INDICATOR
T/M OUTPUT SPEED
FILL SIGNAL R
ON:FILL SW ON, OFF:FILL SW OFF
FILL SIGNAL 3rd
FILL SIGNAL 2nd
FILL SIGNAL 1st
FILL SIGNAL HIGH
FILL SIG. MEDIUM
FILL SIGNAL LOW
mA
ON:FILL ON, OFF:FILL SW OFF
SHIFT LIMIT SW.
ON:SW ON, OFF:OFF
F1 START SW.
ON:SW ON, OFF:SW OFF
rpm
ENG. SPEED
T/M OUTPUT SPEED
rpm
rpm
T/M MIDDLE SPEED
rpm
T/M INPUT SPEED
rpm
ENG. SPEED
rpm
T/M OUTPUT SPEED
rpm
T/C INLET PRESS.
kg/cm2, kpsi, MPa
T/C OUTLET PRESS.
kg/cm2, kpsi, MPa
T/C OUTLET OIL TEMP.
C, F
VAL. IN OIL TMP
C, F
T/M LUB OIL TMP
C, F
ENG. SPEED
rpm
TORQUE SENSOR
kg.m
LIMP HOME SW.
T/M FILTER RESRICTION
ON:Abnormal, OFF:Normal
T/M OIL LEVEL
T/M CUT RELAY
ON:RELAY ON, OFF:RELAY OFF
HIGH. GEAR SW.2
D34-5

No.
s221
D34-6
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
TRANSMISSION REAL TIME MONITOR SCREEN (Continued)

7
HIGH GEAR SW.1
ENGINE SPEED
ON:SW ON, SW OFF
rpm
FRONT BRAKE OIL TEMP.
C, F
REAR BRAKE OIL TEMP. L
C, F
REAR BRAKE OIL TEMP R
C, F
BRAKE AIR PRESS (Optional)
kg/cm2, kpsi, MPa
ENGINE SPEED
PARKING BRAKE
ON:BRAKE ON, OFF:BRAKE OFF
REAR BRAKE
STEERING PRESSURE
BCV SOLENOID 1
ON:SOLENOID ON, OFF:SOLENOID OFF
BCV SOLENOID 2
ON:SOLENOID ON, OFF:SOLENOID OFF
R. BR. ACCUM. PRESS. 2
R. BR. ACCUM. PRESS. 1
F. BR. ACCUM. PRESS. 1
STRG. ACCUM. PRESS. 2
rpm
STRG. ACCUM. PRESS. 1
10
ENGINE SPEED
10
BODY FLOAT CAUTION
ON:Body not floated, OFF:Body floated
10
LATERAL INCLINATION
10
BODY SEATING SW
10
FUEL LEVEL
10
ACCEL PEDAL
10
THROTTLE MODIFICATION
Hz
10
BRAKE COMMAND
10
SHIFT WAIT
11
ENGINE SPEED
rpm
11
BRAKE OIL TEMP.
rpm
11
BRAKE AIR PRESS (Optional)
11
T/C OIL TEMP.
11
FUEL LEVEL
11
COOLANT TEMP.
C, F
11
T/M OUTPUT SPEED
11
BRAKE STROKE SW STATUS
rpm
12
ENGINE SPEED
12
ALTERNATOR "R"
ON:Engine running, OFF:Engine stopped
rpm
12
KEY SWITCH "C"
ON:Engine start, OFF:Engine stopped
13
ENGINE SPEED
13
MATCHING PATTERN
13
HIGHEST GEAR
rpm
13
HIGHEST GEAR (BODY UP)
13
REVERSE OK/NO
13
SERVICE METER
13
POWER SUPPLY
13
MACHINE SEL. 4
ON:select(GND), OFF:not select(OPEN)
13
MACHINE SEL. 3
13
MACHINE SEL. 2
13
MACHINE SEL. 1
14
ENGINE SPEED
OK: REVERSE enabled,

NO: REVERSE disabled
h
v
rpm
D34002

No.
s221
s231
s241
D34002
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
TRANSMISSION REAL TIME MONITOR SCREEN (Continued)

14
SOFTWARE VER.
14
ROTARY SW.1 STATUS
14
ROTARY SW.2 STATUS
BRAKE CONTROLLER REAL TIME MONITOR SCREEN

1
ENGINE SPEED
rpm
T/M OUTPUT SPEED
rpm
WHEEL SPEED (FL)
rpm
WHEEL SPEED (FR)
rpm
WHEEL SPEED (RL)
rpm
WHEEL SPEED (RR)
rpm
ENGINE SPEED
rpm
RETARD PPC COM.
mA
LEFT ASR PPC CO
mA
R ASR PPC COMM.
mA
BR. OPE. PRESS. RL
kg/cm2, kpsi, MPa
BR. OPE. PRESS. RR
kg/cm2, kpsi, MPa
AMT. OF RE. LE. OP
AMT. OF THROTTLE MOD.
ENGINE SPEED
rpm
AMT. OF BR. COMM.
EMERGENCY SW
%
FRONT BRAKE CUT
BRAKE LOCK SW
FOOT BRAKE PEDAL
ON:PRESSED, OFF:RELEASED
RIGHT ABS
ON:ABS ON, OFF:ABS OFF
LEFT ABS
ON:ABS ON, OFF:ABS OFF
LOW BRAKE ACCUM. PRES
PRESS. IMBALANCE SWITCH
ENGINE SPEED
KEY SWITCH
ASR ON/OFF
ON:ASR ON, OFF:ASR OFF
ABS MANUAL SW
ASR MANUAL SW
PW. SUPPLY(BRAKE)
SR. METER BR. CON
rpm
SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN

1
ENGINE SPEED
FOOT BRAKE STATUS
rpm
STEERING SPEED.
BODY FLOAT STATUS
SUS. DAMP STATUS
H:HARD, M:MEDIUM, S:SOFT, -:None
SUS. SOL.3 STATUS
ON:Solenoid ON, OFF:Solenoid OFF
SUS. SOL.2 STATUS
SUS. SOL.1 STATUS
SUS. PRESS.(L)
kg/cm2, kpsi, MPa
SUS. PRESS.(R)
kg/cm2, kpsi, MPa
ENGINE SPEED
rpm
ENGINE SPEED
rpm

rpm
ON:Body not in float, OFF:Body in float
D34-7

No.
s241
s251
D34-8
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
SUSPENSION CONTROLLER REAL TIME MONITOR SCREEN (Continued)

3
T/M OUTPUT SPEED
rpm
T/M OUT. SP. (SUS)
rpm
SERVICE METER
POWER SUPPLY
SUS. MODE SET
V
H:HARD, M:MEDIUM, S:SOFT, A:AUTO
ENGINE SPEED
rpm
SOFTWARE VER.
PMC REAL TIME MONITOR SCREEN

1
ENGINE SPEED
ASR MODE STATUS
ON:ASR MODE ON, OFF:ASR MODE OFF
rpm
CANCEL SW. STATUS
RESUME/UP SW.STATUS
SET/DOWN SW. STATUS
ACC. ARC. SYSTEM
ACC. ARC. MODE STATUS
ON:ACC.ARC.MODE ON, OFF:ACC.ARC.MODE OFF
ABS MANUAL SW ON/OFF
ENGINE SPEED
DERATE MODE STATUS
ON:DERATE MODE ON,

OFF:DERATE MODE OFF
ALTERNATE TORQ.
ON:MODE ON, OFF:MODE OFF
ALTERNATE DROOP
ON:MODE ON, OFF:MODE OFF
VALIDATION SW.2
ON:SW ON, SW OFF
VALIDATION SW.1
ON:SW ON, SW OFF
ENGINE SPEED
rpm
BRAKE COMMAND T/M
BRAKE COMMAND (BR)
ACCEL. PEDAL
THROTTLE
Hz
THROTTLE MOD. T/M
THROTTLE MOD. BRAKE
SHIFT WAIT
ENGINE SPEED
rpm
T/M OUTP. SPEED
rpm
ENGINE SPEED (PMC)
rpm
T/M OUTPUT SPEED (PMC
KEY SW. "ACC"
ON:SW ON, SW OFF
KEY SW. "C" (PMC)
ON:SW ON, SW OFF
EMERGENCY BRAKE
F.BR.FILTER RESRICTION
R.BR.FILTER RESTRICTION (L)
R.BR.FILTER RESTRICTION (R)
HYD.FILTER RESTRICTION
ENGINE SPEED
BATTERY LIQUID LEVEL
HYD. OIL LEVEL
BRAKE DISK WEAR (RR)
BRAKE DISK WEAR (FL)
BRAKE DISK WEAR (FR)
BRAKE DISK WEAR (RL)
rpm
rpm
rpm
D34002

No.
S251
s261
D34002
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
PMC REAL TIME MONITOR SCREEN (Continued)

6
ENGINE SPEED
rpm
SUS. PRESS. L
kg/cm2, kpsi, MPa
SUS. PRESS. R
kg/cm2, kpsi, MPa
TORQUE OUTPUT
T/M INPUT SPEED
rpm
MAX. SPEED (LOADED
km/h, mile/h
MAX. SPEED (EMPTY)
DIP SW. 16 STATUS
DIP SW. 15 STATUS
DIP SW. 14 STATUS
DIP SW. 13 STATUS
DIP SW. 12 STATUS
DIP SW. 11 STATUS
DIP SW. 10 STATUS
DIP SW. 9 STATUS
DIP SW. 8 STATUS
DIP SW. 7 STATUS
DIP SW. 6 STATUS
DIP SW. 5 STATUS
DIP SW. 4 STATUS
DIP SW. 3 STATUS
DIP SW. 2 STATUS
DIP SW. 1 STATUS
SERVICE METER
POWER SUPPLY
SOFTWARE VERSION
km/h, mile/h
ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN

1
ENGINE SPEED
AISS SWITCH
rpm
STANDARD SMR
ENG. SPEED
FRONT BRAKE ACCUM. PRE.
T/M OIL TEMP.
T/M FILTER RESTRICTION
h
rpm
BATTERY CHARGE
BLOW-BY PRESS.
ENG. OIL PRESS.
ENG. OIL TEMP.
COOLANT LEVEL
PARKING BR. STATUS
REAR BRAKE STATUS
BODY FLOAT CAUTION
ON:Body not in float, OFF:Body in float
LATERAL INCLINATION
STRG. ACCUM. PRECHARGE
ENGINE SPEED
STEERING PRESSURE
REAR BRAKE ACCUM. PRE.
BUZZER
ON:BUZZER ON, OFF:BUZZER OFF
CENTRAL CAUTION LAMP
ON:LAMP ON, OFF:LAMP OFF
rpm
D34-9

No.
s261
s271
s281
D34-10
PAGE
SIGNAL NAME
DATA INDICATION
UNITS
ELECTRONIC DISPLAY PANEL REAL TIME MONITOR SCREEN (Continued)

3
KPH/MPH CHANGE
KPH:km/h, MPH:mile/h
MODE CHANGE SW.2
MODE CHANGE SW.1
LAMP CHECK SW.
ENG. SPEED
rpm
ROTARY SW.1 STATUS
ROTARY SW.2 STATUS
POWER SUPPLY
VEHICLE SPEED
km/h, mile/h
ENGINE SPEED
rpm
SERVICE METER
SOFTWARE VER.
PLM REAL TIME MONITOR SCREEN

1
ENGINE SPEED
rpm
SUS. PRESS. (FL)
kg/cm2, kpsi, MPa:2
SUS. PRESS. (FR)
kg/cm2, kpsi, MPa:2
SUS. PRESS. (RL)
kg/cm2, kpsi, MPa:2
SUS. PRESS. (RR)
kg/cm2, kpsi, MPa:2
F-R INCLINATION
PAYLOAD WEIGHT
ton,us.ton,klb
VEHICLE SPEED
km/h,mile/h
ENGINE SPEED
ALTERNATOR "R"
ON:ENG. running Hi, OFF:ENG. stopped Lo
ENG. OIL PRESS.
ON:ENG. running, OFF:ENG. stopped
BODY FLOAT
ON:Body in float, OFF:Body not in float
SHIFT LEVER N
ON:"Neutral", OFF:Except for "Neutral"
VEHICLE STATUS
rpm
TMS REAL TIME MONITOR SCREEN

1
ENGINE SPEED
rpm:0
TIRE PRESS. FL
kg/cm2, kpsi, MPa:2
TIRE PRESS. FR
kg/cm2, kpsi, MPa:2
TIRE PRESS. RLL
kg/cm2, kpsi, MPa:2
TIRE PRESS. RLR
kg/cm2, kpsi, MPa:2
TIRE PRESS. RRL
kg/cm2, kpsi, MPa:2
TIRE PRESS. RRR
kg/cm2, kpsi, MPa:2
ENG. SPEED
rpm:0
TIRE TEMP. FL
C, F
TIRE TEMP. FR
C, F
TIRE TEMP. RLL
C, F
TIRE TEMP. RLR
C, F
TIRE TEMP. RRL
C, F
TIRE TEMP. RRR
C, F
ENGINE SPEED
rpm
ESTIM. PRESS. FL
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. FR
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. RLL
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. RLR
kg/cm2, kpsi, MPa:2
ESTIM. PRESS. RRL
kg/cm2, kpsi, MPa:2
D34002

No.
s281
PAGE
DATA INDICATION
UNITS
TMS REAL TIME MONITOR SCREEN (Continued)

3
D34002
SIGNAL NAME
ESTIM. PRESS. RRR
kg/cm2, kpsi, MPa:2
ENGINE SPEED
rpm
BATT. VOLT. FL
BATT. VOLT. FR
BATT. VOLT. RLL
BATT. VOLT. RLR
BATT. VOLT. RRL
BATT. VOLT. RRR
ENGINE SPEED
rpm
FIELD STRE. FL
FIELD STRE. FR
FIELD STRE. RLL
FIELD STRE. RLR
FIELD STRE. RRL
FIELD STRE. RRR
D34-11
NOTES
D34-12
D34002
SECTION D35
PAYLOAD METER II - ON BOARD WEIGHING SYSTEM
INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-3

Haul Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-3
LIGHTS, SWITCHES AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-4
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-5
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-5
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-6
Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-7
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-8
Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-8
Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-9
Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-9
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-10
Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-10
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-11
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-11
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-12
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-12
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-12
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13
Using the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13
Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-13
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-14
Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-14
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-15
Checking the Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-15
Checking the Gt setting: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-16
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-16
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-16
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-17
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-17
SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-18
Setting The Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-18
Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-18
Setting The Machine I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-19
Setting The Operator I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-19
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-19
DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-20
DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-20
D35001
Payload Meter II
D35-1
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-24

Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-24
UP FACTOR - PAYLOAD CALCULATION GAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-25
PL MODE -LOAD CALCULATION TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-25
FINAL GEAR RATIO SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-26
BATTERY REPLACEMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-27
Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-27
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-28
SUSPENSION PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-29
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-30
CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-31
PAYLOAD METER II RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-32
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-34
COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-34
Suspension Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-34
Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-35
Missing Body-Up Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-35
Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-36
F-18: Alternator R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-36
Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-36
FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-37
Payload Lights Won't Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-37
Red, Amber or Green Payload Light Does Not Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . D35-38
Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-39
PC Communications Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-40
F.CAL: Payload Meter Won't Calibrate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-41
F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-42
F-21, F-25: Left Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44
F-22, F-26: Right Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44
F-23, F-27: Left Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44
F-24, F-28: Right Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-44
F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-46
Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-48
Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-49
Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-50
Adjusting the Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-50
CONNECTORS AND PRESSURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-52
REAL-TIME PAYLOAD METER II MONITOR PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-55
Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-58
Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-58
Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-58
Connections to Payload Meter II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-59
USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-60
Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-60
Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-60
Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-63
GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D35-64
D35-2
Payload Meter II
D35001
PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS)

GENERAL INFORMATION
The Payload Meter II (PLM II) On Board Weighing System displays and records the payload weight
along with other operating information. The system
consists of a payload meter, pressure sensors, deck
mounted lights and an inclinometer.
The payload meter (Figure 35-1) uses the four suspension pressures and an inclinometer to determine
the load in the truck. The payload weight can be displayed in short tons or metric tons.
Haul Cycles
The beginning of a new haul cycle starts at the
dump, when the body comes down from dumping
the last load.
At the loading site, the PLM II begins to calculate
the size of each shovel pass (swingload) once the
payload is greater than 10% of rated load for the
truck. There are three external deck-mounted lights
on each side of the truck. The lights indicate payload weight divided into three separate stages. A
forecast feature will flash a deck mounted light predicting the payload weight if the next bucket of
material is dropped into the body.
At the moment the wheels begin to turn after loading
under the shovel, the PLM II takes one sample of
suspension and inclinometer data. After traveling

160 m (0.10 mi.) from the loading site, the PLM II
uses the data sampled under the shovel to calculate
final payload.
The PLM II displays payload on its display when
the truck is stopped. For the first 160 m (0.10 mi.)
after loading, the payload meter displays distance
from the loading site. At all other times when the
truck is moving, the display shows the time of day.
The payload meter stores in memory various operating data. This data includes:
payload, time, distance, and travel speed for
each cycle
date and time that the engine was started and
stopped
date and time of each fault that occurred or was
canceled
total payload and the overall number of cycles
for a specific time period
This data is retained even when the power is
switched off. The stored data is backed up by an
internal battery.
The data can be down loaded from the payload
meter to a personal computer when a communication cable is connected to the port inside the cab.
FIGURE 35-1. PAYLOAD METER II

1. Display panel
2. Reception pilot lamp (Rx busy)
3. Transmission pilot lamp (Tx busy)
4. Memory card access lamp (CARD busy)
5. Mode switch [MODE]
6. Calibration/clear switch [CAL] [CLR]
7. Total/shift switch [TOTAL] [SFT]

8. Light/increment switch [LIGHT] [INC]
9. Memory card
10. Cover
11. Diagnostic/Download Port
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)
D35001
Payload Meter II
D35-3
LIGHTS, SWITCHES AND COMPONENTS

On The Face Of The Payload Meter
(Refer to Figure 35-1)
1. Display Panel
6. Calibration/Clear Switch
Digital display area for the data being recorded

in memory. This will include items such as:
Used to calibrate the machine when the conditions regulate this action. Also used with the
TOTAL/SFT switch to clear total payload and
overall number of cycles.
Payload
Date & Time
7. Total/Shift Switch
Cycles
Used to display payload and overall number of

cycles each time the load is dumped. Will display the error codes. This switch is also used
with the CALIBRATION/CLEAR switch to clear
total payload and overall number of cycles.
Travel Distance
Fault Codes and Warnings
2. Reception Pilot Lamp (Rx Busy)
This light will illuminate for 3 seconds when the
system is powered up. It will then be lit whenever the computer is communicating.
8. Light/Increment Switch
Used to change the digital increments or units
for the various displays. Also used to adjust the
brightness of the lights on the monitor display.
3. Transmission Pilot Lamp (Tx Busy)

system is powered up. It will then be lit whenever the memory is being downloaded to a personal computer.
9. Memory Card
Used to receive data from the payload meter
memory to this card which can then be used to
transfer the data into a personal computer. This
enables the memory to be downloaded and
saved when a personal computer is not available.
4. Memory Card Access Lamp (CARD Busy)

system is powered up. It will also be lit whenever the memory data is being downloaded to
the memory card.
10. Cover
Protective cover for the Memory Card. Do not
open or place foreign objects in slot.
5. Mode Switch
This switch is used to select the mode or system that will allow a function to be performed.
This may include:
11. Diagnostic/Download Port
Various settings or corrections to the display
Connector port that is used for downloading the

memory data to a personal computer.
Memory card downloading

Clearing data
Display of Abnormalities or Warnings
Setting the speed limit
Setting the date and time
D35-4
Payload Meter II
D35001
TIPS FOR OPERATION
EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records

the most accurate and consistent data, these important steps should be followed:
The Payload Meter II controls three light relays.

The relays operate three deck mounted lights on
each side of the truck. There is one green light, one
amber light, and one red light. (Figure 35-2)
Always keep suspension oil and nitrogen

properly charged. The most common failure for
causing inaccurate payload data is due to
improperly charged suspensions. Always follow
shop manual procedures when charging a
suspension. Refer to Section "H". It is crucial to
maintain the proper oil and nitrogen levels at all
times.
While the truck is stopped being loaded and the hoist

lever is in the float position, the appropriate lights will
remain on according to the following schedule:
For most Komatsu Trucks:

Use only the brake lock switch to hold the truck
stationary at the loading and dumping area.
For Komatsu 330M/HD785 Trucks ONLY: Use
the park brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload
system to register properly.
FIGURE 35-2. LOAD INDICATOR LIGHTS
Do not activate the "Lamp Test" switch during

loading. Inaccurate and inconsistent data may be
stored.
At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is
complete and the load shock from the last load
dumped has settled.
The loading area surface must be maintained as
flat and level as possible. The On Board
Weighing System can compensate for slight
variations in grade and unevenness, but ruts,
berms, rocks, etc. will cause the system to record
inaccurate and inconsistent data.
Regularly remove "carryback" from the dump
body.
Calibrate regularly. Refer to "Calibrating a Truck".
Do not focus on single payloads when viewing
data from the payload meter. Use the average of
several payloads to get a more accurate
calculation of payload productivity.
INDICATOR LIGHTS
PAYLOAD WEIGHT
Off
Off
Green
50% and Greater
Off
Amber
Green
90% and Greater
Red
Amber
Green
105% and Greater
The shovel or loader operator can predict the payload weight by observing these lights. During the
loading operation, a forecast feature flashes a deck
mounted light predicting the payload weight after the
next bucket of material is loaded into the body. The
logic is as follows:
1. If the measured payload is varying 3% or less
of the rated load for more than 3 seconds, the
current load is deemed a steady value.
2. If the difference between the previous steady
value and the current steady value is greater
than 15% of the rated load, the difference is
taken to be the size of the current bucket.
3. The average size of previous buckets is added
to the current load. One of the deck mounted
lights will turn on, if another "average" size load
is put in the body, and will blink at one second
intervals.
D35001
Payload Meter II
D35-5
THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pressures and the inclinometer to determine the load in
the truck. These inputs are critical to the calculation
of the load. The other inputs to the payload meter
(Body Up, Speed, Brake Lock, Alternator R Terminal,
and Engine Oil Pressure) are used to indicate where
the truck is in the haul cycle. These inputs enable the
payload meter to make time and distance measurements for the haul cycle.
The suspension pressures are the key ingredients in
determining the sprung weight of the truck. These
pressures are converted into forces using the formulas shown below.
Sprung Weight =
3.14
Suspension Diameter2 (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
These forces are combined with the geometry of the

truck to produce the load calculation. It is critical that
the suspensions are charged according to shop manual specifications and the pressure sensors are functioning properly.
Inclinometer
The inclinometer gives the payload meter information
regarding the pitch angle of the truck. The front and
rear incline factors are determined by the pitch angle.
These two factors account for the load transfer that
occurs when the truck is inclined nose up or nose
down.
D35-6
FIGURE 35-3. LINKAGE FACTOR
Linkage Factor
The linkage factor is part of the complex calculations
performed by the payload meter to determine the
load in the truck. The linkage factor is dependent on
the load on the rear suspensions.
Figure 35-3 shows the side view of a truck. The nose
pin is marked with a star and there are three arrows
pointing to different spots of the rear tire. This figure
shows how the support under the rear tire can affect
the calculation of the load. The payload meter does
not directly measure the load transferred to the frame
through the nose pin. To account for portion of the
load carried by the nose pin, the linkage factor is multiplied by the rear suspension force. It is assumed
that the truck is supported under the center of the
tire. In this case the payload meter uses L2 to help
compute the linkage factor. If, however, the truck is
backed into a berm and the rear tire is supported
towards the back of the tire, the actual linkage factor
calculation should use L3. Since the payload meter
assumes L2 it will overestimate the load in the truck.
The opposite is true in the case where the rear tires
are supported toward the front of the tire. The linkage
factor should use L1 but the payload meter assumes
L2. This change in leverage will cause the payload
meter to underestimate the load.
Payload Meter II
D35001
Gain Factor
Sources of Error
Gain factor is part of the formula the payload meter

uses to calculate the payload. The gain factor is a
tool that compensates for variations between actual
weight of the payload and the calculated weight from
the payload meter. The gain factor should only be
adjusted after several payloads have been weighed
on a scale. The gain should never be adjusted based
only on one payload. It takes at least 10 scale weighins to determine an average variation. A worksheet is
located at the end of this chapter to assist in calculating the necessary gain adjustment.
Poorly charged suspensions can lead to systematic

error in the calculation of payload. The error is most
obvious when the oil level is low. When there is too
little oil in the suspensions, the cylinder may compress completely under a load. The weight of the
truck will be carried by the metal to metal contact
within the suspension. Not only will the ride of the
truck, the life of the tires, and other components be
affected, but the pressure in the cylinder will not truly
represent the load on the truck. Under-charged suspensions typically cause the payload calculations
from the payload meter to be lower than the actual
payload.
There are two types of gain adjustments, Gt gain and

UP factor. It is recommended that only the Gt gain be
adjusted. This adjustment is made using the potentiometer on the side of the payload meter. Refer to
"Adjusting the Gain".
Brake Lock
The Brake Lock only applies the rear brakes. This
allows the front wheels to rotate slightly as the truck
is being loaded. This is important because the payload meter assumes that the front wheels can rotate
freely. As the truck is being loaded, it will begin to
squat down on the suspensions. This will change the
wheel base dimension of the truck. This freedom of
movement prevents additional binding and friction in
the front suspensions.
The incline of the grade on which the truck is loading
is measured by the inclinometer. This helps determine the incline factors that are applied to the front
and rear sprung weights. The tire forces on the road
surface that hold the truck on grade affect the suspension pressures. If the front and rear brakes are
locked, the effect on the suspension pressures cannot be determined. If only the rear brakes are applied
the effect is predictable and the incline factors accurately account for the forces on the tires.
If the service brake or park brake is used and
depending on the incline and other factors, the payload meter can overestimate or underestimate the
load. It is important that only the brake lock be
used while loading the truck. (Parking brake on
330M/HD785).
Typical Data From Service Check Mode

A sample data set is shown in Figure 35-4. This data
was taken in the laboratory and is used in Figure 355 to calculate the final load. Note the front suspension pressures were converted into the front sprung
weight using the formulas above Figure 35-5. The
front sprung weight is then multiplied by the front
incline factor and the front linkage factor. The same
is done with the rear sprung weight. The front and
rear sprung weights are then summed. This number
is multiplied by the Gt gain potentiometer value. The
calibration load is subtracted from the total to produce the final load. The load displayed on the meter
is this final load (item #15) multiplied by the UP gain
factor.
Number Data
Description
13:09
Current Time
749.4
Front Left Pressure (Psi)
848.9
Front Right Pressure (Psi)
863.2
Rear Left Pressure (Psi)
1049.0
Rear Right Pressure (Psi)
106.0
Front Weight (Tons)
75.1
Rear Weight (Tons)
-1.85
Inclinometer (Degrees)
0.95
Incline Factor - Front Wheels
10
0.984
Incline Factor - Rear Wheels
11
Link Factor - Front Wheels
12
1.539
Link Factor - Rear Wheels
13
70.6
Calibration Sprung Weight (Tons)
14
1.000
Gain Adjustment
15
143.8
Current Load (Tons)
16
3.9
Battery Backup Voltage (Volts)

FIGURE 35-4.
D35001
Payload Meter II
D35-7
NOTE: This screen is the only place that the

value of the Gt gain potentiometer can be
checked.
There are two gain factors that can be applied to the
payload measurement. The first is the Gt gain factor
and the other is the UP gain factor. They are not
applied uniformly to all payload calculations.
Example Calculation of Payload

These calculations used a 13" front suspension
diameter and 10" rear suspension diameter.
3.14
Sprung Weight=
Suspension Diameter2 (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
Front Weight (6)
106.00
x Incline Factor (9) 0.95
Rear Weight (7)
The PLM II estimates payload by monitoring suspension pressures when the truck is loaded and
compares them to truck empty pressure values. The
PLM II uses one empty truck weight for all payload
calculations. This empty truck weight is called the
'tare weight'. It is not the empty vehicle weight
(EVW). It is an estimate of the empty weight of all the
truck components suspended above the suspensions. The process of making the PLM II calculate
the tare weight is called the calibration procedure.
This calibration weight is used as item #13 from the
manual calculation procedure in Figure 35-4.
1. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the display.
2. Press and hold the CAL/CLR
switch until "CALL0" is flashing
on the display.
75.10
x Incline Factor (10) 0.98
100.70
Viewing Payload Calculation Inputs
73.90
3. Press the CAL/CLR switch to cycle through the

following data. The sequence repeats.
Item and Description
Units
x Link Factor (11)
1.00
x Link Factor (12)
1.53
1. Year of Calibration
Last 2 digits of year
Front Weight
100.70
Rear Weight
113.70
2. Month: Day of Calibration
XX:XX
Front Weight
100.70
4. Truck Model Setting
Rear Weight
113.70
5. Pressure Front Left
Psi
Total Weight
214.40
6. Pressure Front Right
Psi
3. Hour: Minute of Calibration XX:XX
x Gain Factor (14) 1.00

- Calibration (13)
7. Pressure Rear Left
Psi
214.40
8. Pressure Rear Right
Psi
-70.60
9. Front Sprung Weight
Tons
10. Rear Sprung Weight
Tons
11. Degree of Incline
Nose Up Positive
FIGURE 35-5.
12. Incline Factor - Front Axle

13. Incline Factor - Rear Axle
14. Link Factor Front Axle
15. Link Factor Rear Axle
16. Calibration Weight
Tons
4. Press MODE once and "CHEC" will

flash on the display.
5. Press MODE once and the meter will return to
normal operation.
D35-8
Payload Meter II
D35001
Adjusting the Gain
Checking the Gain

flashing on the meter.
Before adjusting the gain perform the following steps:

1. Confirm the suspension oil and nitrogen
charges are at the levels specified in the shop
manual.
2. Press and hold the LIGHT/INC

switch until "ALL0" is flashing on the
display. "A.FUL" may also be displayed.
3. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. Press
MODE twice to return to normal operation.
2. Weigh the empty truck and then calibrate the

payload meter. Do both in succession to ensure
the weights are nearly identical.
3. Weigh at least 10 different loads to get an accurate deviation from actual scale weight and the
payload calculation from the payload meter.
Complete the gain adjustment worksheet at the
end of this module. The worksheet is an accurate way to calculate the necessary gain adjustment.
Adjustment Procedure:
1. Ensure the PLM II is in normal operating
mode.
2. Adjust the gain potentiometer on the side of the
meter. Right to decrease, left to increase.
flashing on the meter.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on the
display. "A.FUL" may also be displayed.
5. Press the LIGHT/INC switch14 times. The number displayed will be the current Gt gain. This is
not a "live" reading. Any time the gain is
changed, this cycle must be repeated to view
the new change.
6. Press MODE once and "CHEC" will
flash on the display.
normal operation.
D35001
Payload Meter II
D35-9
TYPES OF DATA STORED

Cycle Data
One cycle is considered to be from the point where a load is dumped to the point where the next load is dumped.
Data between these two points is recorded in memory. Examples of the data are shown below. The maximum number of cycles that can be stored in memory is 2900 cycles.
ITEM
UNIT
RANGE
REMARKS
Engine Operation Number
Number
1 - 65535
Advances by one each time the engine

is started.
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock These values are stored when the load

is dumped.
Time Minute
Minute
1 - 59
Payload
Metric tons
Short tons
0 - 6553.5
Travel Time When Empty
Minute
0 - 6553.5
Travel Distance When Empty
Miles/Km
0 - 25.5
Maximum Travel Speed When Empty
Mph/Kmh
0 - 99
Average Travel Speed When Empty
Mph/Kmh
0 - 99
Time Stopped When Empty
Minute
0 - 6553.5
Time Stopped During Loading
Minute
0 - 6553.5
Travel Time When Loaded
Minute
0 - 6553.5
Travel Distance When Loaded
Miles/Km
0 - 25.5
Maximum Travel Speed When Loaded
Mph/Kmh
0 - 99
Average Travel Speed When Loaded
Mph/Kmh
0 - 99
Time Stopped When Loaded
Minute
0 - 6553.5
Dumping Time
Minute
0 - 6553.5
Speed Limit
Mph/Kmh
0 - 99
Warnings For Each Cycle
The fault codes that occur during each cycle
D35-10
Payload Meter II
D35001
Engine ON/OFF Data

When the engine is started or stopped, the following data is recorded.
ITEM
UNIT
RANGE
REMARKS
Engine Operation Number
Number
1 - 65535
Advances by one each time the engine

is started.
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Last Two Digits Of The Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
Total Payload
Metric tons
Short tons
0 - 999900.0
Total payload from the time when the

engine was started until the time the
engine was shut off.
Total Number Of Cycles
Number
0 - 9999
Totals for the time that the engine was

running.
ITEM
UNIT
RANGE
REMARKS
Error Code
Displayed by a combination of letters and numbers representing a specific error code.
Engine Operation Number At Time Of

Occurrence
Number
Indicates when the engine was started.
Indicates when the engine was shut off.
Fault Codes and Warning Data
1 - 65535
Number Of Times Of Occurrence Since Number

The Engine Was Switched ON
1 - 255
Last Two Digits Of Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
D35001
Payload Meter II
Every time the engine is started the

number advances by one.
D35-11
Engine Operation
ITEM
UNIT
RANGE
REMARKS
Number when Canceled
Number
1 - 65535
Every time the engine is started the

number advances by one.
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
NOTE: If the engine operation number is a 0, this indicates that the problem occurred or was canceled (depends
on the operation that was performed) when the key switch was in the ON position and the engine was not
running.
Total Payload and Total Number of Cycles

The total payload and overall number of cycles can be displayed using the forced display operation. Both values
start from a zero point whenever the memory has been cleared. The payload total is automatically displayed when
the load is dumped.
ITEM
UNIT
RANGE
REMARKS
Total Payload
Metric Tons
Short Tons
0 - 999900.0
The total payload since the unit was

cleared.
Total Number Of Cycles
Digital Number 0 - 9999
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
0 - 59
ITEM
UNIT
RANGE
Set Up Data That The Operator Can

Check
Speed Limit
Km/MPH
Option Code
Digital Number Communication Mode
Year
Year
Month
Month
Day
Day
Hour
Hour
Minute
Minute
The number of cycles since the unit

was cleared.
Date and time the unit was cleared.
Other Data
Calibration Data
D35-12
Payload Meter II
REMARKS
Date and time when calibrated.
D35001
OPERATOR FUNCTIONS
Clearing the Operator Load Counter
Using the Operator Load Counter

The payload meter makes available to the operator a
total load counter and haul cycle counter. This allows
each operator to track the tons hauled during their
shift. The total is displayed in hundreds of tons. For
example, if 223 is displayed, this means that 22,300
tons have been hauled since the last time the cycle
counter was cleared.
This memory location is separate from the main payload data storage. This memory is not cleared when
the Data All Clear Operation is performed. Clearing
this memory does not affect the main payload data
storage.
1. Press the TOTAL/SFT switch once. The number displayed is the total tons hauled since the
last time the counter was cleared. The total is
displayed in hundreds of tons.
2. Press and hold the CAL/CLR switch until the
display flashes.
3. Press the CAL/CLR switch until "0000" is displayed. After 2 seconds the meter will return to
normal operation.
Clearing this memory does not affect the main payload data storage.
Dimming the Lights on the Display

Viewing the Operator Load Counter
There are a total of 10 brightness levels on the PLM

II display.
1. Press the TOTAL/SFT switch once.

If there is a fault code present at this time:
From the normal operation display:
2. The error code for that problem will be displayed. This will be a flashing display.
3. Press the TOTAL/SFT switch again. If additional faults or warnings exist, that fault code will
be displayed as a flashing code.
4. Repeat step #3 until no fault codes are displayed. ":" will show when no additional faults
exist. The display will then show total tons
hauled since the last time the counter was
cleared. The total is displayed in hundreds of
tons.
1. Press the LIGHT/INC switch. The lighting will

become one level dimmer. This will continue
until the lighting has reached its lowest level.
2. After reaching the lowest level, the display will
return to the brightest setting.
If the switch is held in the depressed position, the
brightness will change continuously.
5. Press the TOTAL/SFT switch again. The number displayed is the number of haul cycles since
the last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is displayed for 2 seconds before the display returns
to normal operations.
D35001
Payload Meter II
D35-13
INITIAL SETUP OF PAYLOAD METER

There are several things that must be checked and
programmed when a payload meter is first installed.
1. Check the switch settings on the side of the
meter.
2. Check the Operator Check Mode settings
3. Check the Service Check Mode settings
4. Calibrate the clean truck.
The next few pages show the steps required to perform these checks. Only after all of these steps have
been performed can the payload meter be released
for service.
Switch
Position
Initial Setup should be set to 1.00 - Gain

Clockwise(-20%) CCW (+20%)
Refer to "Gain Factor" for adjust guidelines
Do not Adjust - Buzzer Volume
7 - Speed Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to '6'.
7 - Distance Regulation
0=107%, 7=100%, F=92%
The 930-2 should be set to '6'.
4 - 685E
5 - 630E
B - 730E
Switch Settings
C - 930E
D - 530M/HD1500
E - 330M/HD785
F - 830E
FIGURE 35-6.
There are nine switches located behind the panel on

the left side of the payload meter. Figure 35-6 shows
the switch numbers. The following switch positions
should be confirmed before the meter is installed.
* Set switch 4 for the appropriate model.
D35-14
DOWN - Memory function

(DOWN = Enable, UP=Disable)
DOWN - Inclinometer Use

(DOWN = Enable, UP=Disable)
DOWN = Short Tons, UP = Metric Tons
UP
930E-2 trucks are equipped with 53/80R63 series

tires and require small changes to the switch settings of the PLM II. The tires have a larger rolling radius than the PLM II assumes. This
causes the PLM II to underestimate distances
by 1%. The Speed Regulation and Distance Regulation switches should be switched to position 6.
This is contrary to what the label may say.
Additionally, the payload gain on 930E-2 trucks
also needs to be adjusted. The front suspensions
are larger than the original 930E suspension, and
therefore, data programmed into the payload
meter is not completely accurate. The gain must
be increased by 1%. There are two methods for
changing this gain; changing the UP factor using
the buttons on the front panel, or using the gain
adjustment potentiometer on the side of the
meter. The preferred method is using the potentiometer. Refer to "Adjusting the Gain".
Payload Meter II
D35001
Checking the Service Check Mode
Checking the Operator Check Mode

The Operator Check Mode is used to check and
change several settings. These should be checked
before the payload meter is put into service.
1. Press and hold the MODE
switch. The display will show:
Refer to page 24 for additional information on UP

Factor and PL Mode prior to setting these values.
2. Press the MODE switch once.

The display will show: Refer to
"Data All Clear" to clear the haul
cycle data.
Setting "UP:XX"
MODE switches. The display will
show:

The display will show: Refer to
"Display of Fault Codes" for viewing fault codes.

TOTAL/SFT switches. The display
will show:

The display will show: This is the
truck ID number. Refer to "Setting
The Machine ID" to change Machine ID.
3. Press the CAL/CLR switch once.

The display will show:
4. Press the LIGHT/INC switch until "XX" is set to
the desired gain ( 9%).
5. Press the MODE switch once.The

display will show.
5. Press MODE. The display will

show:
Refer to "Setting The Operator

ID" to change operator.
6. Press MODE and the meter will return to normal

operation.

Setting "PL:00"
"SP:62" should be displayed. The

speed limit should be set to 62 to avoid unnecessary faults and warnings. Refer to "Setting
The Speed Limit" to make adjustments.

MODE switches. The display will
show:
TOTAL/SFT switches.The display
will show:
Refer to "Setting The Option

Code" to change the option.
8. Press the MODE switch once.The
current time should be displayed
with the minutes flashing. Refer to
"Setting The Time And Date" to change the time
and date.

9. Push the MODE switch to return to normal

operation.
6. Press the MODE switch. The display will show.
5. Press the LIGHT/INC switch until

"PL:00" is displayed. ONLY
"PL:00" IS RECOMMENDED.
7. Press MODE and the meter will return to normal

operation.
D35001
Payload Meter II
D35-15
Checking the Gt setting:
Calibrating a Truck
Refer to "Checking the Gain" and "Adjusting the

Gain" for display and adjustment information.
This procedure causes the PLM II to calculate a

new empty 'tare' (calibration) weight (refer to "Viewing Payload Calculation Inputs) for use with all subsequent payload estimates. Before calibrating,
confirm the truck nose up produces a positive incline.
Checking the Inclinometer Settings

Refer to "Viewing Payload Calculation Inputs" for
instructions on displaying truck pitch angle. With an
empty truck on level ground and suspensions properly charged, the display should indicate 0.0 1.0.
Remember, this is not a live display. After adjustment, Service Check Mode must be entered again to
obtain a new reading.
An alternative method is to use a personal computer
running the Komatsu Payload Download Program for
Microsoft Windows. The "Monitor Pressures" section
of the program displays live inclinometer data. The
inclinometer can be loosened and adjusted until the
live display shows 0.0 1.0 degrees with an empty
truck on level ground, and the suspensions properly
charged.
Another method is to use a voltmeter to read the voltage output of the inclinometer. With an empty truck
on level ground, and the suspensions properly
charged, the output voltage should be 2.6 0.1 volts.
The payload meter should be calibrated whenever

one of the following occurs:
1. When a new payload meter is installed.
2. When a suspension sensor has been changed.
3. Whenever the suspensions have been serviced
or the Nitrogen levels have changed.
4. Whenever any major change to the truck has
been performed that would change the empty
vehicle weight.
5. Once a month thereafter.
To calibrate the payload meter:

1. With the engine running and the truck stopped,
press and hold the CAL/CLR switch until "CAL"
is flashing on the display.
2. Drive the truck until the speed is approximately
6-10 MPH (10-15 Km/H)
4. Drive until the display switches back to the time
of day. This will take up to 30 seconds.
>Carry out this operation on flat level ground.

>Travel in a straight line.
>Maintain a steady speed, 6-10 MPH (10-15 Km/H)
5. The payload meter is now calibrated and ready
for normal operation.
D35-16
Payload Meter II
D35001
DISPLAYS AT START-UP
6. The display will show:

This function is not used.
POWER ON:
All external display lamps (Figure 35-2) will come on
and stay on for approximately 27 seconds during the
"Power-up Process".
"SU : - -" indicates Switch 8 is up.

"SU : oo" indicates Switch 8 is down.
The "Power-up Process" will display the PLM II

settings. Each display will occur for approximately 3
seconds:
This
display
indicates
the
Machine ID code where "xxx" indicates a value
between 0 and 200.
This display indicates the Operator ID code where "xxx" indicates a value
between 0 and 200.
In addition, a buzzer will sound

and the following lamps will light for 3 seconds:
Reception Pilot Lamp (2, Figure 35-1)
This display indicates the Speed

Limit setting where "xx" indicates a value
between 0 and 99 km/h.
Transmission Pilot Lamp (3, Figure 35-1)

Memory Card Pilot Lamp (4, Figure 35-1)
The "xx" indicates the Truck Model.

Refer to "Initial Setup of Payload Meter" for
code definitions.
This display indicates the Option

code setting.
Refer to "Operator Check Mode, Setting the
Option Code" and to "Method of Operation" for
more information on this function.
This display indicates the status

of the Memory Card where:
"Cd : - -" indicates Card Not Used, and
"Cd : oo" indicates Card Is Used.
Normal Operation
If the truck engine is started before the preceding
"Power-up Process" is completed, the display will
shift to normal operation.
This display indicates the status of

the Inclinometer for the PLM II, where
"CL : - -" indicates Inclinometer Not Used, and
"CL : oo" indicates Inclinometer Is Used.
If the engine is running when the payload meter

starts up, only "o:XXX" and "d:XXX" will display
before switching to normal operations.
This display indicates method of

measurement where:
"US : - -" indicates METRIC Tons.
"US : oo" indicates U.S. Tons.
D35001
Payload Meter II
D35-17
SETUP AND MAINTENANCE
Setting the Option Code
Speed Limit
1. Press and hold the MODE switch

until "Cd:dP" is displayed.
A warning can be displayed if the machine exceeds a

preset speed.

The available range is: 10 - 99 km/h (6 - 62 mph). It is

recommended to set the speed limit to 99 km/h (62
mph).

4. Press the MODE switch repeatedly until "OP.XX" is displayed.
Setting The Speed Limit
5. Press the LIGHT/INC switch to

change the "unit digit" to the desired number.

until "Cd:dP" is flashing.
6. Press the TOTAL/SFT switch and

the display will then indicate:


change the "tens digit" to the desired number.

8. Press the MODE switch to return to normal

operation.
4. Press the MODE switch repeatedly until "SP.XX" is displayed.
9. The Option Code selects the PLM II communication mode as follows:

change the "unit digit" to the desired number.
change the "tens digit" to the desired number.
8. Press MODE switch to return to normal operation.
Option Code
COMMUNICATION MODE
Stand Alone
10
PMC Mode (530M/HD1500 only)
12
Modular Mining Mode, Scoreboard

and User Data Communication
Mode
NOTES:
1. The Option Code is set to "0" for trucks not
equipped with Modular Mining System (MMS)
(Except 530M/HD1500).
2. The 530M/HD1500 with Powertrain Management Control (PMC) system uses "10" as the
setting for the Option Code.
3. For trucks with Modular Mining System (MMS)
or Scoreboard, the Option Code is "12".
D35-18
Payload Meter II
D35001
Setting The Time and Date
Setting The Machine I.D. Code






4. Press
the
MODE
switch
once."d.XXX" is displayed.
4. Press the MODE switch repeatedly until "XX:XX" is displayed.

change the last digit to the desired number.

change the minutes.

the display will show:


change the middle digit to the desired number.

change the hours. The clock is a 24 hour clock.



change the first digit to the desired number.

change the day.

operation.

change the month.
Setting The Operator I.D. Code




change the year.

14. Press MODE switch to return to normal operation.
4. Press the MODE switch repeatedly until "o.XXX" is displayed.

change the last digit to the desired number.
change the middle digit to the desired number.
change the first digit to the desired number.
operation.
D35001
Payload Meter II
D35-19
DOWNLOAD OF INFORMATION
DISPLAY OF FAULT CODES

Payload information and fault codes recorded should

be downloaded to a personal computer on a regular
basis. The software required is available under part
number AK4635. Detailed instructions for installing
the software and downloading the data is provided
with AK4635 PLM II download software.

Data All Clear
4. Press the TOTAL/SFT switch.

This function will erase all of the cycle data, engine

ON/OFF data, and fault/warning data. Total payload
and the overall number of cycles will not be cleared.
If there are no faults or warnings,

the display will show for 6 seconds.
IMPORTANT - Before clearing the data, download

the data to a personal computer.
If there are current faults or warnings, the

codes will be displayed in order of their priority,
the highest priority first. Each code will flash for
6 seconds.
To begin, the shift lever should be in the "N" position,

the brake lock set, the hoist control lever should be in
the "FLOAT" position and the body in the down position.
5. After the current codes have been displayed,

past history codes that have been reset will be
displayed. Each code will flash for 3 seconds.
1. Press and hold the MODE

switch until "Cd:dP" is displayed.
If there are no history codes or

after all history codes have been
shown, the display will show for 3
seconds:
3. Press and hold the CAL/CLR

switch until "A.CLE" is flashing.
The system will then proceed to the following

displays: Refer to Page 25 for details.
4. Press the CAL/CLR switch again

and the memory will be cleared. The meter will
then return to normal operation.
This does not clear the Operator Load Counter.
Condition of the shift selector on mechanical

trucks or brake lock on electric trucks.
The panel will display: "C1:XX" for 3 seconds,
then indicate:
Mechanical trucks
"C1:oo" Shift selector is in "N".
"C1:- -" Shift selector is not in "N'.
Electric trucks
"C1:oo" Brake lock is on.
"C1:- -" Brake lock is off.
Condition of the Body Up Switch signal.
The panel will display: "C2:XX" for 3 seconds,
then indicate:
"C2:oo" Body up switch is in up position.
"C2:- -" Body up switch is in down position.
D35-20
Payload Meter II
D35001
Condition of the Engine Oil Pressure signal.

The panel will display ":C3:XX" for 3 seconds,
then indicate:
"C3:oo" Engine is running.
"C3:- -" Engine is not running.
Condition of Alternator 'R' terminal signal.
The panel will display "C4:XX" for 3 seconds,
then indicate:
"C4:oo" Engine is running.
"C4:- -" Engine is not running.
Condition of the Spare Analog Input 1 signal.
The panel will display "C5:XX" for 3 seconds
with XX: as an input signal (V).
Condition of the Spare Analog Input 2 signal.
The panel will display "C6:XX" for 3 seconds
with XX: as an input signal (V).
Condition of the Spare Digital Input 1 signal.
then:
"C7:oo" High.
"C7:- -" Low.
Condition of the Spare Digital Input 2 signal.
then:
"C8:oo" High.
"C8:- -" Low.
6. Press the TOTAL/SFT switch to view faults
again or press the MODE switch to return to
normal operation.
D35001
Payload Meter II
D35-21
D35-22
Payload Meter II
D35001
D35001
Payload Meter II
D35-23
Service Check Mode
Monitoring Input Signals

This procedure can be used to monitor the current
input signals to the payload meter.
1. Press and hold the LIGHT/INC and MODE

switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE

switches until "CHEC" is flashing.
2. Press and hold the LIGHT/INC switch until

"ALL0" is flashing. "A.FUL" may also be displayed.
2. Press and hold the CAL/CLR and TOTAL/SFT

switches until "S.CHE" is flashing.
3. Press the CAL/CLR switch to cycle through the
following information :
C1:oo - Shift Selector in
"N"
C1:-- - Shift Selector not in
"N"
3. Press the LIGHT/INC switch to cycle through

the following data. The sequence repeats.
Item and Description
Units
1. Current Time
Hours: Minutes
2. Pressure Front Left
Psi
3. Pressure Front Right
Psi
4. Pressure Rear Left
Psi
5. Pressure Rear Right
Psi
C1
Mechanical Trucks
C1
Electric Trucks
C1:oo - Brake Lock On

C1:-- - Brake Lock Off
C2
Body Up
C2:oo - Body Down

C2:-- - Body Up
6. Front Weight
Tons
7. Rear Weight
Tons
C3:oo - Engine Run

C3:-- - Engine Stopped
8. Degree of Incline
Nose Up
Positive
C3
Engine Oil Pressure
C4
Alternator R Terminal C4:oo -Alternator Charging

C4:-- - Alternator Stopped
10. Incline Factor - Rear Axle
C5
Analog 1 - Not Used
11. Link Factor - Front Axle
C6
Analog 2 - Not Used
12. Link Factor - Rear Axle
C7
Digital 1 - Not Used
13. Calibration Weight
C8
Digital 2 - Not Used
C9
Speed
C10
Travel Distance under the current

xx.xx Miles
loaded or empty state
9. Incline Factor - Front Axle
Tons
14. Gt Gain
Vehicle Speed
03:01 - Empty Stopped

01:02 - Empty Traveling
06:03 - Loading
02:04 - Loaded Traveling
04:05 - Loaded Stopped
05:06 - Dumping
C11
Current Status
Note: Sample values
are shown.
C12a*
Time Empty Travel
S1:xx - Minutes*10
C12b
Time Empty Stopped
S2:xx - Minutes*10
C12c
Time Loaded Travel
S3:xx - Minutes*10
C12d
Time Loaded Stop
S4:xx - Minutes*10
15. Current Load
Tons
16. Backup Battery Voltage
Volts
4. Press MODE once and "CHEC" will flash on the

display.
normal operation.
* After 9.9 minutes, S1:-- will be displayed.

4. Press the MODE switch once and "CHEC" will
flash.
5. Press the MODE switch once and the meter will
return to normal operation.
D35-24
Payload Meter II
D35001
UP FACTOR - PAYLOAD CALCULATION

GAIN
Description of UP Factor
The payload calculation gain, or UP factor is multiplied to the actual calculated load. From the example
shown in Figure 35-4, the calculated load is 143.8
tons. If the UP factor is set to +5% the displayed load
will be 143.8 x 1.05 = 151 tons. This factor can be
used to minimize the effects of systematic error for a
particular truck. The UP factor is not applied uniformly to all load calculations. There are three operating modes for the payload meter and the UP factor
is applied differently to each mode. Therefore, it is
recommended that this percentage be set to 0. There
are significant differences in final calculated load that
can be introduced by adjusting this gain.
Payload meters sent from the factory are typically set to "UP: 5" indicating a +5% gain in final
load. This should be checked on all new meters
and changed to "UP: 0".
PL MODE -LOAD CALCULATION TIMING

Load Calculation Timing
The PL mode controls when the payload meter takes
a sample of the data and calculates the load. There
are three modes available. There are two sets of data
that are affected by the PL mode setting.
Modular Mining Transmission
Careful consideration must be given to the use of

PL:01 and PL:10. These modes divide the data
transmitted by Modular Mining and the data stored in
the payload meter's memory. Additionally, each
mode handles the UP factor differently and can calculate different loads for the same haul cycle. For
these reasons it is recommended that the payload
meter be set to use PL:00 in all cases.
PL:00
Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to
traveling 160 meters from the shovel. The captured
data is transmitted when the truck travels 160m from
the shovel. This load calculation will use the UP factor percentage.
Memory Storage - Same as above, the data is captured at the last transition from 0 to 1 MPH prior to
data is stored into memory when the body rises at
the dump. This load calculation will use the UP factor percentage.
PL:01
Modular Mining Transmission - The data is captured at the last transition from 0 to 1 MPH prior to
data is transmitted when the truck travels 160m from
the shovel. This load calculation will use the UP factor percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
PL:10
Memory Storage
The PL mode setting can have a significant impact
on the perceived accuracy of the payload meter.
PL:00 is the only recommended setting.
Modular Mining Transmission - The data is captured and transmitted when the truck travels 160
meters from the shovel. This calculation will not use
the UP factor percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
Use of settings other than PL:00 is NOT recommended.
D35001
Payload Meter II
D35-25
FINAL GEAR RATIO SELECTION

For an 830E truck, the proper gear ratio has to be
selected.
1. Press and hold the MODE and
LIGHT/INC switches until "CHEC"
is displayed.
2. Press and hold the TOTAL/SFT and
LIGHT/INC switches until "S.SEL" is
displayed.
3. Press the CAL/CLR switch repeatedly until "A.XX" is displayed, where
"XX" is one of the following:
"XX"
Gear Ratio
Remarks
00
31.875
Original
01
36.400
High Traction
02
28.125
Standard
03
26.625
High Speed
NOTE: The Payload Meter is originally set to "00".

4. Press the TOTAL/SFT switch and "XX" will
flash.
5. Press the LIGHT/INC switch to select the
desired gear ratio.
6. Press the MODE switch
"CHEC" will be displayed.
and
7. Press the MODE switch and the meter will

D35-26
Payload Meter II
D35001
BATTERY REPLACEMENT PROCEDURE

ERROR CODE, F-09, DISPLAYED
4. Remove the electrical connector. Remove the

screws on the top surface and the rear face.
Remove the cover (Figure 35-8). This will
expose the battery, its wires, and the connector.
Replacing the Battery

The payload meter has an internal battery used to
protect the memory from being erased when the key
switch is turned to the OFF position. Battery life is
approximately 2 years. The capacity of the battery is
monitored by the payload meter. When the voltage of
the memory battery drops, error code, F-09, will be
displayed.
When the F-09 error code appears, download the
data within 48 hours; otherwise, the data may be lost.
The haul cycle data may not be recorded properly
while F-09 is displayed.
At this time it will be necessary to replace the battery. This should be performed when the truck is in
an unloaded condition. The data stored in the payload meter should be downloaded to a personal computer or carry out the memory card dump operation.
If this is not done, when the battery is disconnected
all data will be lost.
All that is required is a phillips-head screwdriver and
a new battery (P/N 581-86-55710)
FIGURE 35-8. ACCESS TO BATTERY

5. Grasp the wires coming from the battery and
pull outward. By pulling perpendicular from the
board, it will disconnect the connector from the
board and pull the battery out of its holder
simultaneously (Figure 35-9).
1. With the keyswitch in the ON position, download the data stored in the payload memory, or
perform the memory card dump operation.
2. Turn the keyswitch to the OFF position.
3. Remove the four mounting screws holding the
payload meter in position and then pull the payload meter out, away from the instrument panel
(Figure 35-7).
NOTICE - Use care not to let dirt, metal or spare
parts to drop inside the controller at any time.
FIGURE 35-9. BATTERY INSTALLATION
6. Insert the connector of the new battery directly

into the connector on the board (Figure 35-10).
Place the battery in the battery holder, and pass
the wiring through the notch. When doing this,
insert the wiring into the bottom of the holder
and pass it through the notch.
FIGURE 35-7. REMOVING PAYLOAD METER
D35001
7. Install the controller cover, replace the electrical

connector, and install the payload meter controller back into the instrument panel.
Payload Meter II
D35-27
9. Forcibly clear the data for the total payload and

overall number of cycles. With this operation
performed, all the unwanted data inside the
payload meter is cleared. Except for the calibration data, all the data recorded in the previous
steps is also erased.
10. After this procedure has been performed the
system is ready for normal function.
SUSPENSION PRESSURE SENSOR

The pressure sensors are mounted on top of each
suspension cylinder. The sensors produce a voltage
signal from 1 - 5 volts output.
FIGURE 35-10. BATTERY CONNECTION
The pressure sensor is mounted to the suspension

cylinder using a Schrader Valve assembly, adapter
and sensor. The sensor can be replaced without
releasing the pressure in the suspension by removing the sensor with the adapter.
After Replacing the Battery

While replacing the battery, the backup power source
for the memory inside the payload meter is momentarily disconnected. This can allow unwanted data
(garbage) to enter the memory and affect the meter's
recognition procedures. The following will remove
this unwanted data.
1. Turn the keyswitch to the ON position.
may flash.
2. Using the Operator Check Mode, set the speed
limit option code, time and date. (These were
erased from memory when the battery was disconnected).
3. Without turning the keyswitch to the OFF position advance to the start position. With the
engine running, the display:
may flash.
Removal
Ensure the adapter and sensor are removed

together from the valve assembly. Removing the
complete valve assembly or just the sensor may
result in the component being forced out of the
suspension by the gas pressure inside.
1. Disconnect sensor from truck wiring harness.
Note: The Schrader valve in the valve assembly will
prevent gas from escaping when adapter and
sensor are removed together. If entire valve
assembly is turned allowing nitrogen gas to escape,
recharging of the suspension will be required.
2. Hold valve (2, Figure 35-11) with wrench while
removing the adapter/sensor assembly (3 & 4).
3. Remove sensor (4) from adapter (3).
4. Perform the calibration procedure. Refer to

"Calibrating a Truck".
5. Load the truck to the rated payload, or close to
it. Dump the load.
6. Move the truck to a safe area, wait at least 5
seconds after dumping the load, then shut the
truck down.
7. Turn the keyswitch back to the ON position but
do not start the engine.
8. Perform the Data All Clear in the Operator
Check mode.
D35-28
Payload Meter II
FIGURE 35-11. PRESSURE SENSOR

1. Schrader Valve
2. Valve Assembly
3. Adapter
4. Sensor
D35001
Installation
Installation
1. Install inclinometer (3, Figure 35-13) with capscrews, nuts and lockwashers (4).
1. Install a new O-ring onto sensor (4, Figure 3511) and install sensor onto adapter (3). Tighten
the sensor to 22-29 ft.lbs. (30-39 N.m).
2. Install a new O-ring onto adapter (3) and install
complete adapter/sensor assembly onto valve
(2). Hold the valve body and tighten adapter/
sensor assembly to 103 ft.lbs. (176 N.m).
3. Connect the sensor wiring to the truck wiring
harness. The sensors have three wires. Be sure
that wires are connected correctly. (Figure 3512)
FIGURE 35-12. SENSOR SIDE CONNECTOR VIEW

Pin Number
Wire Color
Wire Function
Black
Ground (GND)
Red
+ Power
White
Signal
FIGURE 35-13. INCLINOMETER

1. Operator's Center
3. Inclinometer
Console Frame
4. Capscrew, Nut and
2. Bracket
Lockwasher
2. Connect inclinometer wiring to the truck wiring
harness. (Figure 35-14) Be sure that wires are
connected correctly.
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution
between the front and rear axles changes. To compensate for this, the inclinometer measures the
ground angle at which the truck rests. This data is
then sent to the payload meter so it can calculate the
correct payload weight. The inclinometer is located
below the operator's center console (passenger seat
structure).
Removal
1. Disconnect inclinometer wire lead from harness.
2. Remove the three capscrews, nuts and lockwashers (4, Figure 35-13) and inclinometer (3).
FIGURE 35-14. INCLINOMETER SIDE

CONNECTOR VIEW
Pin Number
Wire Color
Wire Function
Black
Ground (GND)
Red
+ Power
White
Signal
Adjustment
1. Park the truck on a 0% grade.
2. Loosen the three inclinometer mounting capscrews (4, Figure 35-13) and rotate the inclinometer until a voltage range of 2.6 0.1 volts
can be measured (using a volt-meter) at pins 1
and 2 of the inclinometer harness connector.
3. Tighten all capscrews (4, Figure 35-13) to standard torque, after the adjustment.
D35001
Payload Meter II
D35-29
PAYLOAD METER BACK PANEL
D35-30
Payload Meter II
D35001
CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector

Comments
CN3 - AMP MIC-MKII 9 Pins

White (RS-232C Port)
No.
Description
Power +24V (Battery)
No.
Description
Lamp Relay 1
RTS
Lamp Relay 2
SG
Lamp Relay 3
RD
Lamp Relay 4
TX
Lamp Relay 5
CTS
Speed Sensor (Signal)
DTR
Speed Sensor (GND)
DSR
Alternator R Terminal (Charge Signal)
10
Key Switch ACC Terminal (ACC Signal)
Running - 28VDC
Off - 0VDC
11
12
13
GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector
CN4 - AMP 040 8 Pins Black

(Optional Input, Reserved)
No.
Description
Comments
Engine Oil Pressure Switch
Running Open
Off - Closed
No.
Description
Optional Input GND
+18V
Analog Input 1
Analog Input 2
Sensor Power Out
Sensor GND
Left Front Suspension Pressure Sensor
1-5VDC Normal
Digital Input 1
Right Front Suspension Pressure Sensor
1-5VDC Normal
Digital Input 2
Left Rear Suspension Pressure Sensor
1-5VDC Normal
Right Rear Suspension Pressure Sensor
1-5VDC Normal
Inclinometer
Body Rise Signal
Body Down - Open

Body Up - Gnd
10
Brake Lock Signal/Neutral Signal
Lock Off - Open

Lock On - Gnd
11
12
D35001
Payload Meter II
D35-31
PAYLOAD METER II RE-INITIALIZATION PROCEDURE

This procedure is designed to reset the Payload
Meter II to clear repeated F.CAL errors.
This procedure is necessary to fix a rare condition in

the operation of the meter. Indication for this procedure is a repeated display of F.CAL on the meter
despite repeated calibration. If possible, download
the payload meter before performing this procedure.
This procedure will erase all memory and user settings.

7. Set the time, date, OP, PL, and UP settings. All
other user settings should updated at this time.
8. Calibrate the payload meter by holding the CAL
button until CAL flashes.
9. Release the brake lock (park brake for 330M/
HD785), begin driving 5-8 MPH on level ground,
and press CAL. CAL should display until the
meter finishes its calibration.
10. Load the truck to rated load and drive through
one haul cycle.
11. After dumping the load, wait at least 15 seconds
and drive the truck to a safe location.
This procedure should be performed before any

payload meter is returned for warranty or repair.
Before performing this procedure, be sure that the
engine inputs into the payload meter can be manipulated to indicate engine running and engine stopped.
Some payload meter installations have hard-wired
these inputs. These inputs must be accessible and
able to produce the following input conditions:
Condition
21C
Engine Oil
Pressure
21D
Alternator "R"
Terminal
Engine Running
Open
24VDC
Engine Stopped
Ground
Open
12. Stop the truck and shut down the engine.

13. Turn on the payload meter but leave the engine
off.
14. Hold MODE and LIGHT until "CHEC" flashes.
15. Hold LIGHT and CAL until "A:CLE" flashes.
16. Press CAL to clear the service memory.
17. When "CHEC" is displayed, press MODE to
18. Clear the haul cycle memory by holding MODE
19. Press MODE and "A.CLE" will be displayed.
20. Hold CAL until "A.CLE" flashed.
21. Press CAL once more to clear the haul cycle
memory.
1. Turn off all systems.

2. Turn on the Payload Meter but leave the engine
off.
22. Clear the operator load counter by pressing the

TOTAL button until ":" is displayed.
3. Hold MODE and LIGHT until "CHEC" flashes.
23. Hold the CAL button until the display flashes.
4. Hold the CAL, TOTAL and LIGHT buttons until

"00:00" is displayed.
24. Hold the CAL button until "0000" is displayed to

clear the memory.
5. Press CAL for 2 seconds." 00 00" will flash and

the meter will erase its memory and reset to its
factory settings. This includes OP, UP, PL,
P.SEL, and E.SEL settings. The meter will
restart and display "F.CAL".
25. The payload meter should now function normally.
D35-32
Payload Meter II
D35001
PAYLOAD CIRCUIT NUMBERS

Circuit Designation
Circuit Description
39F, 39F1...39F5
39FA
Pressure signal Right Rear
39FB
Pressure signal Left Rear
39FC
Pressure signal Right Front
39FD
Pressure signal Left Front
39FE
Inclinometer signal
39FG
Sensor ground
39A
PLM lamp output - green
39B
PLM lamp output - amber
39C
PLM lamp output - red
39D
PLM lamp output - unused
39E
PLM lamp output - unused
39G
+24 volt PLM power
39AA
Load light - green
39BA
Load light - amber
39CA
Load light - red
73FSL
TCI 100% load signal - 930E only
73MSL
TCI 70% load signal - 930E only
714A
Speed signal
714AT
Speed signal
63L
Body up (gnd = up, open = down)
39H
Brake lock (gnd = release, open = lock)
35L1
PLM RS232 RTS (request to send)
35L2
PLM RS232 signal ground
35L3
PLM RS232 receive
35L4
PLM RS232 transmit
35L5
PLM RS232 CTS (clear to send)
35L6
35L7/35L4
Scoreboard 1 to scoreboard 2
35L8
PLM chan 2 TxD
35L9
PLM chan 2 RxD
21C
Engine oil pressure (gnd = off, open = run)
21D
Alternator R-Terminal (open = off,+24V = run)
D35001
Payload Meter II
D35-33
TROUBLESHOOTING
COMMON PROBLEMS
Suspension Charging
The Payload Meter II is a reliable controller and is rarely the source of failure in calculating payloads. The single
most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance personnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most
often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service.
Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found
many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for maintenance by mine personnel. In some cases these trucks were returned to operation in worse condition than when
they were first checked because service personnel did not take the time to carefully charge the suspensions.
The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat suspension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom. This
often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force applied to
the suspension by the weight of the material in the body and inaccurate payload calculations will result.
In addition to inaccurate payload calculations, improperly charged suspensions increase wear-and-tear on truck
frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with undercharged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the suspensions are not being properly maintained and the truck is on a path toward increased operating costs and
system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and
care.
Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the following items are very important for proper charging:
Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to completely
discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove as much
of the oil/nitrogen mixture as possible.
Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottoming
out.
Charge the suspension to the proper height with nitrogen.
Refer to Section H for the proper charging procedures.
This module contains an example of how to use the Scope program from Komatsu to monitor suspension pressure
data.
D35-34
Payload Meter II
D35001
Symptom Table
PROBLEM
PROBABLE CAUSE
Payload meter is not recording haul cycles.

Only one haul cycle in memory.
Broken or missing body-up signal. The body up

signal triggers the PLM IIto start a new haul
cycle. Check using the "Monitoring Input Signals"
procedure.
Display shows payload all the time.

Display does not show time when the truck is traveling.
No distance or speed information is recorded in
the haul cycle data.
Broken or missing speed signal. Check using the

"Monitoring Input Signals" procedure.
Payload meter does not 'count up' while driving

away from the shovel.
Payload meter will not calibrate.
F-18 fault
Missing alternator R-terminal signal. Troubleshoot

signal or make modification to eliminate signal.
Refer to the F-18: R-Terminal, Oil Pressure Signals on the following page.
F20 - F28 faults flashing
Shorted sensor power or ground. Troubleshoot

wiring. Refer to the "Shorted 18v Sensor Power
Supply" fault tree in this section.
Pressure sensor value drifts up or down erratically.
Missing Body-Up Signal

The payload meter starts a new haul cycle after the body comes down from dumping the last haul cycle. Each new
haul cycle starts at the dump. Without a body-up signal, the payload meter does not know that a new haul cycle
has started. The payload meter will not record new haul cycles without the body-up signal. This is the most common sign that the signal is missing.
The body-up input signal is received from a magnetic switch located on the inside of the truck frame forward the
pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is
down, the switch closes and completes the circuit to 71-Control Power. 24vdc indicates the body is down. Open circuit indicates that the body is up. This input can be checked using the "Monitoring Input Signals" procedure.
D35001
Payload Meter II
D35-35
Missing Speed Signal

The payload meter uses the speed signal to measure distances and speeds. It is the speed signal that causes the
payload meter to sample pressure data to estimate payload just after loading. After the truck travels 160 m (0.10
mi.) the payload meter records the payload estimated using the data captured just after loading. During the 160 m,
the payload meter displays a count. When the payload meter is set to display metric units, it counts up to 160 m.
When English units is selected, it counts up to 0.10 mi. This 160 m (0.10 mi) is designed to allow the truck to reposition around the shovel during loading.
If the speed signal is missing, the payload meter captures suspension data when the body rises at the dump.
Without the speed signal, the payload meter cannot determine that the truck has begun moving after loading. In
addition, it cannot measure the 160 m from the loading site. While the truck is loaded, the payload meter will display live payload estimates. When the truck is empty, the payload meter will display 0. The haul cycle data stored in
memory will have 0 recorded to max speed and haul cycle distance.
F-18: Alternator R-Terminal, Oil Pressure Signals

The PLM II monitors engine hours using the alternator R-terminal and oil pressure signals. The payload meter
will register a fault if both signals are not present.
For the R-terminal input to the payload meter, 24v=engine running and 0v=engine stopped.
For the oil pressure input to the payload meter, open=engine running and ground=engine stopped.
It is recommended that these inputs be modified to indicate that the engine is running at all times. Connect the Rterminal input to payload meter to the keyswitch (712) signal. Disconnect and tape back the oil pressure signal to
the payload meter. These changes will cause the payload meter to always consider the engine to be ON.
There are 2 effects from this change.
On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload meter.
Shorted 18v Sensor Power Supply (930E)

The 18v sensor power supply, circuit 39F, comes from the payload meter and branches out to the inclinometer and
pressure sensors. The connection for this is made approximately 30.5 cm (12 in.) from the connection at the back
of the cab, just above the wheel. This can be a common point of failure and should be the first place to check when
the pressure sensor values drift erratically while the truck is sitting still or the payload meter indicates shorts on all
the pressure sensors.
The harness may be repaired with a butt splice, or a new harness can be purchased and installed.
D35-36
Payload Meter II
D35001
FAULT TREE DIAGNOSIS

Payload Lights Won't Illuminate
The load lights are illuminated for 5 seconds after the keyswitch is turned ON. The load lights are powered through
a 15A breaker on relay board 2 (RB2). The Light Control Relay (LCR) is activated by a ground signal through the
brake lock switch. The brake lock switch must be closed to complete the circuit through the LCR relay and power
the load lights. Each light color is controlled by a relay on RB2. Each load light relay coil is grounded through the
payload meter to activate the light. There is one relay for each color light.
If the load lights do not illuminate during loading, verify the brake lock is being used at the loading site. Verify that
the lights illuminate when the keyswitch is turned ON. If not, check the 15A circuit breaker and the LCR relay, first.
Then, check the brake lock signal to the relay board. Ensure that the connections to the relay board are solid.
D35001
Payload Meter II
D35-37
Red, Amber or Green Payload Light Does Not Illuminate

The payload lights only illuminate when the brake lock is applied. If all the load lights are not working, be sure to
troubleshoot the light control relay, refer to Payload Lights Won't Illuminate.
The most common reason for a payload light not working is a burned out bulb. Replace burned out bulbs with
Komatsu's high durability replacement lights. Komatsu is also currently working on Light Emitting Diode (LED)
replacement lights with significantly longer life. Check with your distributor for availability.
D35-38
Payload Meter II
D35001
Cannot Download - PC Communications

The most common problem with PC communications to the payload meter is configuration of the PC. Be sure the
correct serial port is selected for your laptop. In addition, be sure you have the latest PC software by checking with
your distributor.
Verify the payload meter is using the proper OP setting. Refer to Setting the Option Code for information on OP
settings.
No body-up input signal can be perceived as a communication problem with the payload meter. Without the bodyup signal, the payload meter never starts a new haul cycle. When the payload meter is downloaded, and no haul
cycles have been stored in memory, a technician may assume that the laptop did not communicate with the payload meter.
D35001
Payload Meter II
D35-39
PC Communications Configuration
Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong
serial port is set, or old software is being used that is not compatible with newer computers.
Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is
sometimes labeled as COMM1.
Occasionally, installed software on the laptop will take command of the serial port and not let the download software have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other Personal
Digital Assistant (PDA) devices monitors the serial port for connections. When this software is active, the download
software cannot use the serial port and cannot download the payload meter. Ensure this software is not running
when attempting to download data from the payload meter.
D35-40
Payload Meter II
D35001
F.CAL: Payload Meter Won't Calibrate

The most common cause for failure to calibrate is a missing speed signal to the payload meter. Check the inputs to
the payload meter to confirm that the speed signal is being received. Refer to Monitoring Input Signals.
The payload meter also uses the R-terminal and oil pressure signals for calibration. These signals indicate that the
engine is running. Verify these signals are being properly received.
D35001
Payload Meter II
D35-41
F-20: Sensor Power Fault

A common failure point can be the connector on the suspension pressure sensors. These connectors take a lot of
abuse from pressure washing and occasionally short circuit or develop floating voltages from water and dirt intrusion. The quickest way to fix these problems is to disconnect the two halves and blow out any debris and clean the
contacts. The process of disconnecting and re-inserting a connector often clears up many problems. If a problem
persists, check the crimps on the terminals for intermittent connection due to vibration and wear.
On the 930Es, the most common cause for sensor power faults is a short in the harness coming from the back of
the cab to the Aux/Junction box. This harness contains a splice for sensor power. This splice is approximately 305
mm (12 in.) from the connector and is exposed to vibration and dirt from the left tire. It may be possible to locate
this splice and repair it. A single wire for circuit 39F carries 18v from the payload meter to the splice, where it
branches out for each sensor.
The 39F circuit from PLM II is over-current protected. If this circuit is shorted to ground, the payload meter will
automatically shut off the 18v supply. This will cause the payload meter to register faults for all the sensors.
In general, check the voltages at the sensors. It may be possible to disconnect each sensor in the junction box to
see where the short may be. If disconnecting all the sensors does not clear the fault, it is likely that the problem lies
within the harness from the back of the cab to the control cabinet.
Refer to the following page for the fault tree diagram.
D35-42
Payload Meter II
D35001
Sensor Power Fault Fault Tree
D35001
Payload Meter II
D35-43
F-21, F-25: Left Front Pressure Sensor

F-22, F-26: Right Front Pressure Sensor
F-23, F-27: Left Rear Pressure Sensor
F-24, F-28: Right Rear Pressure Sensor
A common problem with sensors is connector failure. Often the connectors to the suspension pressure sensor are
not secured to the truck and become caked with mud and debris. They become targets for the power washers used
to clean the trucks at maintenance. Many problems with the pressure sensors can be relieved by disconnecting
the connector, cleaning the terminals, reconnecting the connector halves, and securing the connector. Over time,
the terminal crimps may fail and need to be replaced.
Check power supply voltage to the sensor between circuits 39F (red, 18vdc) and circuit 39FG (black, ground).
Check the sensor output between circuits 39FA, 39FB, 39FC or 39FD (white, 1-5vdc) and circuit 39FG (black,
ground). It may be helpful to check these voltages on the sensor side of the connector and on the harness side of
the connector. Corrosion in the connector can affect voltages through the connection.
Compare output voltage from the pressure sensor to the pressure inside the suspension. Use a pressure gauge to
measure the pressure in the suspension. The output voltage from the pressure sensor is a 1-5vdc signal. This 4volt span linearly represents 0 to 2845 psi. For example, if the pressure in the suspension is 410 psi, the output
voltage should be:
410
Voutput = 1 + 4
= 1.576vdc
2845
Dont forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt
The generic version is:
Suspension _ pressure
Voutput = 1 + 4
2845
D35-44
Payload Meter II
D35001
Pressure Sensor Fault Tree

NOTE: Confirm the sensor voltages using the Sensor Power Fault tree to confirm that the problem is not a failure in
the harnesses coming from the cab to the control cabinet. If all the pressure sensor faults are active, check the
power supply first.
D35001
Payload Meter II
D35-45
F-31, F-32: Inclinometer

There are very few problems with the inclinometer in general. The inclinometer allows the payload meter to compensate for front-to-rear weight transfer on a grade.
Verify that when the truck nose is pointed uphill, the inclinometer reads positive. It is possible that the inclinometer
is installed backwards. This could significantly reduce the accuracy of payload calculations.
The inclinometer output is voltage that linearly represents the angle of the truck with nose up producing a positive
incline. 0 = 2.6vdc and the voltage output decreases with positive incline. For example, with the truck parked 5
nose up:
Using the formula:
volts
Voutput = 2.6 volts - 0.103 degree
x inclinedegrees
The inclinometer output should be:

volts
Voutput = 2.6 volts - 0.103 degree
x 5 = 2.085volts
Refer to the following page for the Inclinometer Fault Tree.
D35-46
Payload Meter II
D35001
Inclinometer Fault Tree
D35001
Payload Meter II
D35-47
Body Up Input
The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when
the body comes down from dumping the last load. If the payload meter cannot sense the body up and down, it will
not begin recording haul cycles.
Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up
switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be misaligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches.
NOTE: The input to the payload meter is live and can be checked by raising and lowering the body or using a
large washer to trigger the switch.
D35-48
Payload Meter II
D35001
Brake Lock Input

The brake lock is used to lock only the rear wheels during loading. This allows the front wheels to rotate slightly and
allows the payload meter to more accurately estimate payload. It is very important that only the brake lock be used
during loading. Using the service brakes will significantly decrease payload meter accuracy.
The brake lock connects circuit 39H to ground. The circuit is wired through a small black connector behind the dash
panel.
Confirm that the warning light panel indicates that the brake lock is recognized by the other truck systems. If so, follow the signal from the switch to the payload meter. It may also be that the connector on the back of the payload
meter needs to be disconnected and re-inserted to clean the contacts.
D35001
Payload Meter II
D35-49
Speed Signal
The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does
not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal
may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to Monitoring Input Signals. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree.
NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the payload
meter correctly reads the brake lock input.
930E Speed Signal
On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sensor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel
must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to
power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition,
because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the contacts of the harness to determine if the sensor has failed.
To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in
the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the payload meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back
of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a
signal back to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Adjusting the Speed Sensor
1. Align a tooth on the speed sensor gear with the tip of the speed sensor.
2. Check the distance between the speed sensor and gear tooth with a feeler gauge.
3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place.
4. Rotate the wheel hub 180 and verify that the gap has remained within specifications.
730E/830E Speed Signal
The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel
motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the
transformer, the signal travels through the connector at the back of the cab up to the payload meter.
Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its
electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the transformer. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The
speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
HD1500/530M Speed Signal
The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter.
You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from
the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the procedure outlined in Monitoring Input Signals.
Refer to the following page for the fault tree diagram.
D35-50
Payload Meter II
D35001
Speed Signal Fault Tree
D35001
Payload Meter II
D35-51
CONNECTORS AND PRESSURE SENSORS
PAYLOAD METER BACK PANEL
Connector 7821915320
Terminal 7821915010
Terminal 7827101440
Plate 7821912450
Terminal 7821912020
Plate 7821912510
HARNESS CONNECTORS TO PAYLOAD METER
HARNESS SIDE
SENSOR SIDE
Terminal 0805500050
Grommet 0805500060
Holder 0805500330
Terminal 0805500040
Grommet 0805500060
Holder 0805500330
PRESSURE SENSOR CONNECTIONS
D35-52
Payload Meter II
D35001
HARNESS SIDE
A:A:
PLM
RTS
PLM
RTS
B:B:
PLM
SGND
PLM
SGND
C:C:
PLM
Rxd
PLM
Rxd
D:D:
PLM
Txd
PLM
Txd
E:E:
PLM
CTS
PLM
CTS
MATING FACE OF
DOWNLOAD
CONNECTOR
BRAKE LOCK
CONNECTOR
24 Pin Connector PB9818

Pin Contact PB8647
Plug PB8453
Connector Plug PB8643

Pin Contact PB8921
R/P239 PAYLOAD METER CAB CONNECTOR
D35001
Payload Meter II
D35-53
Housing PB9756
Contact PB8602
Pin Contact PB8626
Strain Relief PB9814 (2)
Screw VW7336 (2)
Cap PB9827
Housing PB8599
Contact PB8602
Pin PB8626
Strain Relief PB8604 (2)
Screw VW7336 (2)
TYPICAL CONTROL CABINET CONNECTOR
PRESSURE SENSOR COMPONENTS
D35-54
Payload Meter II
D35001
REAL-TIME PAYLOAD METER II MONITOR PROGRAM

Originally, this program was designed for engineering testing purposes only. It was not designed for general distribution or use. This program sets the Komatsu Mining Systems Payload Meter II into real-time data transfer
mode. This allows the technician to monitor all inputs into the system. Scope also allows for the logging of this
real-time data. These files can be used to analyze the inputs over a period of time.
Scope is used to record suspension pressures during a haul cycle. These pressures can be imported into Microsoft
Excel or other spreadsheet programs to graph each suspension. Visually, a service technician can look for flat or
undercharged suspensions. In addition, all the input to the payload meter can be checked using the PC instead of
the switches on the front panel of the payload meter
System Requirements - Microsoft Windows 95, access to serial communications port 1, EF9159 & EF9160 harnesses to connect the Payload Meter II to the serial port of the PC. Payload Meter II must also be set up to use
MMS Communications Mode. This is indicated on power up of the Payload Meter by OP12. Changing this setting is
described in Setting the Option Code.
Downloading Scope Scope is available on the internet. It can be found at the following address:
http://www.kms-peoria.com/payload
The program, Scopezipped.exe, is a self-extracting executable. Save it into its own directory on your hard drive
and run it. The program will unzip and be ready to run.
NOTE: This program has not been tested on all versions of Windows and may not work on all operating systems.
D35001
Payload Meter II
D35-55
Use the following two tables in conjunction with the screen shot on the following page for a description of typical
Scope information.
TABLE 1. DATA DEFINITIONS & COMMENTS

DISPLAY
DEFINITION
COMMENT
K packet data sent
P packet data sent
Final payload data
M4
M4 packet data sent
Swing load data
M2
M2 packet data sent
Real time data
ACK
Initialize real-time
The PLM acknowledges the transmission of a

command from Scope
NAK
Acknowledge data
No acknowledgment of the transmission of a

command from Scope
Unknown
Unassigned packet data
Unexpected Data
(error 1)
Missed communication packet, Frame started

with something other than STX.
Unexpected STX
(error 2)
PLM II transmitted a re-transmit request or reinitialized communications unexpectedly in middle of frame
BCC error (error 3)
Block check sum error
Program error
(error 4)
Scope cannot resolve

communication error
Rep Code
Final Load
The final load calculated by the PLM II.
Final Pressure
The pressure used to calculate the final payload.
Swing Load Data
All data used to calculate and transmit the displayed swing load.
RTM Data
Real-time data transmitted to Scope via the

RS232 connection. This data is transmitted by
the PLM II every 200ms.
D35-56
Payload Meter II
D35001
TABLE 2. TRUCK STATUS & INPUTS

DISPLAY
RTM Status
RTM D I/O
D35001
DEFINITION
Truck State
Input States
EXAMPLES
1.
2.
3.
4.
5.
6.
Empty Stop
Empty Run
Loading
Loaded Run
Loaded Stop
Dumping
N
n
B
b
E
e
R
r
Brake Lock ON
Brake Lock OFF
Body DOWN
Body UP
Engine RUN, Oil Pressure Up
Engine OFF, Low Oil Pressure
R Terminal - Alternator Charge
R Terminal - Alternator OFF
Payload Meter II
D35-57
Menu Functions
The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file
described below. There is no online help available for Scope.
StartRTM - Initializes the real-time communications link to the PLM II.
StopRTM - Stops the real-time communications link to the PLM II.
StartLog - Begins sending real-time data to the data file started using the File Save As command.
StopLog - Stops sending real-time data to the data file started using the File Save As command.
Using Scope
1. Start Scope Payload Meter II.
2. Power the Payload Meter II System.
3. StartRTM - Start real time communications soon after the payload meter finishes its initial display of internal
settings. This display cycle is described in Displays at Start-Up.
4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into
the Payload Meter II. The suspension pressures, inclinometer, speed, and truck status displayed are the
current readings from all sensors. This display will remain live as long as the communications connection is
maintained.
5. To create a record of the data being transmitted by the Payload Meter II, press StartLog. The program will
prompt for a file name. Once entered, Scope will begin to save data to this file.
6. Use the StopLog command to stop logging data to the file.
7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter
should indicate a communications error.
Log File Information

There are several considerations to make for log files of data from the Payload Meter.
One line is written every 200ms (5 times each second). The data file can quickly become very large. File sizes of
19MB are not uncommon for one haul cycle. Check to be sure that the drive where the file is being stored has
capacity for these large files.
The column headings for Real-Time data lines are not recorded in the data file, they are:
Time
D35-58
Type
Tons
FL
FR
RL
RR
Inc
Speed
Payload Meter II
State
Lock
Body
Engine
D35001
All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A
typical file looks like this:
In the sample data shown, the column marked "Type" refers to the type of data being transmitted; R is used for
Real-Time, F is used for Final Load and S is used for Swing Load.
For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR.
For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.
Connections to Payload Meter II

Two harnesses are required to connect a PC to the Payload Meter II.
EF9159 - Connects to the back of the Payload Meter II to a panel mount connector.
EF9160 - Connects from the panel mount connector to the PC.
The connectors and pins typically used for the payload meter connection are :
Description
Part Number
Terminal
7827101440
Connector
7845253670
The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are :
1 - RTS
D35001
2 - Signal Ground
3 - RxD
4 - TxD
Payload Meter II
5 - CTS
D35-59
USING SCOPE
Monitoring Inputs Using Scope
1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness.
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PCs,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of
proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1
for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In
almost all cases, Scope.exe is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the
four digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status indicators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N; "N"=brake
lock ON, "n"=brake lock off.
6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty
and stopped, the status will be "01" (Empty Stop). Refer to Table 2.
7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all 'live'
and will change as the truck moves or changes condition.
8. Confirm that the payload meter properly receives all the inputs.
9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.
Monitoring Suspension Charging Using Scope

1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PCs,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access to the serial port. If not, be sure you are using
the applicable scope program. Scope.exe is for laptops using Comm1 for serial communications.
Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe is
the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. Select "StartLog" from the menu bar. The program will prompt you for a file location and file name. Store the
file on your hard drive in a place where you will be able to find it later. It is best to create a new folder on the
Windows desktop to store log files from tests.
6. Enter a file name with a ".csv" extension. For example, on truck 214 one might enter "T214.CSV" as a file
name. The ".CSV" at the end will make it easier for Excel or Lotus 123 to recognize the file format, Comma
Separated Variable, and open it properly.
7. The Scope program will write each real-time data message from the payload meter into the log file. These
messages come 5 times each second.
8. Run the truck through an entire haul cycle.
9. Stop the log file as the truck begins to drive away from the dump by selecting "StopLog" from the menu at the
top of the screen.
10. Stop real-time communications by selecting "StopRTM" from the menu bar.
D35-60
Payload Meter II
D35001
11. Close the Scope program

12. Start Excel or Lotus 123.
13. Graph the four suspension pressures for the haul cycle. If a long haul cycle has been recorded, there may be
more data points than your graphing program can use. The most important part of the haul cycle to analyze is
the loaded portion. It is possible to look at the truck state in the data to determine when the truck was loaded
and graph only this portion.
D35001
Payload Meter II
D35-61
14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspension collapses completely and bottoms out making metal to metal contact, the pressure will stop rising even
though more load is added. This can be seen in the graph below. There are some spikes in the graph, but
most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the flat
line. These indicate small movements in the suspension where the metal to metal contact may lapse.This suspension is very flat. Charge and oil the suspension according to shop manual procedure.
D35-62
Payload Meter II
D35001
15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around.
When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the left
pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the
truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is in
good shape.
As shown in the previous examples, Scope can be used to create log files of the suspension pressure data.
Graphs of this data can give be used to determine the relative health of the suspensions.
Pressure Sensor Dummy Loads

A series of dummy loads is now available that simulate a pressure sensor input to the payload Meter. These can be
placed on the harness in place of a pressure sensor. This can be used to troubleshoot harness and connector
problems between the payload meter and suspension pressure sensors. The payload meter will read each load
within the pressure range indicated.
Part Number
D35001
Description
EJ5366
970-1150 psi load
EJ5367
710-870 psi load
EJ5368
490-625 psi load
EJ5369
290-410 psi load
Payload Meter II
D35-63
GAIN ADJUSTMENT WORKSHEET

D35-64
Payload Meter II
D35001
SECTION F
TRANSMISSION / TORQUE CONVERTER
INDEX
TORQUE CONVERTER AND TRANSMISSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-1
TRANSMISSION OIL COOLER AND STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
DRIVELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
MISCELLANEOUS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
F01012
Index
F1-1
NOTES
F1-2
Index
F01012
SECTION F2
TORQUE CONVERTER AND TRANSMISSION
INDEX
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-3
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-4
MAIN RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
TORQUE CONVERTER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-6
TORQUE CONVERTER REGULATOR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
LOCK-UP CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-8
HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
TORQUE CONVERTER STALL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-10
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-11
LUBRICATION RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-13
TRANSMISSION CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-14
ELECTRONIC CONTROL MODULATION VALVE (ECMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-16
Pressure Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17
Flow Sensor Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17
ECMV and Proportional Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17
ECMV and Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-17
Action of ECMV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-18
F02018 5/04
Transmission
F2-1
ECMV REPAIR PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21

Filter Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-21
ECMV Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-22
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-22
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-23
TRANSMISSION FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-25
TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-26
TRANSMISSION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-27
Centering the Engine and Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-28
F2-2
Transmission
5/04 F02018
TRANSMISSION
The Torqflow transmission (9, Figure 2-1) mounted
on the HD1500-5 truck is a 7 speed forward,1 speed
reverse, planetary gear, multiple-disc clutch transmission, which is hydraulically actuated and pressure
lubricated for optimum heat dissipation.
A rubber dampened drive line adapter (2) coupling
the engine to the transmission and torque converter,
reduces harmful engine shock and vibration to the
transmission. A lock-up system, consisting of a wet,
triple-disc clutch, can be actuated in all forward gears
for higher fuel savings.
Operation of the transmission is controlled electronically through inputs from the operator (range selector
position, accelerator, etc.) and various sensors and
switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through washable strainers located in the transmission sump and
by external, replaceable elements located at the front
of the fuel tank. The two transmission filter elements

should be replaced at 500 hour intervals, or sooner if
the warning light indicates high restriction. A control
valve filter is located on top of the left side of the
transmission, next to the Electronic Control Modulation Valves (ECMV) that should be replaced at the
same time as the remote mounted filters (500 hours).
The transmission oil should be drained, and the
strainers in the sump removed and cleaned every
1000 hours of operation. Refer to section P, Lubrication and Service.
Specifications listed for the transmission and

torque converter components on the following
pages assume the specified oil type and viscosity is being used, the oil level is correct, and oil is
at the normal operating temperature.
FIGURE 2-1. POWERTRAIN

1. Engine
2. Driveline Adapter
3. Front Drive Shaft
4. Brake Cooling & Hoist Pump
5. Brake Cooling Pump
F02018 5/04
6. Steering & Brake Pump

7. Torque Converter Transmission
Pump
8. Torque Converter
9. Transmission
Transmission
10. Rear Drive Shaft

11. Parking Brake
12. Differential Gear
13. Drive Shaft
14. Brakes
15. Planetary Gears
F2-3
TORQUE CONVERTER
The torque converter is a 3-element, single-stage,
two phase torque converter with lock-up clutch.
A water-to-oil type oil cooler is utilized to dissipate

heat from the oil supply.
Stall ratio:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1:1
FIGURE 2-2. TORQUE CONVERTER PUMP DRIVES
FIGURE 2-3. TORQUE CONVERTER

1. Front Housing
2. Rear Housing
F2-4
3. Torque Converter Control Valve

4. Torque Converter Regulator Valve
Transmission
5/04 F02018

1. Rear housing
2. Clutch (one-way)
3. Front housing
4. Disc
5. Plate
F02018 5/04
6. Stator
7. Coupling
8. Input shaft
9. Turbine
10. Piston
Transmission
11. Lock-Up Clutch Housing

12. Housing
13. Pump
14. Shaft
F2-5
MAIN RELIEF VALVE

Function
The main relief valve maintains the main hydraulic
pressure in the transmission control circuits and controls the oil flow to the transmission clutches.
Operation
The oil from the hydraulic pump enters port "C" (Figure 2-5), then passes through orifice "B" and goes to
chamber "A".
When hydraulic pressure in the circuit rises, the pressure in chamber "A" also rises. This pushes main
relief spool (1) to the left, in the direction of the arrow,
through the movement of piston (2). The oil at port
"C" passes through "D" to chamber "E" and to the
torque converter circuit.
ACTUATING PRESSURE
Engine @ 2100 rpm,
Oil Temperature @ 70 - 90 (158 - 194)
FIGURE 2-5. MAIN RELIEF VALVE
. . . . . . . . . . . . . . . . . . . . 44 1.5 kg/c (626 21 psi)
1. Main Relief Spool
2. Main Relief Valve

Piston
TORQUE CONVERTER RELIEF VALVE

Function
The torque converter relief valve protects the torque
converter oil circuit by preventing the oil pressure
from rising to an abnormally high pressure.
Operation
Oil from the main relief valve enters port "F" (Figure
2-6) and then passes through orifice "H" and goes to
chamber "G".
When the hydraulic pressure in the circuit rises, the
pressure in chamber "G" also rises. This pushes
torque converter relief spool (4) to the right, in the
direction of the arrow, through the movement of piston (3). As a result, the oil at port "F" can flow to port
"I" and then into the transmission lubrication circuit.
ACTUATING PRESSURE
Engine @ 2100 rpm
Oil Temperature @ 70 - 90 (158 - 194)
. . . . . . . . . . . . . . . . . 9.5 1.0 kg/cm2 (135 14 psi)
F2-6
FIGURE 2-6. TORQUE CONVERTER RELIEF

VALVE
3. Relief Valve Piston
Transmission
4. Relief Valve Spool
5/04 F02018
FIGURE 2-7. MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE
(Pressure specifications @ 2100 rpm, Oil Temperature 70 - 90 (158 - 194)
1. Spring (Small)
2. Spring (Large)
3. Valve Body
5. Main Relief Valve Piston
6. Piston Spring
7. Torque Converter Relief Valve Spring
8. Torque Converter Relief Valve
9. Piston Spring
10. Torque Converter Relief Valve Piston
F02018 5/04
11. To Transmission Sump

12. Transmission Pump
13. To Transmission Control Valve
14. Main Relief Valve (44 kg/cm2)
15. Torque Converter Relief Valve (9.5 kg/cm2)
16. Torque Converter Pressure Test Port
17. To Torque Converter
18. Torque Converter Inlet Test Port
19. Main Pressure Test Port
Transmission
F2-7
TORQUE CONVERTER REGULATOR

VALVE
Torque converter regulator valve (Figure 2-8) is
installed in the output circuit of the torque converter
to regulate the hydraulic pressure inside the torque
converter to 5.3 kg/cm2 (75 psi).
Operation
Oil from the torque converter flows from port "A" (Figure 2-9) to port "B". However, the hydraulic pressure
at port "B" is lower than the tension of spring (1) and
spool (2) does not move.
When the hydraulic pressure at port "B" (Figure 2-10)
becomes higher than the tension of spring (1), it
pushes spool (2) in the direction of the arrow, and the
oil at port "A" flows to port "C".
FIGURE 2-9. BELOW REGULATED PRESSURE

1. Spring
A: Inlet From Torque
2. Spool
Converter
B: Chamber
C: Outlet to Oil Cooler
ACTUATING PRESSURE
Engine @ 2100 rpm
Oil Temperature @ 70 - 90 (158 - 194)
. . . . . . . . . . . . . . . . . . 5.3 1.0 kg/cm2 (65 14 psi)
FIGURE 2-10. REGULATED PRESSURE

1. Spring
A: Inlet From Torque
2. Spool
Converter
B: Chamber
C: Outlet to Oil Cooler
LOCK-UP CLUTCH

REGULATOR VALVE
1. Valve Body
2. Spring
3. Spool
F2-8
4. Pressure Tap
5. Inlet Port (From
Torque Converter)
The operation of the lock-up clutch utilizes an ECMV

(Electronic Control Modulation Valve) identical to
those used to actuate the transmission range
clutches.
At the correct rpm, the transmission controller will
provide the signal for lock-up clutch engagement.
Through the use of this valve and two pressure sensors, the pressure in the apply piston chamber is
maintained at the same pressure as the internal
torque converter pressure instead of dropping to 0
psi. This keeps the lock-up clutch cavity filled with oil
waiting for the next lock-up application. This method
of lock-up clutch application greatly reduces the shift
shock felt when the lock-up clutch is applied.
The pressure sensors monitor the inlet and outlet
pressures in the torque converter to actuate the
ECMV to control the pressure in the lock-up clutch
cavity. In addition, the input and output shaft speeds
are also monitored.
Transmission
5/04 F02018
HYDRAULIC PUMP
Torque converter and transmission
Volume: . . . . . . . . 491 l/min (130 gpm) @ 2100 rpm

Pump Rotation . . . . . . . . . . . .LH (Counterclockwise)
FIGURE 2-11. HYDRAULIC PUMP

1. Washer
2. Stud
3. Nut
4. Drive Gear
5. Seal
6. Snap Ring
7. Plug
F02018 5/04
8. Flange
9. Body
10. Dowel Pin
11. O-Ring
12. O-Ring
13. Snap Ring
14. Splined Coupling
Transmission
15. O-Ring
16. Pressure Plate
17. Isolation Plate (Top)
18. Isolation Plate (Bottom)
19. Backup Ring
20. O-Ring
21. Ring Retainer
F2-9
TORQUE CONVERTER STALL CHECK

The transmission oil temperature MUST NOT
exceed 248 F (120 C), nor should the converter
be stalled at full throttle for more than 30 seconds at any one time. Exceeding these limits may
result in serious damage to converter components.
Prior to performing a stall test, ensure that all systems such as exhaust piping, air intake piping, fuel
controls, and engine warning systems are all working
properly, and within specifications. Insufficient fuel or
restricted piping can also effect stall speed.
9. Check and record engine rpm with an accurate

tachometer or a remote electronic measuring
tachometer. Maximum engine RPM with the
converter stalled should be within 1865 +/- 50
rpm.
10. If the stall rpm does not meet the listed requirements, refer to the service guidelines below.
RPM Low:
Transmission oil viscosity high due to low
temperature, wrong oil or bad oil
Engine power is not within specs
Faulty torque converter assembly or components
1. Install wheel chocks, and apply the parking

brake.
2. Apply and hold service brakes fully to prevent
movement of the machine.
4. Ensure the F1 start switch is in the OFF position.
RPM High:
Transmission oil viscosity is low due to high
temperature, wrong oil, bad oil, or lack of oil flow
Engine power is not within specs
Faulty torque converter assembly or components
5. Move the shift selector lever to D. With the service brakes fully applied (or retard lever at full
ON) to prevent machine movement, slowly
accelerate the engine to full throttle for no more
than 30 seconds.
6. Move the shift lever to NEUTRAL and allow the
engine to idle for 30 seconds.
7. Repeat the previous two steps until the engine
and transmission are at normal operating temperature: engine 185 - 207 F (85 - 97 C),
transmission 158 - 194 F (70 - 90 C).
8. When the engine and transmission are at normal operating temperature, the stall test can be
performed.
Place the shift selector lever in D.
With the service brakes fully applied (or retard
lever at full ON) to prevent machine movement,
slowly accelerate the engine to full throttle for
no more than 30 seconds.
F2-10
Transmission
5/04 F02018
TRANSMISSION
The torqflow transmission (Figure 2-12) mounted on
the HD1500-5 truck is a 7 speed forward,1-speed
reverse, planetary gear, multiple-disc clutch transmission, which is hydraulically actuated and pressure
lubricated for optimum heat dissipation.
A rubber dampened drive line adapter coupling the
engine to the transmission and torque converter,
reduces engine shock and vibration to the transmission. A lock-up system, consisting of a wet, triple-disc
clutch, can be actuated in all forward gears for higher
fuel savings.
Operation of the transmission is controlled electronically through inputs from the operator (range selector
position, accelerator, etc.) and various sensors and
switches monitoring speeds and operating conditions.
The transmission oil supply is filtered through washable strainers located in the transmission sump and
by external, replaceable elements located at the front
of the fuel tank. The two transmission filter elements
should be replaced at 500 hour intervals, or sooner if
the warning light indicates high restriction. A control
valve filter is located on top of the left side of the
transmission, next to the Electronic Control Modulation Valves (ECMV) that should be replaced at the
same time as the remote mounted filters (500 hours).
The transmission oil should be drained, and the
strainers in the sump removed and cleaned every
1000 hours of operation. Refer to Section P, Lubrication and Service, for additional information.
FIGURE 2-12. TRANSMISSION AND TORQUE CONVERTER

1. Torque Converter
2. Lubrication Pressure Tap
3. Transmission
F02018 5/04
4. Transmission Control Valve

5. Torque Converter Control Valve
Transmission
F2-11
FIGURE 2-13. TRANSMISSION ASSEMBLY

1. Input shaft
2. Hub
3. #1 planetary pinion gear
4. Transmission case
5. #3 sun gear
8. #4 sun gear
11. Rear case
12. #5, #6 planetary carrier
13. #7 clutch (3rd)
F2-12
14. #5 sun gear

15. Output shaft
16. #6 sun gear
17. Coupling
18. Intermediate shaft
19. Case
20. Hub
22. #6 ring gear
23. #6 clutch (rev.)
24. #5 ring gear
25. #5 clutch (1st)
26. #4 planetary carrier
Transmission
27. #4 ring gear

28. #4 clutch (2nd)
29. #3 clutch (low clutch)
30. #3 ring gear
32. #2 clutch (high clutch)
34. #1 ring gear
35. #1 clutch (middle clutch)
36. Hub
37. #1 sun gear
5/04 F02018
LUBRICATION RELIEF VALVE

Function
Transmission lubrication relief valve (3, Figure 2-14)
is installed on the left side of transmission case (1).
This valve prevents abnormal pressure in the transmission lubrication circuit.
OPERATING PRESSURE
Engine @ 2100 rpm
Oil Temperature @ 70 - 90 (158 - 194)
. . . . . . . . . . . . . . . . . . 2.2 1.0 kg/cm2 (31 14 psi)
Cracking Pressure:. . . . . . . . . . . 3.0 kg/cm2 (43 psi)
FIGURE 2-14. TRANSMISSION LUBRICATION RELIEF VALVE

1. Transmission Case
2. Lubrication Pressure Test Port
3. Lubrication Relief Valve
4. Cover
5. O-Ring
6. Spacer
F02018 5/04
Transmission
7. Spring Guide
8. Spring
9. Plate
10. Spool
11. Gasket
F2-13
TRANSMISSION CONTROL VALVE
FIGURE 2-15. TRANSMISSION CONTROL VALVE

1. ECMV (for T/C lock-up clutch)
2. ECMV (for medium clutch)
3. ECMV (for high clutch)
4. ECMV (for low clutch)
5. ECMV (for 3rd clutch)
6. ECMV (for 2nd clutch)
7. ECMV (for 1st clutch)
8. ECMV (for reverse clutch)
9. Valve Oil Filter
10. Valve Seat
11. Breather
A. Lock-up Clutch Pressure Tap Port
B. Medium Clutch Pressure Tap Port
C. High Clutch Pressure Tap Port
D. Low Clutch Pressure Tap Port
E. 3rd Clutch Pressure Tap Port
F. 2nd Clutch Pressure Tap Port
G. 1st Clutch Pressure Tap Port
H. Reverse Clutch Pressure Tap Port
F2-14
SPEED
RANGE
ECMV
R
1st 2nd 3rd
RATIO
L
5.600
Q
N
Q
F1
F2
F3
5.434
Q
4.063
Q
F4
F5
Q
Q
F7
3.048
2.415
F6
Transmission
1.811
1.333
1.000
5/04 F02018
FIGURE 2-16. HYDRAULIC CIRCUIT DIAGRAM TRANSMISSION AND

TORQUE CONVERTER
(*Engine @ 2100 rpm, Oil Temperature 70 C - 90 C (158 F - 194 F))
1. Torque Converter
15. Medium Clutch
2. *Torque Converter Relief Valve: 9.5 1kg/cm2 (135 psi)

3. *Main Relief Valve: 44 kg/cm (626 psi)
16. ECMV (High Clutch): 18 1kg/cm2 (256 14 psi)

17. High Clutch
4. *Regulator Valve: 5.3 1kg/cm2 (75 14 psi)

5. Oil Cooler
18. ECMV (Low Clutch): 35 1.5 kg/cm2 (498 21 psi)

19. Low Clutch
6.
7.
8.
9.
10.
11.
*Transmission Lubrication Relief Valve: 2.2 1kg/cm2 (31 psi)

Filter Assemblies
Hydraulic Pump
Strainer
Transmission Oil Pan
Fill Switch
12. Proportional Solenoid: 19 1kg/cm2 (270 14 psi)

13. Lock-up Clutch
14. ECMV (Medium Clutch): 18 1 kg/cm2 (256 14 psi)
F02018 5/04
Transmission
20. ECMV (2nd Clutch): 35 1.5 kg/cm2 (498 21 psi)

21. 2nd Clutch
22. ECMV (1st Clutch): 35 1.5 kg/cm2 (498 21 psi)
23. 1st Clutch
24. ECMV (Reverse Clutch): 35 1.5 kg/cm2 (498 21 psi)
25. Reverse Clutch
26. ECMV (3rd Clutch): 18 1kg/cm2 (256 14 psi)
27. 3rd Clutch
28. ECMV Oil Filter
F2-15
ELECTRONIC CONTROL MODULATION VALVE (ECMV)
FIGURE 2-17. ELECTRONIC CONTROL MODULATION VALVE

(ECMV
1. Connector
2. Spring
3. Flow Sensor Valve Spool
4. Spring
5. Fill Switch
F2-16
6. Proportional Solenoid
7. Pressure Control Valve Spool
8. Load Piston
9. Spring
Transmission
A: To clutch
B: Drain
C: From Pump
a: Clutch Pressure
Measurement Port
5/04 F02018
ECMV (Electronic Control Modulation Valve)

The ECMV (Electronic Control Modulation Valve)
consists of two valves: a pressure control valve and a
flow sensor valve.
Pressure Control Valve
The pressure valve contains a proportional solenoid
which takes the current sent from the transmission
controller and the pressure control valve converts
this current into hydraulic pressure. (Refer to Figure
2-18.)
Flow Sensor Valve
This valve is actuated by a trigger from the pressure
control valve, and has the following functions:
1. The valve is opened until the clutch is filled with
oil, thereby reducing the time (filling time) taken
for oil to fill the clutch.
2. When the clutch becomes full of oil, the valve
closes, and sends a signal (full signal) to the
controller to inform that filling is completed.
3. While there is hydraulic pressure applied to the
clutch, it outputs a signal (full signal) to the controller to inform whether there is hydraulic pressure or not.
ECMV and Proportional Solenoid
Each ECMV is equipped with one proportional solenoid.
FIGURE 2-18.
A range: Before Gear Shifting (drained)
B range: Filling Starts (trigger issued)
C range: Filling Completed
D range: Regulation
E range: Filling
The propulsion force shown in the diagram in Figure

2-19 is generated according to the command current
from the controller.
The propulsion force generated by the proportional
solenoid acts on the pressure control valve spool and
this generates the hydraulic pressure shown in the
diagram on the right. In this way, by controlling the
command current, the propulsion force is changed
and this acts on the pressure control valve to control
the oil flow and hydraulic pressure.
ECMV and Fill Switch
Each ECMV is equipped with one fill switch. When
the clutch is completely filled, the flow sensor valve
acts to switch the fill switch on. As a result of this signal, the oil pressure starts to build up.
FIGURE 2-19.
F02018 5/04
Transmission
F2-17
Action of ECMV
The ECMV is controlled by the command current
from the transmission controller to the proportional
solenoid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid command current and clutch input pressure and
the output signal of the fill switch is as shown in the
diagram in Figure 2-20.
A range: Before gear shifting (drained)
B range: Filling starts (trigger issued)
C range: Filling completed
D range: Regulation
E range: Filling
FIGURE 2-20.
Before shifting gear (drained) (A range on graph)

1. (Refer to Figure 2-21): When no current is being
sent to proportional solenoid (6), the reaction
force for spring (9) of the pressure control valve
pushes pressure control valve spool (7). As a
result, proportional solenoid (6) is pushed pack,
so pressure control valve spool (7) connects the
oil at clutch port C to drain port E and drains the
oil.
In this condition, there is no hydraulic force acting on spool (3) of the flow sensor valve, so the
reaction force of spring (4) for the fill switch
moves flow sensor valve spool (3) away from fill
switch (5), and stops it in a position where it is in
balance with return spring (2) of the flow sensor
valve.
FIGURE 2-21.
F2-18
Transmission
5/04 F02018
Starting to fill (trigger command input to pressure control valve) (B range of graph)
1. (Refer to Figure 2-22): When there is no oil
inside the clutch and the trigger current is sent
(maximum current is applied) to proportional
solenoid (6), the proportional solenoid moves
the full stroke and pressure control valve spool
(7) moves to the left. As a result of this, pump
port A and pressure control valve output port B
are opened, and oil passes through orifice "a" of
flow sensor valve spool (3) and starts to fill the
clutch.
2. (Refer to Figure 2-23): When this happens, a
pressure difference is created between the
upstream and downstream sides of orifice "a" of
flow sensor valve spool (3). Because of this difference in pressure, flow sensor valve spool (3)
moves to the left and compresses sensor valve
return spring (2).
FIGURE 2-22.
As a result, flow sensor valve spool (3) opens

pump port D, and oil flows from here through
orifice "a" and goes to the clutch port.
Filling completed (pressure control set to initial

pressure) (C range of graph)
1. (Refer to Figure 2-24): When pump port D of
the flow sensor valve opens, and the oil flows
out from here, a difference in pressure is created between the upstream and downstream
sides of orifice "a" of the flow sensor valve spool
(3). This continues to push flow sensor valve
spool (3) to the left. When this happens, and the
current of proportional solenoid (6) is lowered
momentarily to the initial pressure level, almost
the complete pump pressure comes to bear on
load piston (8). As a result, pressure control
valve spool (7) is pushed back to the right, and
a small amount of oil leaks from pressure control valve outlet port B to drain port E. However,
only a small amount of oil leaks, so almost all of
the oil from the pump flows to the clutch, and
flow sensor valve spool (3) continues to be
pushed to the left.
FIGURE 2-23.
FIGURE 2-24.
F02018 5/04
Transmission
F2-19
2. (Refer to Figure 2-25): When the clutch is filled

with oil, the flow of oil from pump port D to
clutch port C stops. The size of areas receiving
pressure on the left and right sides of flow sensor valve spool (3) is different (the area on the
left side is larger), so when the pressure on both
sides becomes the same, the spool is moved by
hydraulic force to the right. When this happens,
pump port D and clutch port C are closed.
Because of this difference in area on the left
and right sides, and the force of return spring
(2) of the pressure control valve, flow sensor
valve (3) compresses fill switch spring (4) and is
pushed to the right. It then contacts fill switch
(5) and transmits the clutch filling completed
signal to the shift controller. At this point, the
current for the initial pressure level is flowing to
proportional solenoid (6), so the hydraulic pressure is set to the initial pressure by pressure
control valve spool (7).
FIGURE 2-25.
Regulating (D range of graph)

1. (Refer to Figure 2-26): When current is sent to
proportional solenoid (6), the solenoid generates a force proportional to the current. This
propulsion force of the solenoid, and the sum of
the propulsion force produced by the hydraulic
pressure at the clutch port applied to load piston
(8), and the reaction force of pressure control
valve spring (9) are regulated so that they are in
balance.The difference in hydraulic pressure
applied to both sides of flow sensor valve spool
(3) pushes the spool to the right, and the fill signal continues to be sent to the transmission
controller.
FIGURE 2-26.
F2-20
Transmission
5/04 F02018
ECMV REPAIR PROCEDURE

1. Thoroughly wash and flush debris and dirt from
transmission control valve mounted on top of
transmission.
2. Thoroughly wash and flush the area surrounding the filter assembly (5, Figure 2-27) to prevent the intrusion of sand, mud, dust, paint, etc.
3. Remove mounting nuts (2) and remove cover
(1). Flush area under cover, taking care not to
allow soil, sand, dust, paint, etc. to enter the
ECMV, valve seats, etc.
Filter Replacement Procedure
1. Remove the filter assembly protective cover (9,
Figure 2-27) and the restriction sensor connector (4). Prior to removal of the complete filter
assembly (5) from the valve assembly, loosen
the filter case (8) from filter head (6) by rotating
counter-clockwise, using the hex nut at the case
tip.
2. Remove the complete filter assembly (5).
NOTE: When the filter assembly is removed from the
valve seat, some oil will flow out of the case on to the
transmission. Be prepared to minimize spillage.
3. Remove case (3, Figure 2-28) from filter head
(1).
4. Remove filter element assembly (2) from head
(1). Remove O-rings (4, 5).
5. Replace the element with a new element.
6. Wash head (1) and case (3) with light oil.
7. Install new O-rings (4 & 5) into head (1) and on
case (3). Insert element (2) into case (3).
FIGURE 2-27. TRANSMISSION CONTROL VALVE

ASSEMBLY
1. Cover
2. Mounting Nuts
3. Harness
4. Sensor Connector
5. Filter Assembly
6. Filter Head
7. Filter Element
8. Filter Case
9. Cover
10. ECMV Assembly
11. ECMV Mounting Bolts
12. Valve Plate
8. Install the case onto head. Tighten case hand

tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten mounting capscrews to
standard torque.
10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58
ft.lbs.).
11. Install restriction sensor connector (4, Figure 227) to harness (3) and install protective cover
(9).
FIGURE 2-28. FILTER ASSEMBLY

1. Filter Head
2. Filter Element
3. Filter Case
F02018 5/04
Transmission
4. O-Ring
5. O-Ring
F2-21
ECMV Removal
1. Remove the paint along the boundary between
fill switch assembly (16, Figure 2-29) and valve
body (1) at each ECMV to be removed.
2. Disconnect the electrical connectors for fill
switch assembly (16) and solenoid valve (9)
from the harness.
3. Remove the switch and solenoid connectors
from bracket (18).
Disassembly
1. Before disassembly, flush the ECMV and valve
seat (paint at corners of the mating surfaces
must be removed thoroughly).
NOTE: Do not allow the solenoid connectors, fill
switch connectors, or harness to be exposed directly
to the water, etc.
2. Remove mounting bolts (8, Figure 2-30) from
ECMV assembly (10), and separate ECMV
assembly from valve plate (12).
3. Remove solenoid connector (2, Figure 2-30)
and fill switch connector (3) from bracket.
Loosen bolts (17). Gently remove the flow sensor valve fill switch (16) and bracket. Be careful
not to let spring (15) fall out of place.
FIGURE 2-29. ECMV ASSEMBLY

14. O-ring
1. Valve Body
15. Spring
2. Plug
16. Fill Switch
3. Plug
4. Pressure Control Valve 17. O-ring
18. Bracket
5. Piston
19. Bolt
6. Spring
20. Washer
7. Shim
21. Cover Plate
8. O-ring
22. O-ring
9. Solenoid Valve
23. Bolt
10. Bolt
11. Flow Detection Valve
12. Spring
13. Plug
4. Remove cover plate (21, Figure 2-27). Remove

plug (13) by installing a capscrew in the tapped
hole for easier removal. Then, remove the flow
detecting valve spring (12), valve spool (11),
and spring (15).
a. Examine valve body (1) and spool (11) as
well as spring (15) for the existence of plating film pieces and other metallic particles. If
found, remove them.
b. If foreign matter has lodged in the valves or
the pistons, or if their functional movement is
not smooth, recondition them with an oil
stone, etc.
5. Remove spring (6), shims (7), piston (5), and
valve (4) from the pressure control valve. Examine for any trapped foreign matter, seized spool,
or rough movement. Be careful not to lose
shims (7). Keep shims in storage, after confirming their quantity.
NOTE: Protect valve plate (12, Figure 2-27) and the

valve mating surfaces by applying masking tape, etc.
Prevent dirt/dust from entering the transmission by
covering all openings. Place all removed parts in
storage, being careful not to scratch any part.
6. Remove the proportional solenoid valve (9).
F2-22
Transmission
5/04 F02018
Reassembly
Inspect each part thoroughly and confirm that the
part is free from dirt/dust, scratches, etc. Wash all
parts with solvent. Lubricate spools and plungers
with a small amount of transmission oil during
assembly. Be certain to reassemble all spools and
plungers into their original valve body bores.
NOTE: When assembling the valve, make sure that
valve spools move smoothly in the bore.
This work should be performed in a clean room

or workstation free from dirt, dust, etc.
1. Set the pressure control valve spool (4, Figure
2-30) in valve body (1). Be certain the valve
movement is smooth, by pushing the valve with
fingers on both ends.
2. Install solenoid valve (9) together with O-ring
(8), using 4 bolts (10). Tighten bolt (10) to 1.35
0.15 kg.m (9 -11 ft.lbs.).
3. Place the pressure control valve piston (5)
inside pressure control valve spool (4). Make
sure that piston movement is smooth, by pushing the valve with fingers.
4. Install shims (7) and spring (6) in the pressure
control valve. Install O-ring (22, Figure 2-38) in
the valve body.
FIGURE 2-30. ECMV VALVE ASSEMBLY

1. Valve Body
2. Solenoid Connector
3. Fill Switch Connector
4. Pressure Control
Valve Spool
5. Load Piston
6. Spring
7. Shims
8. Mounting Bolt
9. Proportional Solenoid
10.Bolt
11.Flow Sensor Valve
12.Spring
13.Plug
14.Pressure Test Port
15.Spring
16.Fill Switch
17.Bolt
18.Cover Plate
The standard number of shims is: . . . . . . . 3 pcs.

Standard shim pack thickness: . . . . . . . . .0.6 mm
Individual shim thickness:. . . . . . . . . . . . .0.2 mm
NOTE 1: (Refer to Figure 2-30.) When parts (1), (6),

(5), (4), and (9) are all being reused, the same
number of shims removed during disassembly must
be reinstalled. When any of these parts have been
replaced, the standard number of shims (3 ea.)
should be installed. The exact quantity required is
determined when clutch pressure test is performed.
NOTE 2: When only the proportional solenoid valve
(9) is to be replaced, remove cover (18) and make
sure that spring (6) has been positively set in place.
(There is a possibility that the spring can get out of
the valve end when the proportional solenoid valve is
removed.)
F02018 5/04
Transmission
F2-23
5. Install flow sensor valve (11) in valve body (1).

Make certain the valve movement is smooth, by
pushing the valve with fingers on both ends.
6. Set flow detecting valve spring (15, Figure 2-38)
in place. Install O-ring (17) and position fill
switch (16) and bracket (18) on valve body.
Install 2 bolts (19) and tighten to 3.15 0.35
kg.m (20 - 25 ft.lbs.).
11. Install all ECMV's onto the valve seat, making

sure that mounting surfaces are free from dirt/
dust, scratches, etc. Secure all electrical connectors to the harness.
12. Check clutch pressure for any ECMV that has
been disassembled for repairs.
7. Install spring (12) in the flow detecting valve.

Install new O-ring (14) on plug (13) and install in
valve body.
8. Install cover plate (21) with 5 bolts (23) and
washers (20). Tighten bolts to standard torque.
9. Assemble connectors (2, Figure 2-39) and (3)
to the bracket.
After any disassembly, reassembly, and/or parts

replacement in the pressure control valve, clutch
oil pressure must be checked and adjusted if
necessary.
10. For each ECMV assembly, install O-rings (3

places) at the valve seats and install with 4 bolts
(8). Tighten bolts (11) to 3.15 0.35 kg.m (20 25 ft.lbs.).
F2-24
Transmission
5/04 F02018
TRANSMISSION FILTERS
The transmission filter elements should be replaced
every 500 hours of operation or sooner if the warning
light indicates high restriction. This maintenance
interval may be increased or reduced, depending on
operating conditions, by observing the warning light
indicator.
The two transmission filters are located on the outside of the right frame rail, ahead of the fuel tank. An
additional filter is located in the control valve assembly. Refer to ECMV Repair Procedure - Filter Cleaning Procedure.
Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
applying pressure. Hydraulic fluid escaping
under pressure can have sufficient force to enter
a person's body by penetrating the skin and
cause serious injury and possibly death if proper
medical treatment by a physician familiar with
this injury is not received immediately.
Service
1. Remove plug (6, Figure 2-31) and drain oil from
the housing into a suitable container.
Take care to avoid contact with hot oil if truck

has been operating. Avoid spillage and contamination!
2. Remove bowl (4) and element (5).
3. Replace seal (3) in filter head.
Installation
FIGURE 2-31. TRANSMISSION CIRCUIT FILTER
1. Install new element (5, Figure 2-31). Install

housing (4) and tighten.
2. Replace drain plug (6), and O-ring (7).
NOTE: The indicator switch (2, Figure 2-31) is not

repairable. If the indicator switch is inoperative,
replace as a unit. The actuation pressure of the
indicator switch is factory preset. Switch adjustment
is not necessary or recommended.
F02018 5/04
1. Head Assembly
2. Indicator Switch
3. Seal
4. Bowl
5. Filter Element
Transmission
6. Plug
7. O-Ring
8. Core Assembly
9. Bypass Valve
10. Anti-Backflow Valve
F2-25
TRANSMISSION REMOVAL
1. Thoroughly clean all components in the area of
the transmission, pumps and drivelines.
2. Park truck on a level surface, block wheels and
apply park brake. Raise dump body and install
body safety cable. Move hoist valve to FLOAT
position to put weight of dump body on cables.
Lock the hoist lever in the hold position.
Dump body must be up and safety cable in place.

DO NOT work under raised dump body unless
the body safety cable is installed.
FIGURE 2-32. HYDRAULIC LINES

1. PTO
2. Hydraulic Hoses
NOTE: If hydraulic pump or engine is inoperative,

dump body should be raised with a crane to allow
safety cable installation.
3. Turn keyswitch OFF, shut down the engine and
allow steering accumulators to bleed down
completely. Turn the steering wheel and verify
no wheel movement occurs.
4. Bleed the brake system accumulators; open the
needle valves located on the brake manifold in
the hydraulic cabinet and allow all pressure to
bleed. Close bleed valves after pressure has
bled off.
5. Remove the transmission guard structure.
6. Drain transmission oil.
7. Drain the hydraulic tank. If oil is to be reused,
be certain containers are clean and free of contamination.
8. Tag and Disconnect transmission control and
sensor wiring connectors.
9. Tag and remove inlet and outlet hoses at the
hydraulic pumps mounted on the PTO (1, Figure 2-32) and the transmission. Cap hoses and
open ports to prevent dirt entry. Secure loose
hoses to frame to allow clearance for transmission removal.
F2-26
10. Remove front and rear driveshaft guards.

11. Disconnect drivelines (1 & 7, Figure 2-33) at
cross and bearing and remove front and rear
driveshaft assemblies.
12. Remove front transmission trunnion mount capscrews and washers (3).
13. Remove rear mount capscrews and washers (5)
for transmission assembly.
14. Attach a lifting device to the transmission/torque
converter. Verify all wire harnesses and hydraulic lines have been removed.
15. Carefully lift assembly from the top of the frame.
16. Remove the transmission filter elements and
inspect. Clean filter housings and install new
elements.
Transmission
5/04 F02018
TRANSMISSION INSTALLATION
NOTE: Check the vibration dampener for wear,
damage or deterioration. Replace any rubber
cushions or dampeners in doubtful condition.
Dump body must be up and safety cable in place.

DO NOT work under raised dump body unless
the safety cable is installed.
1. Attach a lifting device to transmission/torque

converter assembly (4, Figure 2-33). Lift assembly over frame and lower into position over
mounts.
NOTE: See the procedure (following page) for
centering the engine assembly and transmission
assembly.
2. Install front mount capscrews and washers (3)
for transmission assembly. Tighten capscrews
to standard torque.
3. Install rear mount capscrews (5) for transmission assembly. Tighten capscrews to standard
torque.
4. Refer to Drivelines, Section F5, for driveline (1
& 7) installation instructions.
5. Install rear driveline guard (6). Install front driveline guard.
6. Remove protective caps from hoses and ports
on pumps and transmission. Using new O-rings
for flange fittings, install hoses on hydraulic
pumps and transmission. (O-rings should be
coated with grease to help them stay in position
while attaching flange clamps.)
7. Reconnect wiring harness connectors to transmission controls and sensors.
FIGURE 2-33. TRANSMISSION INSTALLATION

1. Front Driveline
2. Trunnion Support
4. Transmission
Assembly

6. Driveline Guard
7. Rear Driveline
8. Verify all hoses and wiring have been installed.

Install transmission guard structure under transmission.
10. Verify new transmission filter elements have

been installed.
Be certain all personnel are clear before lowering

body to frame!
NOTE: Oil level must be checked again after the

engine has been started and the oil is at operating
temperature.
9. Remove safety cable and lower body to the

frame. (It may be necessary to lift the body
slightly with an overhead crane to relieve tension on safety cable.)
F02018 5/04
11. Refill transmission with oil specified in lube chart

in Section P. Oil should be visible in the upper
part of the sight gauge, between the "H" and "L"
marks.
12. Refill the hydraulic tank with oil. Refer to Section

P, Lubrication and Service.
Transmission
F2-27
2. While turning coupling at torque converter end,

carry out centering so that tool (2, Figure 2-35
and 2-36) rotates smoothly on both shafts.
Move the torque converter/transmission assembly end when centering.
13. Loosen suction lines on hydraulic pumps to

bleed air from lines. (Refer to Hydraulic System,
Section L for detailed instructions.) Tighten
clamps securely after all air has been bled.
14. Start the engine and check for hydraulic leaks.
15. Allow transmission oil to reach normal operating
temperature. Recheck transmission oil level
with truck level, engine running at low idle, oil at
operating temperature and transmission in
NEUTRAL. Under the above conditions, oil
level should be between the lower "H" and "L"
marks of the sight gauge.
16. Operate truck to verify proper operation of
transmission and controls.
FIGURE 2-35. SHAFT ALIGNMENT

1. Engine End
2. Tool
Centering the Engine and Transmission
3. Torque Converter
End
NOTE: When the engine assembly, torque converter

and transmission assembly, or drive shaft have been
removed, the alignment of the engine and
transmission must be checked and adjusted.
1. Install alignment tool (2, Figure 2-34) to the couplings at the engine end and torque converter
end.
FIGURE 2-36. MAXIMUM SHAFT MISALIGNMENT
NOTE: The misalignment should be within 3.0 mm

(0.12 in) in both the up-down and left-right directions.
However, if they are not parallel, the distance at the
point where they are farthest apart must be within 3.0
mm (0.12 in).
FIGURE 2-34. SHAFT ALIGNMENT

1. Engine End
2. Tool
3. Torque Converter
End
NOTE: To raise transmission, place shims between

the front mounts and the frame bracket.
F2-28
Transmission
5/04 F02018
SECTION F3
TRANSMISSION COOLER
INDEX
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3

TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
TRANSMISSION OIL STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-4
F03009
Transmission Oil Cooler
F3-1
NOTES
F3-2
F03009
TRANSMISSION OIL COOLER

TRANSMISSION OIL COOLER
Removal and Installation
Transmission oil cooler (1, Figure 3-1) and brake circuit oil cooler (heat exchangers) are contained in a
combined unit, located to the rear of the radiator.
Refer to Section C, Engine, Fuel, Cooling and Air

Cleaner, for removal and installation procedures.
If a leak occurs in the heat exchanger, antifreeze

may contaminate the transmission oil and/or transmission oil may contaminate the engine cooling system. If the engine coolant is found to be
contaminated with oil, the system must be examined
for leaks and corrected. Then the system must be
flushed to remove oil contamination and refilled with
a clean coolant solution.
Repair
Repairs to transmission cooler and brake oil cooler
should be performed by a qualified repair facility.
TRANSMISSION OIL STRAINER
If a leak has been found or suspected in the heat

exchanger, the transmission oil must be examined,
immediately. Ethylene glycol (even small amounts)
will damage clutch plates. Contact your Komatsu distributor for ethylene glycol detection test kits.
The transmission oil pan contains magnetic strainers.

They should be removed and cleaned every 1000
hours of operation.
If ethylene glycol is found in the transmission oil, the

transmission should be removed, completely disassembled, cleaned and examined, and ALL frictionfaced clutch plates replaced.
Removal
1. Drain transmission oil. Be prepared to capture
153 liters (40.5 gal) of oil.
2. Remove capscrews (5, Figure 3-2) and cover
(3).
3. Remove screen/magnets (1) and inspect.
FIGURE 3-2. SCREEN/MAGNET REMOVAL

FIGURE 3-1. HEAT EXCHANGERS
(Oil Coolers)
1. Transmission Cooler
2. Brake Cooler
3. Coolant Inlet
4. Coolant Outlet
5. Orificed Check Valve
6. Brake Oil Inlet Hoses
F03009
7. Transmission Oil
Outlet Hose
8. Transmission Oil
Inlet Hose
9. Brake Oil Outlet
Hoses
1. Screen/Magnet
2. O-Ring
3. Cover
4. Washer
5. Capscrew
F3-3
Careful inspection of the oil tank interior, drained

oil, and screen/magnets immediately after
removal can provide valuable information regarding the condition of the transmission internal
components. Always perform the inspection procedures on the following page prior to cleaning.
Inspection
Check the oil tank and drained oil as well as the
strainer for foreign material. Check the strainer
for a clogged or fouled condition with metallic
particles. When the amount of foreign material
has significantly increased compared with
preceding inspections, it probably indicates an
internal failure, requiring careful and immediate
corrective action.
If bronze, aluminum, or other metallic material is
detected in the analysis, the source should be
investigated, depending on the percentage of
content. If a large amount of these contaminates
are found in an oil sample, immediate action is
necessary; small or trace amounts should be
recorded and checked at the next interval for a
trend.
Contamination of oil by water or anti-freeze is
considered serious. Trace amounts should be
tracked to determine a trend. If a large
percentage of content is found in an oil sample,
the cooler should be checked, replaced if
necessary, and the transmission removed for
rebuild.
FIGURE 3-3. SCREEN/MAGNET

1. Screen Element
2. Black Foreign Matter
(non-metallic)
3. Magnets
4. Iron Particles
Installation
1. Install screen/magnets (1, Figure 3-2) into
transmission oil pan.
2. Install new O- Rings (2) in cover and install
cover with capscrews (5) and washers (4).
3. Fill transmission with oil. Refer to Section P for
recommended lubricant.
Judgement
1. When the element* is clogged with black foreign material (2, Figure 3-3), it indicates that
clutch discs are wearing. When the clogged
area is about 10 mm (0.40 in) in width and
about 60 mm (2.4 in) around the circumference,
transmission repair should be considered necessary within 200 operating hours. If the
clogged area is more extensive, immediate
repair is necessary.
2. When all magnets (3) are fouled* with iron particles, it indicates that excessive wear or damage
to internal metal parts has occurred and immediate repair is necessary.
*NOTE: Also check the oil tank interior and drained
oil for foreign material or for metallic powder in
suspension.
F3-4
F03009
SECTION F5
DRIVELINES
INDEX
DRIVESHAFTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Removal - Front Drive Shaft
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3
Installation - Front Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-3

Disassembly - Driveshaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
Assembly - Drive Shaft Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
Removal - Rear Driveshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
Installation - Rear Driveshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-4
F05010
Driveshafts
F5-1
NOTES
F5-2
Driveshafts
F05010
DRIVESHAFTS
The engine/transmission and transmission/final drive driveshafts differ in length and design. The front driveshaft is
a fixed length, approximately 47 cm (18 in.). The rear driveshaft is approximately 101 cm (40 in.) free length [96.1
cm (37.8 in.) installed, empty] and includes a slip-joint to permit oscillation of the final drive assembly. Removal and
installation procedures for each driveshaft are similar.
Removal - Front Drive Shaft
Block all wheels securely before removing the

drive shafts.
Because of limited clearance, a special, 30 mm
socket must be used to remove and install the capscrews (2, Figure 5-2) used to mount the front drive
shaft cross and bearing assembly to the output and
input flanges at the engine and transmission. Figure
5-1 illustrates a typical 30 mm, 12 point socket that
has been turned down to provide a "thinwall" socket
for adequate clearance. This socket can be modified
locally.
1. Remove driveshaft guard, if equipped.
FIGURE 5-1. SOCKET MODIFICATIOIN

DIMENSIONS
(make locally)
2. Remove and tag any wiring or hoses which may

interfere with removal.
3. Attach a sling hoist to the drive shaft.
4. Using a socket as shown in Figure 5-1, remove
the four capscrews (3, Figure 5-2) at each cross
and bearing and remove the drive shaft.
Installation - Front Drive Shaft
NOTE: Be certain the cross and bearing to drive
shaft capscrews (4, Figure 5-2) have been properly
torqued prior to installing the drive shaft. Refer to
Assembly of Driveshaft Assembly.
1. Position driveshaft (1, Figure 5-2) between the
engine and transmission, and align the cross
and bearings with the drive flanges.
2. Install four capscrews (2) at each end as follows:
M20 capscrews/11C Driveshaft - Apply Three
Bond TB1374, and tighten to 44.8 2.2 kg.m
(324 15.9 ft. lbs.)
M14 capscrews/12C Driveshaft - Tighten to 130
15 ft.lbs. (18 2 kg.m).
3. Install drive shaft guards.
FIGURE 5-2. FRONT DRIVE SHAFT

INSTALLATION
1. Front Driveshaft
2. Capscrews
3. Engine Output
4. Capscrews
5. Transmission Input
4. Install any wiring or hoses removed to gain

access to drive shaft.
F05010
Driveshafts
F5-3
Removal - Rear Driveshaft
Disassembly - Driveshaft Assembly

1. Remove the cross and bearing assembly from
each end of the drive shaft and inspect for
rough or frozen bearings.
NOTE: Do not disassemble the cross and bearings. If
bearings are unserviceable, replace the entire cross
and bearing assembly as a unit.
Block all wheels securely before removing the

drive shafts.
1. Remove driveshaft guard, if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
2. On the rear driveshaft only, match mark the

shafts for proper orientation during assembly to
maintain the balance on the shaft. Inspect all
parts for wear and damage. If either the stub or
yoke is considered to be non-serviceable, parts
must be replaced with a new, balanced drive
shaft.
3. Attach a sling hoist to the driveshaft.

4. Remove four capscrews (2, Figure 5-3) at each
cross and bearing and remove the driveshaft.
3. Clean all parts (except the cross and bearing

assemblies) in clean solvent and blow dry with
compressed air.
4. Insure all grease passages are clear.
Assembly - Drive Shaft Assembly

1. Rear driveshaft only - Lubricate the splines
with multi-purpose grease, and carefully slide
shafts together with alignment marks lined up.
2. Attach the cross and bearing assembly at each
end.
FRONT: Tighten capscrews (4, Figure 5-2) to
44.8 2.2 kg.m (324 15.9 ft. lbs.)
FIGURE 5-3. REAR DRIVE SHAFT INSTALLATION

1. Rear Driveshaft
2. Capscrews (18 mm)
3. Driveshaft Capscrews
4. Transmission Output
5. Final Drive Input
REAR: Tighten capscrews (3, Figure 5-3) to 39

4 kg.m (282 28 ft. lbs.)
NOTE: Due to limited space when installed, these
capscrews must be properly torqued before the drive
shaft is installed.
3. Install grease fittings if removed, and lubricate
bearings and splines with multi-purpose grease.
(Refer to Section P, Lubrication and Service, for
complete grease specifications.)
Installation - Rear Driveshaft

NOTE: Be certain the cross and bearing to driveshaft
capscrews (3, Figure 5-3) have been properly
torqued prior to installing the driveshaft.
1. Position driveshaft between the transmission
and final drive and align the cross and bearings
with the drive flanges.
2. Install four capscrews (2) at each end. Apply
Three Bond TB1374, and tighten to 39 4 kg.m
(282 28 ft. lbs.).
3. Install driveshaft guards.
4. Install wiring or hoses removed to gain access
to driveshaft.
F5-4
Driveshafts
F05010
SECTION F6
MISCELLANEOUS COMPONENTS
INDEX
MISCELLANEOUS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-3
TRANSMISSION SHIFT CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4
Event Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4
Fault History Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4
Snap-Shot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4
Trend Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-5
TRANSMISSION RANGE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-6
SENSORS and SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7
Transmission Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7
Fill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-8
Shift Limit Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-8
TRANSMISSION/TORQUE CONVERTER TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9
TRANSMISSION TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9
F06006
Miscellaneous Components
F6-1
NOTES
F6-2
F06006
MISCELLANEOUS COMPONENTS
General Information
Operation of the transmission is controlled by the
transmission controller. Various inputs are provided
to the controller allowing it to provide optimum transmission performance during truck operation.
The transmission controller receives a shift lever
position signal, throttle signal, transmission speed
signal, and signals from other switches and sensors,
and automatically controls the shift schedule of the
transmission including the torque converter lock-up
clutch.
Other inputs are provided by various switches in the
service brake, parking brake and retarder systems as
well as the position of the hoist control. Speed sensors provide signals for engine rpm and transmission
input shaft, output shaft, and intermediate shaft
speeds.
After processing the input information, the transmission controller determines the proper mode of operation by engaging the proper gear, controlling lock-up
clutch operation, etc.
Gear selection is achieved by engaging or releasing
the required transmission clutches through Electronically Controlled Modulation Valves (ECMV) as determined by the transmission controller. The current
gear selected is displayed on the instrument panel
during operation.
The transmission uses splitter clutches (H=High,

M=Intermediate, L=Low clutches) and range clutches
(1st, 2nd, 3rd, and R clutches). In other transmissions, when the splitter and range clutches are
engaged at the same time, almost all of the load is
applied to one side (the range clutch side), resulting
in reduced clutch life. The design of the transmission
controls heat generation by splitting the load more
equally over both clutches to reduce heat which will
increase clutch life.
What actually happens is, the load on the disc is constantly calculated and controlled by the transmission
controller during the gear shifting procedure. If the oil
pressure exceeds a specific value on either clutch, it
is shared by the other clutch. To accomplish this
sharing of the load, it may be necessary for one
clutch to lower its pressure during modulation to be
able to receive the excess from the other clutch.
For example, when driving the truck in F1 (L and 2nd
clutches) with the engine at full throttle;
As the clutches fill with oil, the pressures
are monitored.
When the pressure in 2nd clutch exceeds a
specific value, the oil pressure in L clutch
begins to lower during the modulation
period to receive the load from 2nd clutch.
Each clutch in the transmission and the lock-up

clutch in the torque converter are equipped with an
Electronically Controlled Modulation Valve and each
clutch is controlled independently. This contributes
to:
Shock reduction at transmission gear change
Prevention of shift hunting
Improvement of clutch life by controlling the initial
engaging pressure
F06006
F6-3
TRANSMISSION SHIFT CONTROLLER
Snap-Shot Data
Transmission shift controller (Figure 6-1) provides

control of the transmission based on various inputs
from truck controls and systems. In addition, the controller provides operational and troubleshooting information by storing operational data in memory. The
types of data are described below.
There are several transmission faults (trigger faults),

that will activate the automatic recording of predetermined data. This snap-shot data includes input and
output signals three seconds before and after the
occurrence along with the hour meter reading. This
snap-shot can also be done manually by DAD. The
controller can record a maximum of five packages of
data. If a trigger fault occurs and there are already
five packages recorded, the oldest package will be
dropped and the new package added. This data is
displayed and cleared through DAD only. The types
of recorded data are the same, whether the recording
was done manually or automatically.
Refer to Table I. for a list of trigger faults for snapshot data and the corresponding fault code. Table II.
lists the data that will be recorded if one of the trigger
faults should occur.
Refer to Section D32 for more information on capturing and viewing transmission snapshot data.
FIGURE 6-1. TRANSMISSION CONTROLLER

1. Transmission Controller
2. LED Display
3. Rotary Switch Plugs

Event Memory
Transmission controller will store 3 different types of
data. Portions of this data can be displayed on MOM
(Message for Operation and Maintenance) while all
of the data can be obtained through DAD (Data
Acquisition Device).
The 3 types of stored data are:
TABLE I. SNAP SHOT DATA TRIGGER FAULTS

No.
TRIGGER FAULT
FAULT CODE
Clutch engage double
b005
Lock-up clutch failure
b021
High clutch failure
b022
Low clutch failure
b023
1st clutch failure
b024
2nd clutch failure
b025
3rd clutch failure
b026
Reverse clutch failure
b028
Middle clutch failure
b029
10
T/C out pressure signal

failure
b082
11
T/C overheating
b0d2
12
Manual trigger
b0FA
Fault History Data

The hour meter reading is recorded with the first and
last occurrence of each fault along with the number
of occurrences. This is done for both active and history codes, it is displayed on MOM an DAD. The data
can be cleared unless it is an active code.
F6-4
F06006
Trend Data
TABLE II. SNAP SHOT DATA TRIGGER FAULTS
No.
RECORDED DATA
The transmission records cumulative data which can

be evaluated to determine life of the transmission or
brakes. Some of this data is shown on MOM while all
of the data is displayed on DAD. The data can be
cleared by either MOM or DAD.
Fill signal, lock-up clutch status
Fill signal, low clutch status
Fill signal, middle clutch status
Fill signal, high clutch status
Fill signal, 1st clutch status
Fill signal, 2nd clutch status
Fill signal, 3rd clutch status
Fill signal, reverse clutch status
Lube oil temperatures of each clutch
Shift limit switch status
Rotating speed of each clutch pack
10
F1 start switch status
Temperature of each clutch pack
11
Transmission cut relay status
Number of abnormal uses
12
Rear brake status
13
Shift wait signal
14
Transmission filter switch status
15
Current value for lock-up clutch solenoid
16
Current value for low clutch solenoid
17
Current value for middle clutch solenoid
18
Current value for high clutch solenoid
19
Current value for 1st clutch solenoid
20
Current value for 2nd clutch solenoid
21
Current value for 3rd clutch solenoid
22
Current value for reverse clutch solenoid
23
Torque converter inlet pressure
24
Torque converter outlet pressure
25
Torque converter outlet temperature
26
ECMV inlet oil temperature
27
Transmission lube oil temperature
28
Shift lever position
29
Throttle pedal voltage value
30
Throttle modification to PMC
31
Brake command to PMC
32
Transmission input speed
33
Transmission intermediate speed
34
Transmission output speed
35
Engine speed
F06006
Information that can be recorded includes:
Number of lock-up clutch applications

Thermal load of each clutch pack
Refer to Section D, for detailed information regarding

the transmission controller functions and system
troubleshooting procedures.
F6-5
TRANSMISSION RANGE SELECTOR

When the operator moves lever (1, Figure 6-2) to
select the travel conditions, such as FORWARD or
REVERSE, an electrical signal is sent from a photo
interrupter (3, Figure 6-3) to the transmission controller. The lever position is displayed on indicator (3,
Figure 6-3) (with night lighting) to the left of the shift
lever.
The shift position is also displayed on the instrument

panel.
Lock button (1, Figure 6-3) must be pressed when
moving the range selector lever from N to R or from
D to 5.
FIGURE 6-3. TRANSMISSION RANGE SELECTOR

(Cross-sectional View)
1. Lock button
2. Screening plate
3. Photo interrupter
FIGURE 6-2. TRANSMISSION RANGE

SELECTOR
1. Lever
2. Detent
F6-6
3. Range Indicator
F06006
SENSORS and SWITCHES
Transmission Speed Sensors

Speed sensors are installed to monitor the rpm of the
input, intermediate, and output gears of the transmission. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the transmission controller.
The sensors must be adjusted correctly to ensure an
adequate electrical signal is generated. If necessary,
adjust as follows:
Adjustment Procedure
1. Disconnect wire connector (1, Figure 6-4),
release locknut (4), and remove sensor.
Observe location of gear teeth through sensor
mounting hole. For proper adjustment, the tip of
a gear tooth must be aligned with the sensor
hole as shown in Figure 6-10. If necessary,
reposition gear.
2. Inspect sensor for iron particles or other foreign
material and clean if necessary.
FIGURE 6-5. SPEED SENSOR ADJUSTMENT
1. Sensor
2. Locknut
3. Gear Tooth Tip
a. Clearance Gap
3. Reinstall sensor. Adjust by hand until it just contacts the gear tooth.
4. Turn counterclockwise 3/4 turn to obtain proper
clearance (a, Figure 6-8) and tighten locknut.
5. Reinstall wire connector.
FIGURE 6-4. TRANSMISSION SPEED SENSOR

1. Connector
2. Flange
F06006
3. Sensor
4. Locknut
F6-7
Fill Switch
Shift Limit Switch
A fill switch is installed at the flow sensor valve end of

each Electronic Control Modulation Valve (ECMV) as
shown in Figure 6-6. When the clutch is engaged, the
end face of the flow sensor valve spool (2) contacts
terminal (1, Figure 6-7) of the switch and turns the
switch ON. The fill completed signal is then sent to
the transmission controller.
Shift limit switch (3, Figure 6-8) is installed on the

console, to the rear of the transmission range selector. When the range selector lever is in the D or L
range, it limits the highest speed range of the transmission.
If the switch is released and the range selector is
placed in D, the transmission will engage F2 and shift
up through F7 during acceleration. If the switch is
depressed and the selector is in D, the transmission
will operate in F2 through F6 gear ranges.
If the range selector is placed in L and the switch is
released, the transmission will engage F1 and only
upshift as far as F2. If the switch is depressed with
the range selector in L, F1 will engage and no
upshifts will occur.
This switch is very effective if used when descending
a hill or when working at job sites where speed must
be limited.
FIGURE 6-6. ECMV AND FILL SWITCH

1. ECMV Assembly
2. Flow Sensor Valve
Spool
3. Fill Switch
FIGURE 6-7. FILL SWITCH

1. Terminal
2. Case
3. Nut
4. Connector
FIGURE 6-8. SHIFT LIMIT SWITCH

1. Center Console
2. Range Selector
3. Shift Limit Switch
F6-8
4. F1 Switch
F06006
TRANSMISSION/TORQUE CONVERTER TROUBLESHOOTING

TRANSMISSION TROUBLESHOOTING
PROCEDURES
The following pages contain charts which may be
used as a general guide to help diagnose and troubleshoot transmission and torque converter problems which may be encountered. Refer to Section D
for detailed troubleshooting procedures using system
fault codes to identify problems in the entire transmission control system.
Preliminary Checks
Prior to detailed troubleshooting, check for obvious
reasons for the problem such as:
Is the transmission oil level correct?

Are the drive shafts broken or damaged?
Is the input shaft of the torque converter or
transmission broken?
Are the service brakes, parking brake or
retarder dragging?
Is there any physical damage to the
transmission or torque converter cases?
Is there any external oil leakage?
Are all electrical connectors tight?
Is there any damage to wiring harnesses?
Check truck speed
Are transmission clutch oil pressures
correct?
Is torque converter lock-up pressure
correct?
If inspection of the above items does not reveal an

apparent reason for the problems, continue with the
detailed troubleshooting procedures.
F06006
F6-9
PROBLEM
POSSIBLE CAUSES
SUGGESTED CORRECTIVE
ACTION
TRUCK DOES NOT MOVE:

Abnormal noise from pump or filter Restricted strainer
Truck does not move in any transmission range
Remove and clean strainer
Pump cavitating
Check for leaks in suction line
Defective pump
Repair or replace pump
Low main relief valve (torque converter

valve) pressure
Adjust or repair relief valve
Defective ECMV
Replace ECMV
Internal transmission damage
Repair or replace transmission
Internal torque converter damage
Repair or replace torque converter
Defective speed sensor
Adjust or replace speed sensor
Defective ECMV
Replace ECMV
Defective transmission clutch seal/groove

Transmission clutch seized
Truck moves normally in certain
transmission ranges
Rotating clutch defective (oil sealing)

Rotating clutch circuit shaft seal defective
Rotating clutch shaft seal ring defective

Internal transmission damage
Truck will not move when torque

converter temperature rises
Defective speed sensor
Adjust or replace speed sensor
Defective pump

Transmission set pressure too low:
Low at every speed range
Restricted strainers
Remove and clean strainers
Pump cavitating
Defective pump
Low main relief valve
Adjust or repair relief valve
Defective ECMV
Replace ECMV

Low at certain speed ranges

Rotating clutch circuit shaft seal defective

Gauge fluctuates violently
Restricted strainer
Pump cavitating
No oil flowing when pressure test

port plug is removed and engine
cranked
Defective pump drive (PTO)
Low modulating pressure
Defective ECMV
Replace ECMV
Low pump output pressure
Low main relief valve pressure
Adjust or repair or relief valve
F6-10
F06006
PROBLEM
POSSIBLE CAUSES
ACTION
TRUCK DOES NOT TRAVEL SMOOTHLY

Engine surging or lock-up lamp
flashing
Low main relief pressure
Adjust pressure or repair relief valve
Clutch seal ring worn
EXCESSIVE SHIFT SHOCK DURING GEAR CHANGE:

Shift shock is suddenly greater
than before or excessive compared to similar trucks
Defect or dirt in ECMV pressure control

valve spool and flow detector valve spool
Replace ECMV
Defective ECMV proportional solenoid
TRANSMISSION DOES NOT UPSHIFT

Does not shift up or shifts up only Damaged or slipping lockup clutch
on downgrade
Defective operation of selector valve of
clutch not shifted up
Does not shift up under any conditions
Defective seal ring of clutch not shifted up

Low main relief pressure
Adjust pressure or repair relief valve
TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES:

NOTE: Make the following checks prior to diagnosing problems below:
Abnormal noise from pump or filter
Torque converter stall speed is

high
Torque converter stall speed is

low
Engine high idle speed

Torque converter stall speed
Truck travel speed
Transmission clutch oil pressure
Torque converter lockup oil pressure
Main relief pressure
Restricted strainer
Pump cavitating
Defective pump
Drop in set pressure of main relief valve
Adjust or repair main relief valve
Defective torque converter relief valve
Adjust or repair torque converter

relief valve
Piping or oil cooler damage
Inspect and repair as required
Internal torque converter damage
Engine horsepower low
Repair engine as required
Defective torque converter freewheel
Restricted strainer
Pump cavitating
Defective pump
Restricted strainer
Pump cavitating
Transmission set pressure is low:

Low at all speed ranges, stall
speed is high
Gauge fluctuates excessively

Low after lockup engages
F06006
(See . . .Torque Converter Oil Pressure Is Low)
F6-11
PROBLEM
POSSIBLE CAUSES
ACTION
TRUCK LACKS POWER OR SPEED WHEN TRAVELLING, ALL SPEED RANGES (Continued):
Torque converter inlet pressure
low (transmission set pressure
normal)
Defective torque converter relief valve

relief valve
Piping or oil cooler damage
Inspect and repair as required
Iron and aluminum particles stuck Defective torque converter freewheel

to strainer and case drain plug
Pressure at pump outlet port is

low
Oil pressure drops as temperature rises
Defective pump
TORQUE CONVERTER OIL TEMPERATURE IS HIGH:

Abnormal noise from pump when Restricted strainer
oil temperature is low
Pump cavitating

Both high and low idle speed is

too low
Excessive torque converter internal oil

leakage
Torque converter outlet oil pressure is too low

leakage
Torque converter inlet oil pressure is too low
Torque converter relief valve defective
Adjust, repair or replace torque converter relief valve
Restricted strainer
Pump cavitating
Pump defective
Transmission modulation pressure too low
TORQUE CONVERTER OIL PRESSURE IS LOW:

Restricted strainer
Abnormal noise from pump
Pump cavitating
Low oil pressure between pump

and relief valve
Pump defective
Drop in set pressure of torque converter

relief valve

relief valve

leakage

Transmission oil pressure and
leakage
lockup oil pressure normal, but
torque converter inlet pressure is
low
Low torque converter inlet oil

pressure
F6-12
F06006
SECTION G
DRIVE AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT WHEEL HUB AND SPINDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
FINAL DRIVE MOUNTING ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
FINAL DRIVE CENTER CASE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
G01018
Index
G1-1
NOTES
G1-2
Index
G01018
SECTION G2
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3

General Information and Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRE AND RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation Of Rear Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-7
RIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Removal From Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Tire Installation On Rim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
G02016
Tires and Rims
G2-1
NOTES
G2-2
Tires and Rims
G02016
TIRES AND RIMS

General Information and Recommendations
Truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before
each working shift. Tire pressure may vary according
to manufacturer and local working conditions. Consult the tire manufacturer for recommended pressured.
Insure valve caps are securely applied to valve
stems. Caps protect valves from dirt build-up and
damage. DO NOT bleed air from hot tires; under
such circumstances, it is normal for pressure to
increase in the tire due to expansion.
A bent or damaged rim that does not support the
bead properly may cause abnormal strain on the tire
resulting in a malfunction. If a tire should become
deeply cut, it must be removed and repaired.
Neglected cuts cause many tire problems. Water,
sand, grit, dirt and other foreign materials work into a
tire through a cut eventually causing tread or ply separation.
Tires should be stored indoors, if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their sides
for a short period, avoid distortion by stacking no
more than three tires on top of one another. Avoid
contact with oil, grease and other petroleum products.
DO NOT stand in front of or over the lockring

during inflation procedures.
NEVER overinflate a tire. Refer to tire
manufacturers recommendations.
ALWAYS keep personnel away from a wheel
and tire assembly when it is being removed or
installed.
DO NOT go near tires after brake fires until
tires have cooled.
The tire/rim assembly weighs approximately
3180 kg (7010 lbs.). BE CERTAIN tire handling
equipment is capable of lifting and
maneuvering the load.
Manual tire removal and installation is possible but,
due to the size and weight of the components, special handling equipment such as a "tire handler" as
shown in Figure 2-1 is desirable. Consult local tire
vendors for sources of equipment designed especially to remove, repair, and install large off-highway
truck tires.
Before storing used tires, clean thoroughly and

inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the deflated tires. If a stored
truck cannot be blocked, check air pressure and
inspect tires twice a month for proper inflation pressure.
DO NOT weld or apply heat on the rim

assembly with the tire mounted on the rim.
Resulting gases inside the tire may ignite
causing explosion of tire and rim.
When inflating tires ALWAYS use a safety
cage.
NEVER inflate a tire until the lockring is
securely in place.
G02016
Tires and Rims
FIGURE 2-1. TYPICAL TIRE HANDLER
G2-3
FRONT TIRES AND RIMS

Removal
1. Stop the machine on level ground, apply parking brake and put blocks on both sides of the
rear wheels.
2. Place a 50 ton capacity or larger hydraulic jack
(1, Figure 2-2) under the suspension cylinder on
the A-Frame and jack up the front wheel
assembly and block up securely.
3. Release air from tire.

4. Grasp tire assembly with the tire handler.
Do not damage the tire inflation stem during tire

removal.
Due to its size and weight, always keep personnel away from a wheel and tire assembly when it
is being removed or installed.
5. Remove air valve lock plate (3, Figure 2-3).
6. Remove wheel clamp nuts (2) and clamps (1).
7. Move wheel and tire assembly away from wheel
hub and into clean work area.
8. Inspect brake components for damage or wear.
Inspect hydraulic brake lines for leaking fittings
or damage.
FIGURE 2-2. JACK PLACEMENT
1. Jack (50 ton capacity)
2. A-Frame
When deflating tires, be wary of flying dirt and

debris. Wear eye protection at all times.
Do not totally deflate tire. Keep tire inflated to 0.7

- 1.0 kg/cm2 (10-15 psi) to assure tire and rim
components remain assembled during tire handling.
FIGURE 2-3. FRONT WHEEL HUB

1. Clamp
2. Nut
3. Valve Lock Plate
G2-4
Tires and Rims
4. Capscrew
5. Wheel Rim
6. Wheel Hub
G02016
REAR TIRE AND RIM
Installation
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Grasp tire assembly with the tire handler and
move into position on wheel hub. Align the
notch in the wheel hub with the wheel rim stopper.
Removal
1. Stop the machine on level ground, apply parking brake, and put blocks on both sides of both
front wheels.
2. Install wheel clamps (1, Figure 2-3) and nuts

(2). Tighten the wheel clamp nuts uniformly.
Rotate the wheel, then check that the lateral
runout of the rim is within 5 mm. (0.20 in.)
2. Raise final drive enough for tires to clear the

ground surface to be removed. Block the final
drive case securely.
3. Continue tightening nuts in increments until the

following torque is obtained on each nut:
4. Remove clamp nuts (4) clamps (3).
Threads coated with LM-P Anti friction

compound: 175 20 kg.m (1265 145 ft.
lbs.)
Dry threads: 225 25 kg.m (1630 181 ft.
lbs.)
4. Check tire inflation for tire manufacturer's recommended pressure. Raise truck and remove
all blocking.
3. Remove air valve lock plate (2, Figure 2-4)

5. Remove wedge ring (7, Figure 2-6).
6. Position tire removal apparatus as shown in
Figure 2-5 and remove outside wheel assembly.
7. Remove spacer (2, Figure 2-5).
5. Operate truck for one load and tighten wheel

nuts again:
compound: 175 20 kg.m (1265 145 ft.
lbs.)
lbs.)
6. Check torque daily until torque values listed in
Step 5 is maintained on each nut. Check torque
intermittently thereafter.
FIGURE 2-5. SPACER AND TIRE

1. Final Drive Housing
2. Spacer
FIGURE 2-4. RIM AND CLAMPS

1. Rim
2. Air Valve Lock Plate
G02016
3. Clamp
4. Nut
Tires and Rims
G2-5
FIGURE 2-6. REAR WHEEL RIM MOUNTING

1. Side Ring
2. Rim Base
3. Bead Seat Band
4. O-Ring
5. Lock Ring
6. Spacer
7. Wedge Ring
8. Valve Extension
9. Nut
10. Clamp
8. Remove the three clamp nuts (12, Figure 2-6)

and retainers (13).
NOTE: Be careful not to break the air valve on the
inboard wheel assembly.
9. Remove inboard tire assembly.
10. Move tires to storage area. Tires must lie flat on
the ground.
11. Hub
12. Nut
13. Retainer
14. Inflation Valve Extension
Installation Of Rear Wheel Assembly

1. Clean all tire mounting surfaces. Be certain all
contact surfaces are free of damage from handling, etc.
2. Position tire removal apparatus (tire handler,
forklift, etc.) and install inboard tire assembly.
Align the notched groove in the wheel hub with
the wheel rim stopper. Be careful not to break
the air valve.
3. Install the three retainers (13, Figure 2-6) and
nuts (12).
4. Tighten clamp nuts uniformly as follows:
Do not lean tires against the truck, walls, etc.

compound: 175 20 kg.m (1265 145 ft.
lbs.)
lbs.)
5. Install spacer (6).
G2-6
Tires and Rims
G02016
6. Position tire removal apparatus (tire handler,

forklift, etc.) and install outboard wheel assembly. Align the notched groove in the wheel hub
with the wheel rim stopper. Be careful not to
break the air valve.
7. Install the wedge ring (7) so that the protrusion
of the wedge ring from the cover surface is uniform around the whole circumference of the
ring. Install clamps (10) and nuts (9) and tighten
enough to prevent the tire/rim assembly from
moving.
8. Install air valve lock plate (2, Figure 2-4)
9. Remove blocking and lower the truck to the
ground.
10. Using the torque specifications below, tighten
clamp nuts (9, Figure 2-6) uniformly in the order
of tightening shown in Figure 2-7.
compound: 175 20 kg.m (1265 145 ft.
lbs.)
lbs.)
11. Rotate the wheel and verify the lateral runout of
the rim is within 5 mm. (0.20 in.)
12. After installing the rear wheel assembly, drive
the truck approximately 5 to 6 km (3 to 4 miles)
to seat all contacting portions, then tighten
clamp nuts again to specifications listed in Step
10.
13. Check torque periodically until specified torque
is maintained.
TIRE MATCHING
The matching of tires on drive axle dual wheel installations is important in order to achieve satisfactory
life, both of the tires and of the load carrying components of the final drive.
To check matching of duals already mounted on the
truck, use a large square. If one tire is too small, it
becomes obvious as the square is laid across the
dual tires. The square can be made from two 25mm x
50mm (1 in. x 2 in.) wood strips (one piece long
enough to span the dual tires). The two wood strips
should be squared with a carpenter's square and rigidly fastened to maintain a true 90 angle.
Matching of tire diameters from one side of an axle to
the opposite side is important to prevent unstable
load shifting, excess load on structural members,
and rapid wear of the internal components of the final
drive.
Side by side matching on dual wheel installations is
necessary to prevent excess loading on the tire having the larger diameter. Mismatched tires on the
duals cause unequal distribution of the load. Rapid
wear and/or tire blowout can result.
Exact limitations are not specified by tire manufacturers, but a general rule is:
Unloaded, inflated tires, when standing side by
side, should not exceed a 1% maximum variation in their diameters.
Measuring of tire size is most accurate when the tire
is mounted on a wheel, inflated to correct pressure,
and totally unloaded (off the truck, or off the ground,
if mounted on a truck). Use a steel tape placed in the
center of the tread and measure the total circumference of the tire. Using the formula below, calculate
the diameter, "d".
diameter "d" = measured circumference 3.1416
diameter "d" x 0.01 = Allowable Variation in size
The tires used on opposite sides of Komatsu Trucks

should also be limited to a 1% variation in diameter of
the inflated, unloaded tires.
FIGURE 2-7. TIGHTENING SEQUENCE
G02016
Tires and Rims
G2-7
RIM
Tire Removal From Rim
2. Check inflation fittings. Replace if necessary.
3. Install inner side ring (1, Figure 2-6) on rim.
Coat beads of tire with tire mounting soap solution.
When deflating tires, be wary of flying dirt and
debris. Wear eye protection at all times.
1. Remove valve core and discharge air pressure
completely from tire.
4. Position tire over rim and work tire on as far as

possible without prying against the beads. Any
damage to tire bead will destroy the air seal
and cause air leakage at these locations.
5. Install outer side ring in position and install bead
seat band (3). Push in on bead seat band to
expose O-ring groove in rim.
6. Lubricate new O-ring with soap solution and
install in groove.
Prying against tire bead may cause damage to

tire bead which will cause air leaks.
7. Install lock ring(5) and tap into place with a lead

hammer. Lock ring lug must fit into slot of
rim.
2. Break tire loose from bead seat band (3, Figure

2-6).
8. Remove valve core and inflate tire to seat

beads of tire and O-ring as specified by tire
manufacturer.
3. Force bead seat band (3), side ring (1) and tire
away from lock ring (5). Remove lock ring.
4. Remove O-ring (4) from rim.
5. Remove bead seat band and side ring.
6. Break tire bead loose from back flange side of
rim.
Use a safety cage whenever possible. Stand to

one side as tire is being inflated. Never start
inflating unless the lock ring is in place. DO NOT
stand in front or over lock ring when inflating.
7. Remove tire from rim (2).
Tire Installation On Rim

1. Clean all rim components. Be certain the O-ring
groove and bead seat area are free of dirt and
rust. It is advisable to touch-up all metal parts
with a good anti-rust paint to prevent bare metal
from being exposed to the weather. DO NOT
allow paint, rust or other contamination to cover
mating surfaces of lock ring (5, Figure 2-6) and
rim (2).
9. If beads of tire and O-ring do not seat within one

minute, raise tire slightly and tap bead seat
band. (This will help the air pressure push the
tire bead into position.)
10. As soon as seating has been accomplished,
install valve core and inflate to recommended
tire pressure.
Be certain proper rim parts are used for reassembly. Use of non-compatible parts may not properly secure the assembly resulting in violently
flying parts upon inflation.
G2-8
Tires and Rims
G02016
SECTION G3
FRONT WHEEL HUB AND SPINDLE
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
(Wheel Hub Only; Brake Assy. Remains In Place) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Disassembly - Front Wheel Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Assembly and Installation - Front Wheel Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Front Wheel Hub Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
FRONT WHEEL SPINDLE REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
SUSPENSION A-FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Inspection of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-6
CENTER TIE ROD PIVOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-7
TOE IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
G03019
08/04
Front Wheel Hub and Spindle
G3-1
NOTES
G3-2
08/04
G03019
FRONT WHEEL HUB AND SPINDLE

FRONT WHEEL HUB
11. Remove outer bearing (15) and pin (2), then

remove wheel hub assembly (20).
Removal
(Wheel Hub Only; Brake Assy. Remains In Place)
12. Remove inner bearing (21) and pin (2).
1. Block the rear wheels at the front and rear of

each tire.
2. Refer to Front Tire and Rim Removal in this
section, and remove front tire and rim assembly.
3. Thoroughly clean hub, brake assembly, and
mounting capscrews. Drain oil from the wheel
by removing plug (16, Figure 3-1).
13. Transport wheel hub to a clean work area for

disassembly and inspection.
Disassembly - Front Wheel Hub
1. Remove outer races for bearings (15 & 21, Figure 3-1) from hub (20), only if bearing replacement is required.
2. Clean all metal parts in cleaning solvent.
Inspection
Drain the hydraulic tank before removing the

wheel hub plugs. Failure to do so may result in
high pressure oil being forced out of the wheel
leading to spillage and possible human contact.
4. Disconnect and cap brake apply and cooling oil
lines at inner side of brakes.
1. Inspect all seals and bearings and replace as

required.
2. Check seal ring mounting area on wheel hub
and spindle, for damage that could cause leakage. Inspect splined areas for excessive wear.
3. Inspect spindle in area of bearing surfaces and
radius under spacer for distress or cracks. Nondestructive methods of crack detection (dye
penetrant or magnaflux) should be used.
Assembly and Installation - Front Wheel Hub
The wheel hub assembly weighs approximately

960 kg (2116 lbs.). Use adequate lifting devices
when lifting these components.
5. Using three evenly spaced bracket tools (790438-1150), secure brake inner gear (19) to
outer brake gear (32).
NOTE: To install the three tools, remove nut (5) from
inner gear (19), and use the three tapped holes in the
outer gear (32) to mount the tools.
NOTE: To prevent damage to floating seal, always
install the 3 bracket tools before removing retainer
(11).
6. Remove wheel cover (10, Figure 3-1).
7. Support or lift wheel hub with an adequate lifting
device.
8. Remove capscrews (9) and retainer (11).
9. Note the number and thickness of the shims
behind retainer. Keep together in a safe place.
10. Rock wheel hub assembly (20) lightly from the
rear, and push out together with bearing (15).
NOTE: Bearing will slide out easily, use care when
removing, so that it does not fall. Also, be alert to
retrieve pin (2).
G03019
08/04
1. Clean all metal parts in cleaning solvent and

lubricate all splines and bearing surfaces with
clean hydraulic oil. Refer to Lubrication and
Service, Section P, Lubrication Chart, Lube key
"C" for correct oil.
2. If removed, use a push tool and press bearing
outer races (15 & 21, Figure 3-1) into hub (20).
3. Install pin (2) and inner bearing (21) on spindle.
NOTE: During this assembly procedure, be sure the
bearings and bearing races are thoroughly lubricated
with clean hydraulic oil. The bearing adjustment
procedure will require rotation of the hub and
bearings prior to filling the hub with oil.
4. Install new O-ring (8). Support wheel hub (20)
with an adequate lifting device and install over
spindle and into inner gear (19), aligning studs
with holes on inner gear.
5. Install pin (2) and outer bearing (15) on spindle.
6. Install retainer (11) without shims and secure
with capscrews (9).
7. Install nuts and washers (5). Tighten to standard torque. Remove bracket tools and install
three remaining nuts and washers.
G3-3
FIGURE 3-1. FRONT WHEEL HUB & SPINDLE
G3-4
08/04
G03019
Front Wheel Hub Bearing Adjustment

FIGURE 3-1. FRONT WHEEL HUB & SPINDLE
2. Dowel Pin
5. Nut & Washer
6. Stud
7. Stud
8. O-Ring
10. Hub Cap
11. Retainer
12. Shim
13. Shim
14. Shim
15. Bearing
16. Plug & O-Ring
17. O-Ring
19. Gear, Inner
20. Front Wheel Hub
21. Bearing
22. Retainer
23. Seal Ring
24. O-Ring
25. O-Ring
26. Dowel Pin
27. Retainer
28. Seal
29. Hub
30. O-Ring
31. Elbow
32. Gear, Outer
33. Tube
34. Friction Disc (External Splines)
35. Separator Plate (Internal Splines)
36. Damper
37. O-Ring
38. Bracket
39. Clip
40. Bolt
41. Washer
42. Housing
43. Seal
44. Seal
45. Piston
46. O-Ring
1. Install retainer (11, Figure 3-1) with 3 evenly

spaced capscrews (9) without installing any
shims. Rotate hub 20-30 times and tighten capscrews uniformly to 11.0 0.5 kg.m (80 4 ft.
lbs.) torque.
2. Measure dimension (A, Figure 3-2) from
retainer to tip surface of axle with depth
micrometer (2).
NOTE: Measure dimension "A" at two places on the
retainer and use the average of the measurements.
When removing the retainer, be careful that the
bearing (15, Figure 3-1) does not come out.
FIGURE 3-2. PRELOAD ADJUSTMENT

1. Retainer
2. Depth Micrometer
3. Remove retainer (1, Figure 3-2), and measure

retainer thickness C. Then select shim thickness equal to B (B=A-C) + 0.3mm (0.012 in).
NOTE: Select the combination of shims (12, 13, &
14, Figure 3-1) that gives the minimum number of
shims.
4. Apply thread tightener, Three Bond #1374, to all
capscrews (9) and install required shims (12,
13, and/or 14) and retainer (11). Rotate hub 2030 times and tighten capscrews uniformly to
94.5 10 kg.m (685 72 ft. lbs.) torque.
NOTE: After tightening the bolts, rotate the hub and
check that there is no abnormality or roughness in
rotation.
5. Fit O-ring (17) into hub cap (10) and install hub
cap with capscrews & washers (18).
6. Remove plug (16) and rotate hole to top. Fill
hub with clean hydraulic oil and install plug with
new O-ring. Refer to Lubrication Chart, Lube
key "C" in Section P, for correct oil.
7. Connect brake apply lines and brake cooling
lines to brake assembly.
G03019
08/04
G3-5
8. Refer to Front Tire and Rim Installation in this

Section, and install front tire and rim assembly.
Installation
1. Install new O-Rings (5, Figure 3-3) in bearing
(6).
2. Position A-Frame to frame and install spacers
(3) and pins (7) with retaining capscrews.
Bleed brakes before placing truck in production.

Refer to Brake Bleeding, Section J.
9. After engine start-up, check oil level in hydraulic
tank, and fill as required.
3. Refer to Section H, Front Suspension Installation and install the front suspension.
4. Refer to Section G, Front Tire and Rim Installation and install the front tires.
FRONT WHEEL SPINDLE REMOVAL AND

INSTALLATION
The spindle is attached to the bottom of the front suspension cylinder. To remove or install the spindle,
refer to Section H, Suspensions.
SUSPENSION A-FRAME
(Both A-Frame mounting pins are the same.)
Removal
1. Refer to Section G, Front Tire and Rim Removal
and remove front tires.
2. Refer to Section H, Front Suspension Removal
and remove the front suspension.
3. Use a suitable lifting device and support the AFrame. Remove retaining capscrew and pin (7,
Figure 3-3) and spacers (3).
4. Remove A-Frame from frame.
Inspection of Parts
FIGURE 3-3. A-FRAME ARM PIN
1. Inspect bushings (1, Figure 3-3). If damaged,

remove old bushings and install new parts.
Note: The bushings (1) are a tight fit in the frame
ears (2). When installing new bushings, apply a slight
amount of heat to frame ears and freeze the
bushings before attempting to press new bushings
into bores.
1. Bushing
2. Frame
3. Spacer
4. Snap Ring\Seal
5. O-Ring
6. Bearing
7. Pin
2. Inspect pin (7) and bearing (6). Replace if parts

are damaged or wear is excessive.
3. Inspect snap ring/seal (4). Replace if damaged
or if new bearing is installed.
G3-6
08/04
G03019
CENTER TIE ROD PIVOT

Installation
Removal
1. Remove capscrews and washers (9, Figure 34) and the grease lines connected to pins (3
and 10).
1. Press in bushings (4, 6, and 11, Figure 3-4).
2. Slide tie rod (13) away from pivot link (7).
2. Place pivot link in frame with O-Rings (5) and

install pin (3). Install washer (1) and snap ring
(2).
3. Remove snap ring (2), washer (1) and pivot pin

(3).
3. Install ball joint assembly (16), O-Rings (15),

and snap ring (14) in pivot link.
4. Remove pivot link.
4. Install seals (12).
5. Remove seals (12), snap rings (14) and push

out ball joint assembly (16).
5. Position tie rod in pivot link and install pin (10).

Install retaining capscrew and washer (9).
6. Connect grease lines to pins and lubricate all
joints.
Inspection
1. Inspect all bushings (4, 6, and 11, Figure 3-4)
for wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
3. Replace any worn or damaged parts.
FIGURE 3-4. CENTER TIE ROD PIVOT

1. Washer
2. Snap Ring
3. Pivot Pin
4. Bushing
G03019
08/04
5. O-Ring
6. Bushing
7. Pivot Link
8. Spacer
9. Capscrew and Washer

10. Tie Rod Pin
11. Bushing
12. Seal
13. Tie Rod

14. Snap Ring
15. O-Ring
16. Ball Joint
G3-7
TOE IN ADJUSTMENT
The correct toe-in specification for these model trucks is zero (0) with the truck at the empty vehicle weight. As the
truck is loaded, the geometry of the suspension and steering will result in minor toe-in angles.
FIGURE 3-5. RAISING THE TRUCK
1. Park the truck on a hard, level surface and
chock the rear wheels.
2. Ensure the front and rear suspensions are oiled
and charged according to shop manual specifications. Refer to Section H4, Oiling and Charging Procedures. The suspensions must be
properly charged and oiled to ensure accurate
toe adjustment.
3. Inspect steering and suspension components
and replace any damaged and/or worn parts.
4. Place a hydraulic jack below the front suspension to A-arm pin on both sides of the truck. Elevate the truck until the lower portions of the tires
are no longer bulged, but allow for full tread
contact with the ground across each tire.
Ensure the two jacks are at the same height.
Refer to Figure 3-5.
G3-8
5. Measure the distance from the edge of the tire

rim to the flat face of the frame. Measure this
distance at both the front and the rear of the left
hand wheel. Refer to Figure 3-6.
6. Calculate the average distance from the two
measurements obtained in Step 5. Record the
measurement.
7. Start the truck and steer the wheels until the
average measurement is achieved at the front
and rear of the left hand tire.
Personnel should not stand near the truck when

operating the steering wheel. Personal injury
may result. Always stand clear of the truck when
potential energy exists in the steering circuit.
Bleed down accumulators before making adjustments to the steering linkage.
08/04
G03019
FIGURE 3-6. TIRE TO FRAME DISTANCES
8. Mark the centerlines of the tires on the faces of

the tread at the front and rear of each tire. The
vertical centerline should be a distance of 1220
mm (48 in.) from the ground surface. The horizontal centerline should be exactly half the
width of the tire. Refer to Figure 3-7.
13. Check tire wear periodically. If abnormal wear is

evident, check for damaged or worn steering
components, and verify the toe is properly
adjusted. Replace components as necessary,
and adjust the toe.
9. Measure the distances between centerlines at

the front and rear of the wheels. Record the
measurements.
10. Adjust the length of the tie rods until the two
measurements obtained in Step 9 are within 3
mm (0.118 in.) of one another. The tie rods must
be adjusted equally. One full turn of the tie rods
is approximately equal to 25.4 mm (1 in.) of toe
adjustment.
11. Record the final distances between the front
and rear centerlines for future reference.
12. Remove the jacks and the wheel chocks from
the truck. Operate the truck through several
complete turn cycles. Recheck the measurements, and readjust if necessary.
G03019
08/04
Always adjust the toe after replacing integral

steering system components. Failure to adjust
the toe after replacing any components that may
effect the steering geometry may cause premature wear to the tires and other components.
14. Check the toe adjustment at every 500 hour
interval. If abnormal tire wear is evident, check
the adjustment, immediately.
G3-9
FIGURE 3-7. MARKING CENTERLINES ON THE TIRES
G3-10
08/04
G03019
SECTION G4
FINAL DRIVE ATTACHMENTS
INDEX
FINAL DRIVE ATTACHMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

REAR AXLE ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Lower Side Links and Center Link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Spherical Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PANHARD ROD (DIAGONAL LINK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
G04017
Final Drive Attachments
G4-1
NOTES
G4-2
G04017
FINAL DRIVE ATTACHMENTS

The rear axle and final drive assembly is attached to
the truck frame by four links (1, 4, & 5, Figure 4-1)
with spherical bearings at each link end, thus allowing the drive axle to oscillate with the ground contour
and maintain a positive wheel contact for maximum
drive force. The rear axle case also provides the
lower mounts for the rear suspensions.
REAR AXLE ATTACHMENT

The following discussion covers the complete
removal of the links and the removal of the spherical
bearings from the links. However, depending on the
reason for service, it may not be necessary to
remove both ends of the links, or the bearings. The
service technician should determine the level of disassembly required and proceed only to that point.
If only one end of a link is to be disconnected, be
sure to support the free end of the link as necessary,
so that it cannot fall and become a hazard to the servicing personnel.
Lower Side Links and Center Link
FIGURE 4-1. REAR AXLE ARRANGEMENT

1. Panhard Rod
(Diagonal Link)
2. Rear Suspension
3. Rear Axle Housing
4. Lower Link
(R.H. & L.H.)
5. Center Link
6. Hoist Cylinder (Ref.)
Removal
1. Securely block front and rear wheels.
2. Support the rear of the truck frame under the
hoist cylinder mounting.
3. Support front and rear side of rear axle housing.
Remove only one link at a time. If more than one

link is to be removed at the same time, extra supports must be in place to prevent the frame and
axle from moving out of position. * Each link
weighs approximately 120 kg (265 lbs.). Be sure
adequate supports and lifting devices are used.
4. Place jack under the rear suspension mount on
the same side as lower link to be removed.
Be sure jack is secure to lower mount so it will

not slide off as jack is extended.
G04017
FIGURE 4-2. LINK PIN

1. Link Pin
2. Bushing
3. Spacer
4. Dust Boot/Snap Ring
5. Link
6. Spherical Bearing
7. Retainer Plate
8. Capscrew, Washer
G4-3
Note: The center link (5, Figure 4-1) is slightly shorter

than the lower links (4). Be certain to mark each link
prior to removal to insure correct position during
assembly.
5. Block final drive securely in this position. Support link to be removed. Remove grease lines.
6. Remove capscrews & washers (8, Figure 4-2)
and retainer plate (7) and remove link pin (1).
7. Remove spacers (3, Figure 4-2).
8. If link is to be removed completely from truck,
repeat steps 6 & 7 for other end of link.
9. If spherical bearings are to be replaced, remove
snap rings (4) and bearings (6). (See bearing
replacement information below.)
Inspection
Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second
snap ring on other side of link.
NOTE: Install snap rings as shown in Figure 4-3.
2. Repeat step 1 for other end of link as required.
3. Install bushings (2), if removed, and lift link into
position between frame and axle. Install spacers (3, Figure 4-2).
Note: If both the center link (5, Figure 4-1) and lower
links (4) have been removed, be certain the correct
link is installed in the proper location; If in doubt,
measure the distance between the centerlines of the
bearing bores. The center link is 1190mm (46.85 in)
long. The lower links are 1220mm long (48.0 in).
1. Clean all parts.

2. Inspect bushings (2, Figure 4-2) and pin (1) for
wear, galling and cracks.
3. Inspect bearing (6) for wear and freedom of
movement.
4. Inspect dirt seal (4) for cracks or damage that
could allow dirt to enter.
5. Replace any damaged or worn components
found during inspection.
4. Install pin (1, Figure 4-2) and retaining capscrews with washers (8). Tighten capscrews to
standard torque.
5. Raise rear of frame and remove supports from
under lower hoist cylinder mounts and axle as
necessary.
6. Install grease lines.
Spherical Bearing Replacement

If the bearings are worn or damaged, replacement
will be necessary. The bearings are a press fit in the
links and require a suitable press with the correct
size pusher plate for proper removal and installation.
Do not attempt to hammer directly on the bearings.
FIGURE 4-3. SNAP RING ORIENTATION
1. Link
G4-4
2. Snap Ring
G04017
PANHARD ROD (DIAGONAL LINK)

Removal
* The panhard rod weighs approximately 95 kg

(210 lbs.) Be sure adequate supports and lifting
devices are used.
1. Park truck on level surface and securely block
wheels.
2. Securely support frame on each side under
lower hoist cylinder mounts. Support frame so
there is not any weight being applied to the rear
axle.
When installing panhard rod, misalignment of

second pin and bearing will probably occur.
Raise or lower frame with jacks or adequate lifting device ON EACH SIDE OF FRAME. DO NOT
use rear suspensions, because there is no
restraint to keep frame from shifting to one side
or the other.
3. Install bushings (2), if removed, and lift panhard
rod into position between frame and axle. Install
spacers (3, Figure 4-2).
3. Support panhard rod (1, Figure 4-4).
4. Install pin (1) and retaining capscrews with

washers (8). Tighten capscrews to standard
torque.
4. Remove capscrews & washers (8, Figure 4-2)

and retainer plate (7) and remove link pin (1)
from each end of the panhard rod.
5. Raise rear of frame and remove supports from

under lower hoist cylinder mounts and axle as
necessary.
5. Remove spacers (3, Figure 4-2). Remove panhard rod from between frame and final drive
case.
6. Install grease lines and verify grease is present

in the bearings.
6. If spherical bearings are to be replaced, remove

snap rings (4) and bearings (6).
wear, galling and cracks. Replace parts as necessary.
Inspection
1. Clean all parts.
wear, galling and cracks.
3. Inspect bearing (6) for wear and freedom of
movement.
4. Inspect dirt seal (4) for cracks or damage that
could allow dirt to enter.
5. Replace any damaged or worn components
found during inspection.
Installation
1. Install one snap ring (4) and press bearing (6) in
link until it contacts snap ring. Install second
snap ring on other side of link.
NOTE: Install snap rings as shown in Figure 4-3.
2. Repeat step 1 for other end of link as required.
FIGURE 4-4. PANHARD ROD (DIAGONAL LINK)

1. Rear Suspension
2. Frame Mount
3. Rear Axle Mount
4. Panhard Rod
(Diagonal Link)
Refer to Figure 4-2 for view A-A.
G04017
G4-5
NOTES
G4-6
G04017
SECTION G5
REAR AXLE AND FINAL DRIVE ASSEMBLY
INDEX
REAR AXLE & FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

DIFFERENTIAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
DIFFERENTIAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Disassembly of Pinion Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-9
Disassembly Of Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-10
ASSEMBLY of DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Assembly Of Differential Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Installation Of Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-14
Input Pinion and Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-15
Adjusting Tooth Contact, Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-18
G05019
Rear Axle and Final Drive Assembly
G5-1
NOTES
G5-2
G05019
REAR AXLE & FINAL DRIVE ASSEMBLY

The rear axle and final drive assembly contains the
differential assembly, rear oil-cooled disc brake
assemblies, drive axles, and the planetary drive
assemblies.
The rear axle and final drive assembly is attached to
the truck frame by four links with spherical bearings
at each link end, thus allowing the drive axle to oscillate with the ground contour and maintain a positive
wheel contact for maximum drive force. The assembly also provides a mounting for the rear suspensions and the park brake assemblies.
DIFFERENTIAL OPERATION
Straight-away-travel
Power from the transmission to the input pinion
passes through the differential bevel gears to turn the
differential case. The differential pinions transfer this
rotation to the differential side gears where it turns
the drive shafts splined to the gears. During straightaway travel, the resistance on the tires is equal,
same resistance on both left and right drive shafts, so
the differential pinions do not turn. Instead, the rotation of the case is transferred directly to the side
gears. In this case, bevel and side gears rotate at the
same speeds, so the case and the shaft turn as a
single unit.
Turning
In a turn, the resistance on the inside tire is greater
than on the outside one so the resistances on the
drive shaft are not balanced. Consequently, the side
gears then rotate at different speeds. The differential
pinions; therefore, rotate as they transmit the rotation
of the case to the side gears. This rotation forces the
two side gears to rotate in opposite directions. The
net effect is that the outside wheel turns at a rate
equal to the sum of the bevel gear speed and the differential pinion speed, while the inside one turns at a
rate equal to the difference.
Specifications:
Reduction Ratio:
Differential: 2.647
Final Drive: 7.235
Total: 19.15
Tire size: 33.00 - 51, 50 PR
Rim size: 24.00 - 51
G05019
FIGURE 5-1. REAR AXLE ASSEMBLY

1. Rear Suspension
Mount
2. Lower Link Mount
3. Panhard Rod Mount
4. Differential
5. Center Link Mount

6. Parking Brake Mount
7. Rear Oil Disc Brakes
8. Planetary Final Drive
G5-3
REAR AXLE ASSEMBLY
14. Remove blocks from behind rear wheels.

15. Roll final drive assembly out from under frame.
Removal
Installation
Make sure jacks, lifting equipment and rigging
have adequate capacity and are securely
attached to raise and hold rear of truck until
blocking or support stands are securely
installed.
Total weight distribution (approximate):
Rear axle of empty truck (without body liners):
51 865 kg (112,563 lbs.)
Rear Axle assembly with wheels & tires:
19 568 kg (43,140 lbs.)
Rear Axle assembly without wheels & tires:
13 209 kg (29,120 lbs.)
1. Park truck on level surface.
2. Securely block front wheels.
3. Refer to Section J, Parking Brake, and remove
parking brake assembly.
4. Raise rear of frame high enough for final drive
case to clear as it is rolled from under the truck.
5. Securely block under both frame mount structures at the lower end of the hoist cylinders.
6. Block rear wheels to prevent final drive from
moving when disconnected from frame.
7. Disconnect the drive shaft between final drive
and transmission at both ends. Slide drive shaft
out of protector and set aside.
8. Disconnect all hydraulic lines to both oil disc
brake assemblies and park brake assembly.
Cap/plug all ports and hoses to prevent dirt
entry. Identify or mark all connections for easier
reassembly.
9. Remove any electrical wiring or lube lines that
may interfere with removal of the final drive
assembly.
Make sure jacks, lifting equipment and rigging

have adequate capacity and are securely
attached to raise and hold rear of truck until
blocking or support stands are securely
installed.
Total weight distribution (approximate):
Rear axle of empty truck (without body liners):
51 865 kg (112,563 lbs.)
Rear Axle assembly with wheels & tires:
19 568 kg (43,140 lbs.)
Rear Axle assembly without wheels & tires:
13 209 kg (29,120 lbs.)
1. If not already done, raise rear of frame high
enough for final drive case to clear as it is rolled
under the truck and securely block under both
frame mount structures at the lower end of the
hoist cylinders. Align final drive assembly to
frame.
2. Roll final drive under frame and block wheels.
3. Refer to Final Drive Attachment, this Section,
for Lower and Center Link Installation. Install
Links.
4. Raise Diagonal Link to connect to frame. Refer
to Final Drive Attachment, this Section, for
Diagonal Link Installation. Install Diagonal Link.
5. Refer to Section H, Rear Suspension Installation. Install both suspensions.
6. Install drive line with slip joint end toward transmission. Tighten companion flange capscrews
to 39 4 kg.m (282 30 ft.lbs.).
7. Install all hydraulic lines to park brake assembly
and both rear oil-cooled disc brake assemblies.
10. Remove rock ejectors from both sides of body.

11. Completely vent all nitrogen gas from both rear
suspensions. Refer to Section H, Oiling and
Charging Procedures for safe discharging of
Nitrogen gas.
Before placing truck in production, brakes must

be bled. Refer to Section J for the Brake Bleeding
procedure.
12. Refer to Section H, Rear Suspension Removal.

Remove both suspensions.
13. Refer to Final Drive Attachment, in this Section,
for the Lower Link, Center Link, and Panhard
Rod - Removal. Remove these components.
G5-4
G05019
8. Install all electrical wiring and lube lines that

were previously removed with the final drive
assembly. Install rock ejectors on both sides of
body.
9. Raise rear of truck frame, and remove blocks or
support stands from under lower hoist cylinder
mount structures.
10. Refer to Section J, Parking Brake Installation for
instructions and install parking brake assembly.
Oil capacity:
Differential: 300 liters (79.0 gal)
Final Drive: 120 liters (31.7 gal) each side
(Refer to Section P for oil specification.)
NOTE:
a. Breather (6) must be open to atmosphere at all
times. Check the breather before each shift of
operation and remove any blockage of dirt/mud, etc.
11. Charge all suspensions. Refer to Section H,

Suspension Oiling and Charging Procedure.
b. Clean breather as necessary, or at least every 250

hours of truck operation, to insure proper venting.
12. Refer to Planetary Final Drive and fill each final

drive with approved oil.
c. Differential and Final Drive oil should be changed

every 2000 hours of truck operation.
DIFFERENTIAL ASSEMBLY
To Check Differential Oil Level

1. Truck should be parked on a level surface.
2. Remove plug (2, Figure 5-2) and check the oil
level. If the oil level is not at, or near, the lower
end of the plug hole, fill with approved oil
through the plug hole until oil is at bottom of
hole.
The differential assembly is designed to transmit the

rotary power from the drive shaft to the left and right
wheels. It consists of a reduction unit and a differential unit which provides a difference in rotational
speed to the left and right wheels when negotiating
curves.
Because of the design of the differential assembly,
the differential input pinion bearing is subject to both
thrust and radial forces. For this reason, a taper roller
bearing is used. In order to adjust the bearings and
gear backlash, shims are used at the pinion end, and
adjusting nuts are used at the bevel gear end.
Specifications:
Splash-Type Lubrication
Ratio: 2.647
Removal
1. Obtain container(s) and prepare to recover 300
l (79.0 gal) of oil from the differential gear case
and 120 liters (31.7 gal) of oil from each planetary final drive gear case. Remove drain plug (5,
Figure 5-2) and drain the oil from the differential
gear case.
FIGURE 5-2. AXLE HOUSING, VIEW A-A, Fig. 5-1

1. Axle Housing
2. Fill/Level Plug
3. Latch Assembly
G05019
4. Pin
5. Drain Plug
6. Axle Housing
Breather
2. Refer to Planetary Final Drive, in this Section,

for instructions to drain oil from each final drive
assembly and for removal of both drive axles.
3. Refer to Parking Brake Removal, Section J, and
disconnect all three parking brake spring cylinders and hoses.
G5-5

for removal of the Center Link, and Panhard
Rod. Remove these components.
Installation
5. Refer to Transmission, Section F, Driveline Removal, and remove the rear driveline.
Make sure lifting equipment is of adequate
capacity to handle 1780 kg (3,924 lbs).

capacity to handle drive shaft weight of 224 kg
(494 lbs).
6. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion
end, to adjust the height when removing.
NOTE: Be careful not to damage the seal surface of
the differential housing.
7. Remove differential assembly (2, Figure 5-3).

capacity to handle 1780 kg (3,924 lbs).
NOTE: Be careful not to damage the seal surface of

the differential housing.
1. Install a lifting shackle to the differential mounting surface, then fit a lever block to the pinion
end, and adjust the height when installing differential assembly (2, Figure 5-3). Apply Three
Bond #1374 thread tightener to mounting capscrews and tighten to 94.5 10 kg.m (684 72
ft.lbs.).
2. Apply Three Bond #1374 thread tightener to
capscrews and install drive shaft assembly.
Tighten capscrews to 39 4 kg.m (282 30
ft.lbs.).
for installation of the Center Link, and Panhard
Rod. Install these components.
4. Refer to Planetary Final Drive, in this Section,
for instructions to install both drive axles.
5. Refer to Transmission, Section F, Drivelines,
and install the rear driveline.

capacity to handle drive shaft weight of 224 kg
(494 lbs).
6. Refer to Parking Brake Installation, Section J,
and connect all three parking brake spring cylinders and hoses.
FIGURE 5-3. DIFFERENTIAL ASSEMBLY

1. Lift Chain
G5-6
7. Add 300 liters (79.0 gal) of oil to the differential

gear case and 120 liters (31.7 gal) of oil to each
planetary final drive gear case. Refer to Lubrication and Service, Section P, for oil specifications. Check differential and each final drive for
proper oil level.
2. Differential Assem-
G05019
DIFFERENTIAL ASSEMBLY
NOTE: The illustrations used in the following
"Disassembly" and "Assembly" procedures for the
Differential Assembly are TYPICAL of the
installation, but may not be an exact replica of the
particular part(s). Some parts, such as the Park
Brake Support, (the HD1500 has mounting surfaces
for three brake calipers) may actually appear
different, but their fit and function, as depicted in the
illustrations, are similar.
4. Remove retaining capscrew (3, Figure 5-5), and

mounting capscrews (6), then remove coupling
(2) together with holder (4) and O-ring.
5. Remove support (5).
Disassembly
1. Set differential assembly in Tool repair stand (2,
Figure 5-4).
FIGURE 5-5. BRAKE COUPLING

1. Brake Disc
4. Holder
2. Coupling
5. Support
3. Capscrew
6. Capscrews
6. Install coupling and lifting device (1, Figure 5-6)
and screw in pusher bolts, then lift off pinion and
carrier assembly (2).
FIGURE 5-4. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
2. Tool
NOTE: Check the number and thickness of the

shims, and keep together in a safe place for
installation at re-assembly of pinion and carrier.
3. Connecting Pin
4. Lever
NOTE: The HD1500 has three brake caliper

assemblies.
2. Using a portable power source, pump hydraulic
oil into the park brake spring cylinder to retract
rod, then pull out connecting pin (3) of adjuster
lever (4), and remove spring cylinder (1).
If the hydraulic pressure in the spring cylinder is

released, the rod will suddenly extend; keep
hands away from rod.
3. Caliper assembly
a. Refer to Parking Brake Removal, Section J,
and remove all three parking brake assemblies.
FIGURE 5-6. PINION AND CARRIER

1. Lifting Device
2. Carrier Assembly
b. Remove brake disc (1, Figure 5-5).
G05019
G5-7
FIGURE 5-7. DIFFERENTIAL ASSEMBLY

1. Seal
3. O-Ring
4. O-Ring
5. Input Pinion (17 Teeth)
7. Pinion Gear (22 Teeth)
8. Bearing
9. Adjusting Nut
G5-8
10. Side Gear (28 Teeth)

11. Differential Gear Case
12. Ring Gear (45 Teeth)
15. Plate
17. Lock
18. Dowel Pin
19. Cage
20. Cross Shaft
21. Differential Case
22. Retainer
24. Bearing
25. Dowel Pin
26. Ring
27. Bearing Carrier Cage
28. Shim Assembly

29. Park Brake Support
30. Bearing
31. Coupling
32. Retainer
34. O-Ring
G05019
Disassembly of Pinion Carrier Assembly

1. Remove carrier (2, Figure 5-8) together with
inner bearing (3) from pinion gear (1).
FIGURE 5-8. PINION BEARING

1. Pinion Gear
2. Carrier
3. Inner Bearing
4. Inner Bearing
5. Spacer
Differential Gear Unit

1. Remove locks (1, Figure 5-10).
FIGURE 5-10. DIFFERENTIAL

1. Locks
2. Wrench
(790-425-1660)
3. Capscrews
2. Remove spacer (5), then remove inner bearing

(4).
3. Remove holder (4, Figure 5-9), then remove
center bearing inner race (5) from pinion gear
(6).
2. Using wrench (2), loosen left and right side

bearing adjustment nuts (3) until they can be
turned by hand.
4. Remove bearing outer races (2) and (1) from

carrier (3).
3. Remove capscrews (2, Figure 5-11). Remove

plates (5) and caps (1).
NOTE: The bearing is an adjustment-free bearing

assembly (2 tapered roller bearings and spacer).
Check the matching numbers, and keep as a set in a
safe place.
FIGURE 5-9. PINION GEAR AND RACES

1. Outer Race
2. Outer Race
3. Carrier
G05019
4. Holder
5. Inner Race
6. Pinion Gear
4. Lift off differential gear assembly (4).

5. Remove left and right side bearing adjustment
nuts (3).
FIGURE 5-11. DIFFERENTIAL MOUNTING

1. Cap
2. Capscrews
3. Adjustment Nuts
4. Gear Assembly
5. Plate
G5-9
Disassembly Of Differential Gear Unit

1. Using a knife edge type puller (1, Figure 5-12)
and a porta-power cylinder, remove bearing (2).
FIGURE 5-14. THRUST WASHER

1. Thrust Washer
2. Case
FIGURE 5-12. BEARING PULLER

1. Puller
2. Bearing
2. Punch mark the case sections and remove

mounting capscrews (2, Figure 5-13), then
remove case (1).
FIGURE 5-15. SIDE GEAR

1. Side Gear
2. Gear
FIGURE 5-13. DIFFERENTIAL CASE

1. Case
2. Capscrews
3. Remove thrust washer (1, Figure 5-14) from

case (2).
4. Remove side gear (1, Figure 5-15).
5. Remove pinion gear assembly (1, Figure 5-16)
together with cross shaft (2).
FIGURE 5-16. PINION GEAR ASSEMBLY
1. Gear Assembly
G5-10
2. Cross Shaft
G05019
6. Hold pinion gear assembly (3, Figure 5-17) with

press; use wrench (1) to remove ring nut (2).
9. Remove bearing outer races (1 & 2, Figure 519) and from pinion gear.
NOTE: The bearing is an adjustment-free bearing, so
check the matching numbers of the bearing, collar,
and outer race, and keep together as a set in a safe
place.
FIGURE 5-17. RING NUT AND GEAR

1. Wrench
(09003-08290)
2. Ring Nut
3. Pinion Gear
7. Push out shaft (4, Figure 5-18) with press, and

remove pinion (1), bearing (2), and collar (3).
8. Remove bearing from shaft.
FIGURE 5-19. GEAR BEARINGS

1. Outer Race
2. Outer Race
10. Remove side gear (1, Figure 5-20).
FIGURE 5-18. GEAR AND SHAFT

1. Pinion Gear
2. Bearing
3. Collar
4. Shaft
FIGURE 5-20.
1. Side Gear
G05019
2. Bevel Gear
G5-11
11. Remove thrust washer (1, Figure 5-21).
14. Remove snap ring (2, Figure 5-23), then

remove bearing (1) from differential case (3).
FIGURE 5-21. BEVEL GEAR

1. Thrust Washer
2. Bevel Gear
FIGURE 5-23. DIFFERENTIAL BEARING
12. Remove bevel gear (3, Figure 5-22) from case

(2).
1. Bearing
2. Snap Ring
3. Differential Case
13. Remove bearing (1) from case.

15. If bevel gear (3, Figure 5-22) is to be replaced,
remove gear retaining capscrews and separate
gear from case (2).
NOTE: Bevel gear and pinion gear must be replaced
as a matched set.
FIGURE 5-22. DIFFERENTIAL BEARING

1. Bearing
2. Case
G5-12
3. Bevel Gear
4. Capscrews, Washers
G05019
ASSEMBLY of DIFFERENTIAL
Differential Bearing
1. Set differential case in tool repair stand (2, Figure 5-4).
2. Using a push tool, press fit bearing (1, Figure 523) in differential case (3), then install snap ring
(2).
Assembly Of Differential Gear Assembly
1. Align bevel gear (3, Figure 5-22) with dowel
pins on differential gear case (2) and install.
Apply Three Bond #1374 thread tightener to
mounting capscrews (4). Install capscrews and
washers and tighten to 135 kg.m (975 ft.lbs.).
FIGURE 5-24. BEARING INSTALLATION

1. Bearing
2. Shaft
2. Install side bearing (1). Shrink fit bearing by

heating to 100 C (212 F).
NOTE: Bearings should be heated by heat lamps, oil
bath, or induction heaters. Do not use a torch or heat
greater than 176 C (350 F). After bearing cools,
check that there is no clearance between the end
face of the case and the bearing.
3. Turn case over, then align with dowel pin, and
install thrust washer (1, Figure 5-21).
a. Check that the head of the dowel pin is 0.5
[+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.)
lower than the surface of the washer.
4. Install side gear (1, Figure 5-20).
5. Differential Pinion Side Gear.
NOTE: The bearing is an adjustment-free bearing
assembly. Check the numbers on the bearings,
collar, and outer races, and use only a matched set.
NOTE: Align the notched portion of the pinion gear

shaft with the case dowel pin and install. Move the
pinion gear, and verify gear assembly rotates easily.
7. Install side gear (1, Figure 5-15).
8. Align with dowel pin, and install thrust washer
(1, Figure 5-14).
a. Check that the head of the dowel pin is 0.5
[+0.2/-0.0] mm (0.020 [+0.008/-0.00] in.)
lower than the surface of the washer.
9. Heat side bearing (1, Figure 5-25) to 100C
(212F) and install to case (2).
greater than 176C (350F).After bearing cools,
check that there is no clearance between the end
face of the case and the bearing.
a. Using push tool, press fit outer races (1 & 2,

Figure 5-19) in pinion gear.
b. Using push tool, press fit bearing (1, Figure
5-24) to shaft (2).
c. Set pinion gear to shaft, then assemble collar (3, Figure 5-18), and using push tool,
install bearing (2).
d. Apply Three Bond #1374 thread tightener to
ring nut (2, Figure 5-17). Hold pinion gear
assembly (3) with press, and using wrench
(1), tighten ring nut (2).
6. Assemble pinion gear assembly (1, Figure 516) to cross shaft (2), then raise and install in
case.
1. Side Bearing
G05019
2. Case
G5-13
FIGURE 5-27. BEARING PRELOAD

1. Micrometer
(792-525-3000)
2. Adapter
FIGURE 5-26. CASE INSTALLATION
1. Case
2. Capscrews
10. Fit case (1, Figure 5-26) to housing. Apply

Three Bond #1374 thread tightener to mounting
capscrews (2) and tighten to 94.5 kg.m (684
ft.lbs.).
Installation Of Differential Assembly
1. Tighten side bearing adjustment nuts (3, Figure
5-11) temporarily, and place differential gear
case assembly (4) temporarily.
2. Align match marks and fit caps (1) to assembly.
Rotate the bevel gear 20 - 30 turns to seat the
bearings, then tighten. Apply Three Bond
thread tightener #1374 to mounting capscrews
(2). Position plates (5) on caps and install capscrews. Tighten to 175 kg.m (1266 ft.lbs.).
3. Adjusting preload of bearing:
a. Install measurement adapters (2, Figure 527) to both ends of cap.
3. Measuring Posts
4. Spring Balance
5. Plates
d. Fit spring balance (4, Figure 5-27) to the

bevel gear mounting bolt and measure the
starting force in the tangential direction as
shown. Starting force should be 7.7 - 10.3 kg
(17 - 23 lbs.).
e. Tighten adjustment nuts (3, Figure 5-10)
from both ends, and continue to tighten with
wrench (2), paying careful attention to the
groove that the lock enters. To seat the bearing properly, rotate the bevel gear and tap
the bearing cap and bevel gear with a softfaced hammer,
NOTE: Precautions when adjusting preload;
If the increase in deflection caused by overtightening
of the adjustment nut exceeds the standard amount,
return the adjustment nuts to the condition before
adjusting. When doing this, rotate the bevel gear and
tap the bearing cap and bevel gear with a plastic
hammer, check that there is no clearance at "A",
Figure 5-28, and adjust again.
Use a light with a feeler gauge
to ensure there is no gap.
b. Measure dimension between adapters with

depth micrometer (1).
NOTE: When measuring, hold the micrometer
securely with one hand, and put the probe in contact
parallel to the measurement adapter.
c. Add 0.66 0.12 mm (0.025 0.005 in) to the
measured dimension, and set scale of
micrometer.
NOTE: The added dimension becomes the amount
of deflection of the case before applying preload and
after applying preload.
FIGURE 5-28. BEARING ADJUSTMENT
G5-14
G05019
Input Pinion and Carrier Assembly
When assembling the differential pinion carrier

assembly (Figure 5-29), if coupling bolts are not
tightened while the pinion bearing is turning, the
bearing will be damaged in a short period of
operation. To prevent this, the following assembly procedure must be followed.
1. Using push tool, press fit outer races (1, Figure
5-30) and (2) in carrier (3). Check that there is
no clearance between the outer races and the
carrier.
FIGURE 5-30.
1. Outer Race
3. Carrier
2. Outer Race
2. Heat bearing inner race (2, Figure 5-31) to

100C (212F), then press center bearing inner
race onto pinion gear (3), then install holder (1).
mounting bolts and tighten to 28.5 3 kg.m
(206 22 ft.lbs.).
greater than 176 C (350 F).
3. Heat bearing inner race* (1, Figure 5-32) to
100C (212F), then press onto pinion gear
shaft and install spacer (2).
*The bearing is an adjustment-free bearing. Verify
the numbers match and keep them together as a set.
*Verify there is no clearance between the end
face of the pinion gear and the inner race.
FIGURE 5-29. INPUT PINION ASSEMBLY

2. Park Brake Disc
3. Coupling
5. Holder
6. O-Ring
8. Oil Seal
9. O-Ring
G05019
10. O-Ring
12. Holder
13. Bearing Race
14. Pinion Gear (15 T)
15. Bearing Carrier
16. Shim Assembly
18. Bearing Assembly
FIGURE 5-31.
1. Holder
2. Bearing Inner Race
3. Pinion Gear
G5-15
FIGURE 5-32.
1. Bearing Inner Race
FIGURE 5-34.
2. Spacer
1. Cage Assembly
4. Set carrier (2, Figure 5-33) to pinion gear (3),
and install bearing (1).
5. Coat the bearing rollers as well as the running
surfaces of the inner and outer races thoroughly
with oil.
6. Fit O-ring (10, Figure 5-29) onto bearing carrier
(15), and assemble shims* (16), then install pinion and cage assembly (1, Figure 5-34) to differential case.
7. Install oil seal (3, Figure 5-35) and O-ring (2) to

park brake support (1). Install support (1) to differential case. Apply Three Bond #1374 thread
tightener to mounting bolts and tighten to 56 6
kgm (405 45 ft.lbs).
*NOTE: Use the same amount of shims that were

removed at time of pinion disassembly. If any
parts, such as bearings, bearing carrier, pinion gear,
or housing have been replaced, be certain to refer to
Adjusting Tooth Contact, Backlash later in this
procedure to determine the correct shim thickness.
FIGURE 5-35.
2. O-Ring
3. Oil Seal
FIGURE 5-33.
1. Bearing
2. Carrier
G5-16
3. Pinion Gear
G05019
8. Fit coupling (4, Figure 5-36), O-ring and holder

(2), and apply Three Bond thread tightener
#1374 to mounting bolt (3). Tighten bolt* (3)
gradually to 280 30 kg.m (2025 217 ft.lbs)
torque while the bearing is turning (20 to 30
rotations). *If the bolt (3) is tightened without
keeping the bearing turning, there will be a possibility of damaging the bearing.
FIGURE 5-38.
Method #2:
b. Measure the axial bearing end play for: 0.0 0.118 mm (0.0 - 0.0046 in.)
Measuring method:
FIGURE 5-36.
2. O-Ring and Holder
3. Bolt
4. Coupling
9. After tightening bolt (3), turn the bearing 20 to

30 rotations again, and make sure that the
bearing is running smoothly and that bolt (3)
has been tightened to the specified torque.
10. Using either of the following methods, confirm
that the bearing has been set normally.
Method #1:
1.) After the bearing has been run 20 to 30

rotations, set a dial gauge as shown in
Figure 5-38 to align with Point Zero.
2.) Oscillate the coupling 20 to 30 rotations
in its lifted condition (approximately 300
kg) and make sure that the dial gauge
reading has been stabilized. (See Figure 5-39)
3.) The dial gauge reading obtained in the
previous step will be equal to the end
play in the axial direction.
a. Measure the starting torque in the tangential

direction with a spring scale (1, Figure 5-37)
attached to a threaded hole in the coupling
(396 mm [15.6 in.] bolt circle dia.).
Starting torque must not be greater than
5.1 kg. (11.2 lbs.) maximum. Perform this
measurement on the bevel gear side.
FIGURE 5-39.
FIGURE 5-37.
1. Spring Scale
G05019
G5-17
Adjusting Tooth Contact, Backlash

Adjust backlash and tooth contact at the same time.
1. Adjust backlash as follows.
a. Move bevel gear with adjustment nuts (1 & 2,
Figure 5-40).
2. Adjust tooth contact as follows.

a. Adjust the in and out movement of the bevel
pinion by changing the shims between the
differential case and bearing cage.
b. Adjust tooth contact in Step 3.
When adjusting the bevel gear, do not change the

preload of the bearing. Always turn the adjustment nuts at both ends the same amount in the
same direction.
b. Put a dial Indicator (2, Figure 5-41) at right
angles in contact with the reverse face of the
tooth at the outside of the bevel gear. Turn
the adjustment nut and adjust the backlash.
c. Backlash: Adjust at 3 - 4 places. Keep the
pinion gear locked when measuring. Adjust
to 0.46-0.66 mm (0.018 - 0.026 in) backlash.
FIGURE 5-41. BACKLASH ADJUSTMENT

1. Bevel Gear
2. Dial Indicator
FIGURE 5-40. TOOTH CONTACT ADJUSTMENT

1. Adjustment Nut
G5-18
2. Adjustment Nut
G05019
3. Adjusting tooth contact

Mix red lead in spindle oil to form a thin paste,
then coat the face of 7 or 8 teeth of the driven
gear. Hold down the driven gear by hand to act
as a brake, and rotate the drive pinion gear forward and backward, then inspect the pattern left
on the teeth.
G05019
Adjust the tooth contact as shown in the following

illustrations and procedure.
G5-19
4. Caliper assembly
a. Install brake disc (1, Figure 5-42). Apply
Three Bond #1374 thread tightener to disc
plate capscrews and tighten to 76 kg.m (550
ft.lbs.).
FIGURE 5-44. PARK BRAKE SPRING CYLINDER

1. Spring Cylinder
2. Tool
FIGURE 5-42. BRAKE COUPLING
1. Brake Disc
2. Coupling
3. Capscrew
4. Holder
5. Support
6. Capscrews
b. Install plate (1, Figure 5-43) on one side temporarily.

c. Fit pad (2) and install caliper (3).
d. Install plate on other side and tighten fully.
plate mounting capscrews and tighten to
94.5 kg.m (684 ft.lbs.).
3. Connecting Pin &

Clevis
4. Lever
NOTE: Adjust for a clearance of 0.1 mm (0.004 in)

between the plate and the caliper.
5. Install spring cylinder assembly (1, Figure 544), and connect rod clevis with connecting pin
(3) to lever of slack adjuster (4).
NOTE: To retract the rod, pump oil pressure into the
spring cylinder.
Refer to Parking Brake Adjustment, Section J, Brake
System, to adjust park brake assembly.
FIGURE 5-43. CALIPER

1. Plate
2. Pad
G5-20
3. Caliper
G05019
SECTION G6
FINAL DRIVE PLANETARIES AND WHEEL HUBS
INDEX
FINAL DRIVE PLANETARIES AND WHEEL HUBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3

FINAL DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
CARRIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
FINAL DRIVE CARRIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6
FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-9
G06009
Final Drive Planetaries and Wheel Hubs
G6-1
NOTES
G6-2
06/99 G06009
FINAL DRIVE PLANETARIES AND WHEEL HUBS

FINAL DRIVE
To Check Oil Level:
The final drive uses a planetary gear mechanism to

reduce the rotation speed and produce a greater
driving torque. Of all the components in the drive
train, the final drive has to bear the greatest
stresses. The lubrication system should be maintained properly to insure long life of the gears and
bearings.
Stop the truck with the casting line horizontal and

the drain plug at the bottom. Remove the fill plug
and check the oil level. If the oil level is not near the
lower edge of the plug hole, add oil until it reaches
this level. (Refer to Section P, Lubrication and Service for oil specification.)
FIGURE 6-1. FINAL DRIVE PLANETARY

1. Carrier
2. Planet Gear Shaft
3. Planet Gear (43 Teeth)
4. Sun Gear (17 teeth)
5. Button
6. Cover
7. Ring Gear (106 Teeth)
8. Spacer
9. Retainer
10. Inner Hub
11. Drive Shaft

12. Wheel Hub
13. Seal Assembly
14. Seal Drain Hose
SPECIFICATIONS:
Splash-type Lubrication
Ratio:7.235
Oil: 120 L (31.7 gal) - Each Side
G06009
G6-3
CARRIER ASSEMBLY
Removal
1. Drain 120L (31.7 gal) oil from the planetary carrier case.
NOTE: If the drain plug is not at the bottom, use a
hydraulic jack (50 ton) to raise the truck, then turn the
hub.
2. Remove cover (1, Figure 6-2).
3. Remove button (2).
4. Install an eyebolt at the end of drive shaft (3,
Figure 6-3), then use a bar to pull out drive
shaft.
5. Remove snap ring (4).
6. Remove sun gear (5).
7. Remove spacer (2).
FIGURE 6-3. DRIVE SHAFT
1. Carrier Assembly
2. Spacer
3. Drive Shaft
4. Snap Ring
5. Sun Gear
Be sure lifting device is of adequate capacity to

handle 630 kg (1,390 lbs.) safely.
8. Remove carrier assembly (1).
FIGURE 6-2. COVER AND BUTTON

1. Cover
2. Button
FIGURE 6-4. CARRIER ASSEMBLY

1. Carrier Assembly
G6-4
2. Rim
06/99 G06009
Installation
Be sure lifting device is of adequate capacity to

handle 630 kg (1,390 lbs.) safely.
1. Install carrier assembly (1, Figure 6-4).
2. Install spacer (2 Figure 6-3).
3. Install sun gear (5).
4. Install snap ring (4).
5. Install an eyebolt at the end of drive shaft (3),
then use a bar to Install drive shaft.
6. Install button (2, Figure 6-2).
7. Install cover (1).
FIGURE 6-6. BEARINGS
8. Add oil to the final drive case. Refill to the specified level and check the oil level again. Refer to
Lubrication and Service, Section P, for the
proper oil.
Disassembly
1. Remove four capscrews (6, Figure 6-5) and six
capscrews (7), then remove plate (3).
2. Using a press, remove shaft (4).
FIGURE 6-5. CARRIER
G06009
2. Spacer
3. Pull out gear assembly (5), and remove two

bearings (1) and spacer (2). (See Figures 6-5
and 6-6)
4. Remove outer race (1, Figure 6-7) and spacer
(2).
FINAL DRIVE CARRIER
1. Bearings
2. Spacer
3. Plate
4. Shaft
1. Bearings
5. Gear Assembly
6. Capscrews
7. Capscrews
8. Spacer
NOTE: The bearing is an adjustment-free bearing, so

keep together as a set in a safe place.
5. Remove snap ring (3).
6. Remove spacer (8, Figure 6-5) from carrier.
FIGURE 6-7. OUTER BEARING RACES

1. Outer Race
2. Spacer
3. Snap Ring
G6-5
Assembly
1. Install spacer (8, Figure 6-5) to carrier.
2. Install snap ring (3, Figure 6-7).
Disassembly
3. Fit spacer (2), and press fit outer race (1).

4. Set spacer (2, Figure 6-5) and bearing (1) in
position, then raise planetary gear and assemble, and install bearing (1) from top.
5. Push planetary gear assembly (5) into carrier.
6. Fit plate (3) with capscrew (7) temporarily, then
install 2 guide capscrews to shaft (4), and press
fit.
7. Apply Three Bond #1374 thread tightener to
capscrews (4, Figure 6-8) and tighten to 11.5
kg.m (83 ft.lbs.). After rotating pinion gear 5 - 6
turns, tighten nine capscrews (4) and six capscrews (3) to specified torque again.
1. Remove rear wheel assembly. Refer to Rear

Wheel Removal, this section.
2. Remove carrier
described.
assembly
as
previously
3. Shim and retainer removal;

a. Using three evenly spaced tools 562-993A110 (1, Figure 6-9), secure disc brake
inner gear (4) to outer gear (3). To install the
tools, remove three capscrews (2) from the
outer gear, and insert capscrews (5) using
the three tool mounting tapped holes in the
inner gear.
To prevent damage to the floating seal, always

install tools before removing retainer (1, Figure 69).
b. Remove mounting capscrews (2, Figure 610), then remove retainer (1) and shims.
NOTE: Check the number and thickness of the
shims, and keep together in a safe place.
FIGURE 6-8. PLANETARY SHAFT RETAINER

1. Cover
2. Retainer Plate
3. Capscrew, Washer
4. Capscrew, Washer
FIGURE 6-9. BRAKE GEAR TOOL INSTALLATION

1. Tool (562-99-3A110)
(3 required, equally
spaced)
2. Capscrew
3. Outer Gear
G6-6
4. Inner Gear
5. Capscrew
(Temporary)
6. Wheel Hub
06/99 G06009
FIGURE 6-12. INNER GEAR AND RING GEAR

FIGURE 6-10. RETAINER
1. Retainer
2. Capscrews
NOTE: The ring gear (1, Figure 6-11) weighs

approximately 150 kg (331 lbs.)
4. Lift off ring gear assembly (1, Figure 6-11). Disassemble ring gear assembly as follows.
a. Remove mounting capscrews (1, Figure 612), then remove holder (2).
1. Capscrews
2. Holder
3. Inner Hub
4. Ring Gear
5. Rear wheel hub assembly removal.

a. Attach a sling to rear wheel hub assembly (1,
Figure 6-13) or support with forklift, then
remove all nuts (2, Figure 6-14), except
those on seal retainer tools.
b. Remove inner hub (3) from ring gear (4).
FIGURE 6-11. RING GEAR

1. Ring Gear Assembly
G06009
2. Hub
FIGURE 6-13. REAR WHEEL HUB

1. Hub Assembly
2. Housing
G6-7
FIGURE 6-14. GEAR SUPPORT TOOL

1. Tool (562-99-3A110)
2. Nut
3. Capscrew
4. Outer Gear
5. Wheel Hub
b. Pull out wheel hub assembly (2, Figure 6-15)

slowly until outer bearing is unseated.
Remove outer bearing (1), and bearing inner
race pin.
c. Remove wheel assembly.
NOTE: The bearing comes out easily, so be
extremely careful not to let it drop.
FIGURE 6-16. HUB AND BEARING

1. Hub Assembly
3. Outer Race
2. Outer Race
d. Remove outer races (2 & 3, Figure 6-16)
from wheel hub assembly (1).
6. Remove inner bearing (1, Figure 6-17) and
bearing inner race pin (3).
7. Remove floating seal carrier (13, Figure 6-1)
from axle.
FIGURE 6-17. BEARING
FIGURE 6-15. HUB AND BEARING

1. Bearing
G6-8
1. Bearing
2. Axle
3. Pin
2. Hub Assembly
06/99 G06009
Assembly
NOTE: Refer to Section "J", Rear Wet Disc Brakes Floating Ring Seal Assembly/Installation for detailed
seal installation instructions.
1. Install floating seal assembly (13, Figure 6-1) to
disc brake inner gear/wheel hub seal carrier.
Install a new O-ring on the seal carrier.
2. Install inner bearing (1, Figure 6-17) and pin (3).
3. Wheel hub assembly
a. Using a push tool, press fit outer races (2 &
3, Figure 6-16) in wheel hub (1).
b. Raise rear wheel hub assembly, slide the
assembly over the axle and against disc
brake inner gear.
c. Install outer bearing retainer pin on axle.
Install outer bearing (1, Figure 6-15).
d. Install nuts (2, Figure 6-14) and tighten to
94.5 kg.m (684 ft.lbs.).
NOTE: Do not remove tools (1, Figure 6-13) until the
retainer has been completely secured.
4. Ring gear assembly:
a. Set inner hub (3, Figure 6-12) to ring gear
(4).
b. Install holder (2), and apply Three Bond
#1374 thread tightener to mounting capscrews (6) and tighten to 11.5 kg.m (83.2 ft.
lbs).
5) Using depth micrometer (1, Figure 6-18)

measure dimension "c" between end of
shaft and outer edge of retainer (2).
6) Install tools (1, Figure 6-14) at 3 places.
7) Remove retainer, and measure the thickness "a" of retainer. Select a shim thickness which is dimension "b", by using the
formula below:
(b=c-a) and add 0.3 mm (0.012 in).
b. Insert shim pack as determined above, then
install retainer (2, Figure 6-18). Apply Three
Bond #1374 thread tightener to capscrews
(3) and tighten to 94.5 kg.m. (684 ft.lbs.).
c. Remove tools (1, Figure 6-14) from 3 places.
Tighten capscrews (3) where tools were
removed in outer gear (4) to 56 kg.m (405
ft.lbs.).
6. Rotate the wheel hub 5 - 6 times and tighten the
capscrews (2, Figure 6-18) uniformly until the
tightening torque is constant. After tightening
the capscrews, rotate the wheel hub, and verify
smooth rotation.
7. Refer to Carrier Assembly Installation, this section, and install carrier assembly.
8. Refer to Rear Wheel Assembly Installation, this
section, and install rear wheel assembly.
c. Install ring gear assembly (1, Figure 6-10).

5. Shim retainer:
a. Adjust preload of bearing as follows.
1) With no shims assembled, install retainer
(2, Figure 6-18) temporarily with 4
equally spaced capscrews (3).
2) Remove tools (1, Figure 6-14) from 3
places.
3) Rotate wheel hub 5 - 6 times.
4) Tighten capscrews uniformly to 17 1.0
kg.m (123 7.2 ft.lbs.).
FIGURE 6-18. SHIM ADJUSTMENT

If the capscrews are tightened without rotating
the wheel hub, the bearing will not seat properly
and the correct preload cannot be obtained.
G06009
1. Micrometer
2. Retainer
3. Capscrew
G6-9
NOTES
G6-10
06/99 G06009
SECTION H
HYDRAIR II SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
H01017
Index
H1-1
NOTES
H1-2
Index
H01017
SECTION H2
FRONT SUSPENSION
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3

FRONT SUSPENSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Suspension Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-4
3-MODE SUSPENSION (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
Variable Damping Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
3-Mode Suspension System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Automatic Suspension Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Steering Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Suspension Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Suspension Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
DAMPING VALVE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
Damping Valve (Fixed Rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-12
Damping Valve/Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13
(3-Mode Damping Rate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-13
H02018
Front Suspensions
H2-1
NOTES
H2-2
Front Suspensions
H02018
FRONT SUSPENSION
The suspension system supports the weight of the
chassis and absorbs the shock from uneven road
surfaces to provide a comfortable ride for the operator. At the same time, it maintains the stability of the
machine by ensuring that all four wheels are always
in contact with the ground surface.
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspension cylinders carry the gross truck
weight less wheels, spindles and final drive assembly.
The front suspension consists of two basic components; a suspension cylinder and an A-arm.
In addition to these functions, the front suspension
employs a variable rate suspension system. In this
system, the force of the suspension is automatically
changed by selecting the damping force to match the
travel conditions and load conditions. This further
increases the stability and riding comfort for the operator.
FRONT SUSPENSION ASSEMBLY

The front suspension cylinder (Figure 2-1) functions
as a shock absorber and spring, and is connected by
spherical bearings to the lower A-arm and main
frame. The wheels move up and down in accordance
with the retraction and extension of the suspension
cylinder to maintain the proper alignment for the
wheels and to improve the stability of the truck.
H02018
Front Suspensions
FIGURE 2-1. FRONT SUSPENSION
H2-3
Suspension Operation
The inside of the cylinder contains oil (B, Figure 2-2),
and is charged with nitrogen gas (A). Oil (B) and oil
chamber (C) are connected by tube (9) and valve
assembly (10).
When the machine is traveling, the wheels follow the
unevenness of the road surface, and an external,
vertical force is applied to the suspension cylinder.
When this happens, the volume of the nitrogen in the
gas chamber is compressed under the input force,
and absorbs the external force. The nitrogen gas is
sealed by a rod and oil, so it is always subjected to a
pressure corresponding to the external force, and
acts as a spring.
The damping force is produced inside valve assembly (10) with the orifice plate (12) and leaf springs
(11). They restrict the flow of oil between oil chamber
(B) and oil chamber (C), and create a damping force.
When retracting, the nitrogen gas is compressed
by the external force from the road surface. The
oil in chamber (B) flows through the valve
assembly (10, Figure 2-2) in direction (Y) and
tube (9) to oil chamber (C). The oil flowing
through the valve from the tube to the orifice
plate is throttled by orifices to generate a
damping force.
When extending, the external force from the road
surface weakens, the pressure of the nitrogen
gas extends the rod, and the oil in chamber (C)
passes through tube (9) and valve assembly (10)
to oil chamber (B). The oil flowing through the
valve flows in direction (Z) and passes through
orifices in the orifice plate to generate a damping
force.
The optional variable rate suspension described on

the following pages, also controls the damping force
by a variable orifice located in valve assembly (10).

1. Charging Valve
2. Retainer
3. Flange
4. Cylinder (with axle)
5. Rod
6. Wear Ring
7. Discharge Plug
8. Air Bleed Plug
H2-4
Front Suspensions
9. Tube
10. Valve Assembly
11. Leaf Springs
12. Orifice Plate
A. Gas Chamber
B. Oil Chamber
C. Oil Chamber
H02018
3-MODE SUSPENSION (Optional)

The basic front suspension assembly used on trucks
equipped with the fixed rate damping valve is identical to that used on trucks equipped with the optional,
variable damping rate (3-mode) suspension system.
The 3-mode suspension (1, Figure 2-3) however, utilizes a different valve body (4) and is equipped with a
3-position hydraulic actuator (3) used to achieve the
various damping rates on each front suspension.
FIGURE 2-4. VALVE BODY / ACTUATOR

1. Actuator
2. Valve Body
3. Leaf Springs
4. Orifice Plate
5. Leaf Springs
6. Shaft
Variable Damping Operation

Refer to Figure 2-2 and 2-4 for the following description.
FIGURE 2-3. 3- MODE SUSPENSION ASSEMBLY

(Left Suspension Shown)
1. Front Suspension
Assembly
2. Protective Cover
H02018
3. Actuator
4. Valve Body
With the 3-mode damping valve body installed, a

bypass circuit (D) is provided before and after the orifice plate (4, Figure 2-4), resulting in oil flow through
both the orifice plate and bypass passage (D). Oil
flowing through bypass circuit (D) passes through a
shaft (6) with orifices at two places on the inside circumference, and flows to oil chamber (C) or oil
chamber (B) (Figure 2-2), depending on whether the
suspension is retracting or extending.
Shaft (6, Figure 2-4) is connected to actuator (1)
used to rotate the shaft to select the appropriate orifice for the proper damping rate. The actuator is
operated by hydraulic oil pressure received from a
manifold valve equipped with three solenoids, energized by the suspension controller.
Front Suspensions
H2-5
3-Mode Suspension System Components

The components required for the 3-mode suspension
system include:
Automatic Suspension Controller (ASC)
Manifold Valve Assembly
Actuators
Steering Sensor Assembly
Automatic Suspension Controller

The Automatic Suspension Controller (ASC) is
mounted on the (interior) rear wall of the operator's
cab. This controller monitors various truck operational functions and controls the solenoids on the
manifold valve to provide hydraulic oil to the actuators at each suspension to switch between the
"hard", "medium" and "soft" modes of suspension
damping.
The default setting of the automatic suspension controller system is "automatic" which allows the controller to determine the optimum damping characteristics
based on the various inputs received. These inputs
include truck speed, suspension pressures, brake
application, steering wheel movement etc. The suspension controller also communicates with the Powertrain Management Controller (PMC) through the SNET (serial communications network).
Note: The transmission controller rotary switches
must also be set appropriately when the suspension
controller is installed. (Refer to Section F,
Transmission Shift Controller; Rotary Switch Setting
for additional information.)
If manual control is desired, the suspension damping

rates may be set to one of the three above modes
using the MOM screen or the Data Acquisition
Device (DAD). Refer to Section D, PMC System.
FIGURE 2-5. MANIFOLD VALVE

1. Manifold Valve
Assembly
2. Solenoids
3. Tank Return
4. Supply
5. To Actuators
6. Pressure Reducing
Valve
Manifold Valve
Manifold valve (1, Figure 2-5) is mounted on the front
of the frame crossmember (horsecollar) near the
right suspension upper mount.
The manifold contains three solenoid valves (2)
which direct pressurized oil to the actuator on each
front suspension. The high pressure oil entering supply port P (4) passes through an orifice plug in the
manifold and is reduced to 13.4 kg/cm2 (190 psi) by a
pressure reducing valve (6). Excess oil is returned to
the hydraulic tank through port T (3).
The solenoids are energized by the suspension controller to control the position of the output shaft on the
actuator which in turn, determines the variable damping valve orifice size selected and the damping rate.
H2-6
Front Suspensions
H02018
FIGURE 2-6. ACTUATOR

1. Output Shaft
A: To Manifold Port A"
B: To Manifold Port "B"
C: To Manifold Port "C"
Actuator
FIGURE 2-7. STEERING SENSOR
The actuator (Figure 2-6) is mounted on the damping

selector valve body on the front side of each front
suspension. Hydraulic oil applied to port A, B or
C (as determined by the suspension controller and
the manifold solenoids) rotates the output shaft (1),
rotating the orificed shaft inside the valve body to
provide the requested suspension damping rate.
1. Sensor Wheel
2. Sensor
3. Steering Control
Valve
Steering Sensor
The steering sensor (Figure 2-7) is mounted at the
base of the steering column. A 25-tooth, notched
wheel (1) rotates with the steering column as the
steering wheel is turned. A magnetic (non-contact)
switch (2) mounted at the periphery of the wheel
closes when a tooth approaches the switch and
opens when a notch is aligned with the switch.
The steering sensor provides a digital input signal to
the suspension controller. The frequency of this signal allows the suspension controller to determine
whether the operator is steering the truck and if so,
how fast he is turning the steering wheel. This information (in addition to various other inputs) allows the
controller to change suspension damping rates.
H02018
Front Suspensions
H2-7
Suspension Removal
The suspension cylinders require only normal care
when handling as a unit. However, after being disassembled these parts must be handled carefully to
prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisely fitted. All parts must be completely clean
during assembly.
1. Park unloaded truck on hard level surface.
Block wheels and apply parking brake. Refer to
Section G, Front Tire and Rim, and to Front
Wheel Hub, to remove front wheel, tire and front
wheel hub.
2. Remove cover from top of suspension. If
equipped with payload meter or variable rate
suspension, disconnect wire lead from sensor.
FIGURE 2-9. STEERING LINKAGE REMOVAL

Turning the complete valve assembly more than
three turns may result in the valve assembly
being forced out of the suspension by the gas
pressure inside.
NOTE: If oil is discharged with the gas, tighten the
valve slightly so only the gas will be discharged.
3. Wearing a face mask or goggles, discharge the
nitrogen pressure from the suspension by loosening discharge plug (2, Figure 2-8) no more
than one turn. After all nitrogen pressure has
been relieved, tighten the valve to 4.5 0.5
kg.m (33 4 ft.lbs.).
1. Tie Rod
2. Pin
3. Elbow
4. Grease Tubes
5. Pin
6. Steering Cylinder
NOTE: If equipped with a pressure sensor, refer to

Oiling and Charging Procedures in this section, for
discharging nitrogen gas.
4. Remove the brake hoses.
5. Remove grease tubes (4, Figure 2-9) and
elbows (3).
6. Remove pins (2) and (5) and tie rod (1).
7. Remove steering cylinder rod (6).
8. Remove capscrews (2, Figure 2-10) and lockwashers (3) by rotating the knuckle arm.
9. Steer the knuckle arm to straight ahead position. Place a jack under the king pin and raise
up.
FIGURE 2-8. VALVE AND PLUG LOCATION

1. Air Bleed Valve
2. Discharge Plug
H2-8
3. Charging Valve
Front Suspensions
H02018
Suspension Installation
1. Clean all paint or protective coating from
mounting surface of suspension. Assure that
mount surfaces of suspension and A-frame are
smooth and free of any oil.
The suspension weighs approximately 1850 kg

(4080 lbs.). Be certain that lifting device is of adequate capacity.
2. Attach lifting device to suspension housing and
raise into position on A-arm (1, Figure 2-10).
Install top cylinder pin (2, Figure 2-11.) with a
spacer on each side of the suspension.
3. Install capscrews (2, Figure 2-10) and lockwashers (3).
4. Connect steering cylinder rod (6, Figure 2-9) to
knuckle with pin (5).
5. Connect tie rod (1) to knuckle with pin (2).
6. Install elbows (3) and grease tubes (4).
7. Connect brake hoses.
FIGURE 2-10. STEERING KNUCKLE

1. A-Arm
2. Capscrews
8. Install front hub, wheel and tire. Refer to Section G for installation procedures.
3. Lockwashers
9. After installation of suspension, it will be necessary to check oil level and charge with nitrogen
gas. Refer to Oiling and Charging Procedure in
this section.

(4080 lbs). Be certain that lifting device is of adequate capacity.
10. Sling suspension to a suitable lifting device that

can safely carry 1850 kg (4080 lbs). See Figure
2-11.
11. Remove pin (2) and two spacers and move suspension away from frame.

1. Suspension Cylinder
H02018
Front Suspensions
2. Cylinder Pin
H2-9
Disassembly
Inspection
NOTE: Repair procedures for the basic suspension

assembly used with the 3-mode automatic
suspension control system and the standard
suspension are identical. Refer to Damping Valve
Repair for the appropriate repair procedure for the 3mode or standard system damping controls.
If scratches or scores are found in housing or on suspension tube, contact a Komatsu distributor for additional information regarding repair services or factory
recommended repair procedures.
If available, the suspension should be mounted in a

roll-over stand to retain the assembly and allow repositioning during disassembly and reassembly procedures.
Clean all components thoroughly. Lightly coat all Orings, backup rings, seals and wiper with petroleum
jelly or suspension oil.
1. Remove top suspension cover.
Assembly
1. Install wear ring (9, Figure 2-13) to cylinder rod

(8).
2. Remove charging valve (3, Figure 2-13) and

discharge valve (4).
NOTE: In the following steps, use care not to deform

the bushings during installation.
3. Remove flange mounting bolts (2) and air bleed

plug (5).
2. Press bushing (13) in flange (7), and install seal

(12).
4. Raise cylinder rod assembly out of housing with

plate (6), retainer (1), and flange (7) installed.
3. Press bushing (10) to retainer (1), and install

dust seal (11).
5. Remove plate, retainer, and flange from rod

assembly.
4. Install wear ring (9) to rod assembly (8).
6. Remove dust seal (11) and bushing (10) from

retainer.
7. Remove seal (12) and bushing (13) from flange.
8. Remove wear ring (9) from cylinder rod (8).
5. Install flange (7), retainer (1), and plate (6) on

cylinder rod.
6. Position suspension housing upright. Fill cylinder with oil. Refer to Oiling And Charging Procedures in this section for oil specifications.
(Final oil level is determined after the suspension is installed on the truck.)
7. Lift the cylinder rod assembly and install into the
cylinder housing.
NOTE: When installing the rod assembly in the
cylinder, if the rod assembly is inserted too far, the oil
will spurt out. If this occurs, do not attempt to insert
rod further into housing.
8. Refer to Figure 2-12. Coat the entire mating
face "A" of flange (2) and retainer (1) with a thin
layer of Liquid Gasket LG-5. Do not allow sealant to contact seal bore area "B".
9. Secure flange (7, Figure 2-13), retainer (1), and
plate (6) to cylinder with capscrews (2). Tighten
to 39 kg.m (282 ft. lbs.).
10. Install air bleed plug (5), discharge valve (4) and
charging valve (3). Tighten each item to 4.5
0.5 kg.m (33 4 ft. lbs.).
11. Install cover on top of suspension.
FIGURE 2-12. LIQUID GASKET SEAL AREA

1. Retainer
2. Flange
H2-10
A - Sealant Area
B - No Sealer in this area
Front Suspensions
H02018
FIGURE 2-13. FRONT SUSPENSION ASSEMBLY

1. Retainer
2. Capscrew
3. Charging Valve
4. Discharge Valve
H02018
5. Air Bleed Plug

6. Plate
7. Flange
8. Rod Assembly
Front Suspensions
9. Wear Ring
10. Bushing
11. Dust Seal
12. Seal
13. Bushing
H2-11
DAMPING VALVE REPAIR
If damping valve repairs are being performed

with the suspension assembly mounted on the
truck, BE CERTAIN ALL NITROGEN PRESSURE
HAS BEEN RELEASED prior to removing components. (Refer to Suspension Removal, steps 1
through 3 for the proper procedure.) Use a jack
under the truck frame to prevent the suspension
from retracting.
Damping Valve (Fixed Rate)
Disassembly
1. Remove tube (1, Figure 2-14). Be prepared to
catch the oil that will run out; approximately 63
liters (17 gal).
2. Remove four capscrews attaching valve body
(2) to the suspension, and remove the valve.
3. Orifice plate assembly (3) should be taken out
as a complete unit.
4. Remove bolt (4), then remove stopper plate (5),
plate (6), oblong leaf springs (7) circular leaf
springs (8) from orifice plate (9).
5. Remove pin (10) from orifice plate (9).
Assembly
1. Install pin (10, Figure 2-14) to orifice plate (9).
NOTE: In the following step, assemble each oblong
leaf spring (7) and circular leaf spring (8) with the
chamfered side facing orifice plate (2).
2. Assemble circular leaf springs (8), oblong leaf
springs (7) along with plates (9), (6), and (5).
Secure together with capscrew (4), and tighten
to 6.75 kg.m (49 ft. lbs.)
3. Install orifice plate assembly (3) to valve body
(2). Tighten capscrews to 6.75 kg.m (49 ft.
lbs.).
4. Fit O-ring and install valve body (2) to suspension unit. Coat capscrew threads with Three
Bond TB1374. Tighten capscrews to 28.5 kg.m
(206 ft. lbs).
5. Using new O-rings, install tube (1). Tighten capscrews to 11.25 kg.m (81 ft. lbs.).
6. If damping valve repairs have been performed
while suspension is still mounted on the truck,
fill suspension assembly with oil and recharge
with nitrogen. Refer to Oiling and Charging Procedure, Section H4.
H2-12
FIGURE 2-14. DAMPING VALVE

1. Tube
2. Valve Body
3. Orifice Plate Assembly
4. Capscrew
5. Stopper Plate
Front Suspensions
6. Plate
7. Oblong Leaf Spring
8. Circular Leaf Spring
9. Orifice Plate
10. Pin
H02018
If damping valve repairs are being performed

with the suspension assembly mounted on the
truck, BE CERTAIN ALL NITROGEN PRESSURE
HAS BEEN RELEASED prior to removing components. (Refer to "Suspension Removal", steps 1
through 3 for procedure.) Use a jack under truck
frame to prevent suspension from retracting.
Damping Valve/Actuator
(3-Mode Damping Rate)
1. Remove plug (4, Figure 2-15) and allow oil to
drain from suspension. Be prepared to contain
approximately 63 liters (17 gal) of oil.
2. Remove protective cover and cover mounting
bracket from actuator (1).
FIGURE 2-15. VALVE BODY / ACTUATOR
3. Remove actuator (with key) from flange (11).

Be certain key (14) does not drop out of shaft
slot during removal.
1. Actuator
2. Capscrew
3. Capscrew
4. Plug
5. Orifice Plate
6. O-Ring
7. Shaft
4. Remove tube (1, Figure 2-14).

5. Remove capscrews (2, Figure 2-15) and flange
(11) from valve body.
6. Remove shaft (7) and bearing (8).
7. Remove packing (12). If bushing is worn and
requires replacement, use a tool of the proper
size to press bushing out of housing.
8. Bearing
9. O-Ring
10. Backup Ring
11. Flange
12. Packing
13. Bushing
14. Key
8. Remove O-ring (9) and backup ring (10).
1. Clean parts thoroughly and inspect for excessive wear or damage.
9. Remove capscrews (3) and remove valve body

from suspension.
2. Discard packing (12, Figure 2-15), O-Ring (9),

and backup ring (10).
10. The orifice plate assembly (5) should be taken

out as a complete unit.
3. Check bearing (8) for smooth operation.

Replace if galling, pitting etc. is evident.
11. Remove bolt through center, then remove stopper plate (5, Figure 2-14), plate (6), oblong leaf
springs (7) circular leaf springs (8) from orifice
plate (9).
4. Check circular (6) and oblong (4) leaf springs

for wear, cracking etc.
12. Remove pins (10) from orifice plate (9).
Assembly
1. Install pins (10, Figure 2-14) to orifice plate (9).
NOTE: In the following step, assemble each oblong
(7) and circular (8) leaf spring plate with the
chamfered side facing orifice plate (2).
2. Assemble circular leaf springs (8), oblong leaf
springs (7) along with plates (9), (6), and (5).
Secure together with capscrew (4), and tighten
to 6.75 kg.m (49 ft. lbs.).
3. Install orifice plate assembly (5, Figure 2-15) to
valve body. Tighten capscrews to 6.75 kg.m
(49 ft. lbs.).
H02018
Front Suspensions
H2-13
4. Using a new O-ring (6) between the suspension

and valve body, install valve body assembly.
Coat capscrew (3) threads with Three Bond
TB1374 and insert.
5. If bushing (13) is being replaced, press new
bushing into flange using a 28 mm (1.10 in)
O.D. Tool.
6. Install new packing (12).
7. Press outer (fixed) race of bearing (8) into
flange (11) using a 52 mm (2.04 in) O.D. tool.
Note: Install bearing ball retainer with lip toward outer
(fixed) race.
8. Install inner race on shaft (7). Carefully insert
shaft into flange.
9. Pack bottom of shaft cavity with Lithium grease
No. 2 (G2-LI) as shown in Figure 2-16.
10. Using a new O-ring (9, Figure 2-15) and backup
ring (10), install flange assembly into valve
body. Coat capscrew (2) threads with Three
Bond TB1374. Tighten capscrews (2 & 3) to
28.5 kg.m (206 ft. lbs.).
11. Pack end of shaft area with Lithium grease No.
2 (G2-LI) as shown in Figure 2-16. Coat actuator-to-flange mating surface with Liquid Gasket,
LG-5 as shown.
FIGURE 2-16. GREASE & SEALANT APPLICATION

AREAS
12. Insert key (14) in actuator shaft slot. Align key

with shaft (7) and slide actuator into shaft.
Assemble actuator and cover bracket to valve
body. Tighten the four actuator body capscrews
to 1.0 kg.m (7.2 ft. lbs.) torque. Tighten the four
bracket capscrews to 6.75 kg.m (49 ft. lbs.).
13. Coat plug (4, Figure 2-15) threads with Liquid
Gasket (LG-5) and install in valve body. Tighten
plug to 42.0 kg.m (305 ft. Lbs.).
14. Insert new O-rings in tube (1, Figure 2-14)
flanges and install on valve body and suspension. Insert capscrews and tighten to 11.25
kg.m (81 ft. lbs.).
15. Install cover over actuator assembly.
16. Refill suspension with oil and charge with nitrogen. Refer to Oiling and Charging Procedures,
Section H4.
H2-14
Front Suspensions
H02018
SECTION H3
REAR SUSPENSION
INDEX
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3

REAR SUSPENSION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
SUSPENSION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-7
REAR SUSPENSION SPHERICAL BEARING REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
H03017
Rear Suspensions
H3-1
NOTES
H3-2
Rear Suspensions
H03017
REAR SUSPENSION
The suspensions are hydro-pneumatic components
containing oil and nitrogen gas. The oil and gas in the
four suspensions carry the gross truck weight less
wheels, spindles and final drive assembly. The rear
suspension cylinders consist of two basic components; a suspension housing attached to the truck
frame and a suspension rod attached to the final
drive center case.
The rear axle housing is supported on the frame with
two radius rods at the bottom, two rods at the top,
and two suspension cylinders. They are attached
with spherical bearings. The load and motive force
are transmitted through the top and bottom rods. The
upper rods also keep rear axle housing at vehicle
center.
REAR SUSPENSION ASSEMBLY

Each rear suspension cylinder contains a charging
valve (1, Figure 3-1) and a discharge plug (7). The
charging valve is used for nitrogen charging and the
discharge plug for relieving nitrogen pressure. On
vehicles equipped with the Payload Meter system,
the discharge plug is replaced with a pressure sensor
assembly. Refer to Oiling and Charging Procedures
this section, for proper charging and discharging
instructions.
The suspension cylinder requires only normal care
when handling as a unit. However, after being disassembled these parts must be handled carefully to
prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisely fitted. All parts must be completely clean
during assembly.
If the vehicle is equipped with the payload meter system, both rear suspension cylinders will have a pressure sensor in place of the discharge plug.
FIGURE 3-1. REAR SUSPENSION ASSEMBLY
1. Charging Valve
2. Cylinder
3. Flange
4. Retainer
H03017
Rear Suspensions
5. Rod
6. Ball
7. Discharge Plug
H3-3
SUSPENSION OPERATION
The suspension cylinder functions both as a shock
absorber and a spring.
When a fixed amount of oil is sent from oil area (6,
Figure 3-2) through orifices (3) and (4) to cavity (5),
the oil flow is restricted by the orifices and a shockabsorbing effect is obtained.
Retracting action: When the truck is traveling and

it hits a bump or object on the road, the wheels
are pushed up, and the cylinder rod is pushed
inside the cylinder.When this happens, the
nitrogen gas inside area (2) is compressed, the
oil in area (6) is sent through both orifices (3) and
(4) to cavity (5), and the cavity is filled quickly.
Extending action: After the truck has passed over

any bump or object on the road surface, the
cylinder is pulled down by the weight of the
wheels and axle and pushed down by the
pressure of the nitrogen inside area (2). As a
result, the amount of oil in cavity (5) is reduced,
and pressure is applied to the oil remaining in the
cavity. This pressurized oil closes orifice (3) with
check ball (8), and is sent to area (6) through only
orifice (4). The flow of oil passing through the
orifice is controlled so that it is slower than during
retraction. In this way, the amount of oil returning
to area (6) is restricted to provide a shock
absorbing effect.
FIGURE 3-2. REAR SUSPENSION

1. Charging Valve
2. Nitrogen Gas Area
3. Orifice
4. Orifice
5. Cavity
H3-4
Rear Suspensions
6. Oil Area
7. Cylinder Rod
8. Check Ball
9. Discharge Plug
H03017
Installation
Removal
1. Park unloaded truck on hard level surface.
Block wheels and apply parking brake.
1. Attach lifting device to suspension. Suspension

weighs approximately 500 kg (1100 lbs.).
2. Raise and support the rear of the frame of the

truck for rear suspension removal and installation.
3. Wearing face mask or goggles, crack open discharge plug and discharge nitrogen pressure
from suspension. If oil escapes with the nitrogen, tighten plug slightly. Tighten discharge
plug after all nitrogen is released from suspension.
4. Remove suspension lower retainer bolt and
mount pin (2, Figure 3-3).

(1100 lbs.). Be certain lifting device is of adequate capacity.
2. Position suspension on truck and install upper
mount pin (1, Figure 3-3) and spacers and pin
retaining capscrew.
3. Install lower mount pin (2) and spacers. Install
pin retaining capscrew.

(1100 lbs.). Be certain lifting device is of adequate capacity.
4. After installation of suspension, it is necessary

to check oil level and charge with nitrogen gas.
Refer to "Suspension Oiling and Charging Procedure", this section.
5. Attach lifting device to suspension. Suspension

weighs approximately 500 kg (1100 lbs.).
6. Remove retaining capscrew and top mount pin
(1, Figure 3-3) and spacers. Remove suspension from truck.
7. Retract rod and move suspension to work area.

1. Top Pin
2. Lower Pin
H03017
3. Suspension Cylinder
Rear Suspensions
H3-5
Disassembly
1. If available, mount the suspension assembly in
a roll-over stand. Position the assembly upright.
2. Remove cover (6, Figure 3-5).
3. Remove the charging valve (18) and discharge
plug (1) from suspension and drain oil from cylinder.
4. Rotate the assembly to position the flange
assembly on top. Remove flange mounting capscrews (9) and washers (10).
5. Using a suitable lifting device, raise cylinder rod
(1, Figure 3-4) with plate (3), retainer (2) and
flange (4), still installed. Remove rod assembly
from cylinder (5).
6. Remove plate, retainer, and flange from rod
assembly.
7. Remove U-packing (3, Figure 3-6) and bushing
(2) from flange (1).
8. Remove dust seal (2, Figure 3-7) from retainer
(1).
9. Remove the wear ring (2, Figure 3-8) from the
cylinder rod (1).
FIGURE 3-5. SUSPENSION ASSEMBLY
FIGURE 3-4. ROD ASSEMBLY REMOVAL

1. Cylinder Rod
2. Retainer
3. Plate
H3-6
4. Flange
5. Cylinder
1. Discharge Plug
2. Cylinder
3. Wear Ring
4. Flange
5. Clamp
6. Cover
7. Packing
8. Bushing
9. Capscrew
10. Washer
Rear Suspensions
11. Plate
12. Rod
13. Seal
14. Retainer
15. O-Ring
16. Backup Ring
17. Bushing
18. Charging Valve
19. Spherical Bushing
H03017
FIGURE 3-8. ROD AND WEAR RING

1. Cylinder Rod
6. Install retainer (14) over rod.
FIGURE 3-6. FLANGE COMPONENTS

1. Flange
2. Bushing
2. Wear Ring
7. Install temporary plugs in charging valve and

discharge plug ports.
3. U-Packing
8. With cylinder positioned vertically, fill the inside

of cylinder housing with SAE 10W diesel engine
oil.
Assembly
NOTE: Clean all parts thoroughly. Lightly coat all Orings, backup rings, seals and wipers with petroleum
jelly or suspension oil.
1. Install wear ring (2, Figure 3-8) on rod (1).

2. Install bushing (2, Figure 3-6) and U-packing (3)
in flange (1).
3. Install seal (2, Figure 3-7) in retainer (1).
9. Lift cylinder rod assembly and install into cylinder housing.

NOTE: When installing the rod assembly into the
cylinder, if the rod assembly is inserted too far, the oil
will spurt out. If this occurs, do not attempt to insert
rod further into housing.
10. Refer to Figure 3-9. Coat the entire mating face
"A" of flange (2) and retainer (1) with a thin layer
of Liquid Gasket LG-5. Do not allow sealant to
contact packing bore area "B".
4. Install backup ring (16, Figure 3-5) and O-ring

(15) in groove in flange.
5. Install flange (4) over rod (12).
FIGURE 3-7. RETAINER AND SEAL

FIGURE 3-9. LIQUID GASKET SEAL AREA
1. Retainer
H03017
2. Dust Seal
1. Retainer
2. Flange
Rear Suspensions
A - Sealant Area
B - No sealer in this area
H3-7
11. Secure flange, retainer, and plate to cylinder

with capscrews (9, Figure 3-5) and washers
(10). Tighten to standard torque.
12. Install charging valve (18, Figure 3-5) and discharge plug (1). Tighten to 4.5 0.5 kg.m (33
4 ft.lbs).
NOTE: The charging valve and discharge plug can
be installed in either port.
REAR SUSPENSION SPHERICAL

BEARING REPAIR
NOTE: If either top (19, Figure 3-5) or bottom
spherical bearings are to be replaced with the
suspension mounted on truck, be sure truck frame is
securely supported. Refer to Suspension Removal
and Installation for procedure. Securely support
suspension as bearing is being removed and
installed.
13. Install cover (6).

Disassembly
1. Remove retaining ring from mounting eye of
housing or tube.
2. Remove bearing (18, Figure 3-5).
Inspection
1. Inspect spacers and mounting eye bearing
bores for damage. Inspect retainer ring
grooves. Repair or replace as necessary.
2. Inspect mount pin. Replace pin if worn or damaged.
Assembly
1. Install retainer ring in groove.
2. Press spherical bearing in mount eye bore.
3. Install remaining retaining ring.
4. Refer to Suspension Installation.
5. Be sure grease is applied to bearing before
operating truck.
6. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
Refer to Suspension Oiling and Charging procedure, this section.
H3-8
Rear Suspensions
H03017
SECTION H4
OILING AND CHARGING PROCEDURES
INDEX
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-12
Length Adjustment - Front And Rear Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-13
H04017
Oiling and Charging Procedures
H4-1
NOTES
H4-2
H04017
OILING AND CHARGING PROCEDURES

GENERAL
These procedures detail the oiling and charging of
the front and rear suspensions. Suspensions which
have been properly charged will provide improved
handling and a better ride while improving the service
life of the suspensions, the truck main frame, and
other main components.
NOTE: Inflation pressures and oiling/charging
dimensions are calculated for original truck gross
vehicle weight (GVW). Any accumulation of dirt/mud/
debris on the truck or in the body must be removed
before starting these procedures. Additions to truck
weight (tailgates, water tanks, etc.) must be
considered part of the payload. Keeping the truck
GVW within the specification will result in a better
ride and will extend the service life of the truck main
frame and suspensions.
Proper charging of suspensions requires three basic
conditions be established in the following order:
Equipment List
1. Service Kits:
a. EC6027 Oil Charging Kit (Figure 4-5)
b. EC3331Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or overhead crane
3. Spacers (two) for oiling height; 95 mm (3.7 in.)
4. Oil (SAE 10W)
5. Dry nitrogen (See Nitrogen Specifications Chart)
NITROGEN GAS SPECIFICATIONS
Nitrogen gas used in
suspension cylinders must meet or
exceed CGA Specification G-10.1 for
Type 1, Grade F
Nitrogen Gas.
PROPERTY
Nitrogen
Water
Dew Point
Oxygen
VALUE
99.9% Min.
32 PPM Max.
-55C(-68F) Max.
0.1% Max.
1. Oil level must be correct.

2. Suspension piston rod extension for nitrogen
charging must be correct, and this dimension be
maintained during nitrogen charging.
3. Nitrogen charge pressure must be correct.
For best results, suspensions must be charged in
pairs (fronts together and rears together).
NOTE: Setup dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after the truck has been
operated, these dimensions will change.
All suspensions are charged with compressed

nitrogen gas with sufficient pressure to cause
injury or damage if improperly handled. Follow
all safety notes, CAUTIONS, and WARNINGS in
these procedures to prevent accidents during
servicing and charging.
It is extremely important to properly maintain oil

and nitrogen levels on the suspension cylinders.
The oil is not only used to provide dampening,
but also to lubricate internal parts. If an oil leak is
present, it must be repaired immediately. Excess
nitrogen charging will not compensate for an oil
leak. The lack of oil will cause excess friction in
the cylinder leading to suspension cylinder failure.
H04017
H4-3
FRONT SUSPENSION
Front Suspension Oiling
1. Park the unloaded truck on a hard, level surface. Apply the parking brake, and block the
wheels.
2. Check that the bottom of each cylinder cover is
within the range designated by the arrows (Figure 4-1) signifying correct nitrogen charge.
3. If each suspension is within the area indicated
by the arrows, no service is necessary for the
front suspensions. See NOTE below. If a suspension is not within the area indicated by the
arrows, the front suspensions will have to be
serviced.
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started.
NOTE: The oil level must be checked:

Before charging or adding nitrogen.
When there are signs of oil leakage.
After rebuild/repair and
installed on the truck
the
suspension
is
A common mistake when performing oiling procedures is the failure to recognize and/or properly react to oil that contains trapped nitrogen or
"foamy oil". Oil, such as this, is common when
the truck has recently been operating and the
suspension oil and gas havent been allowed to
settle and separate. This condition needs to be
handled properly to ensure that the suspension
receives the proper amount of oil. Failure to do
so may cause a low oil level resulting in premature component wear. Premature bearing and
seal wear can, in many cases, be attributed to
this occurrence.
If the truck has been operating, allow time for the
oil and nitrogen gas to separate. This may take
several hours. Alternatively, foamy oil can be
purged from the cylinder during oiling.
FIGURE 4-1. FRONT SUSPENSION HEIGHT
Each suspension is equipped with a charging valve

(3, Figure 4-2), air bleed valve (1) and a discharge
plug (2) or a pressure sensor assembly. The pressure sensor assembly is used if the truck is equipped
with the payload meter and/or the variable rate suspension. The pressure sensors are fitted in place of
the discharge plug. If equipped with a pressure sensor, disconnect the sensor wiring harness before
continuing.
wheels.
2. Remove the outside suspension covers and
thoroughly clean the area around charging
valves (3, Figure 4-2).
3. Place a hydraulic jack (1, Figure 4-3) under the
main frame, and raise the jack until it contacts
the frame.
H4-4
H04017
4. While wearing a face mask or goggles, discharge the nitrogen pressure from the suspension by loosening discharge plug (2, Figure 4-2)
one revolution. If equipped with a pressure sensor, loosen valve assembly (2, Figure 4-4) one
revolution. (DO NOT exceed one revolution).
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (3, Figure 4-2) will damage the valve
core. Therefore, remove the gas by loosening
discharge plug (2) or sensor valve assembly (2,
Figure 4-4).
Loosening the discharge plug (pressure sensor

valve) more than three revolutions may result in
the component being forced out of the suspension by the gas pressure inside. DO NOT exceed
one revolution.
When discharging the nitrogen pressure (on
units equipped with pressure sensors), only
loosen valve assembly (2, Figure 4-4). Do not
loosen pressure sensor (3).
Wear a face mask or goggles while relieving
nitrogen pressure.
discharge plug (or pressure sensor) slightly so only
the gas will be discharged. If this is not possible, the
foamy oil will need to be purged from the suspension
during the oiling procedure, prior to charging.
FIGURE 4-2. VALVE AND SENSOR LOCATION

1. Air Bleed Valve
3. Charging Valve
2. Discharge Plug
(Pressure Sensor)
FIGURE 4-3. OIL HEIGHT

1. Jack (50 ton min.)
2. Frame
A: 97 3 mm
(3.8 0.12 in.)
5. Adjust the hydraulic jack (1, Figure 4-3) so that

dimension "A" of the cylinder is 97 3 mm (3.8
0.12 in.).
6. After all nitrogen pressure has been relieved,
close discharge plug (6, Figure 4-5) (or sensor
valve assembly, if equipped).

1. Schrader Valve
2. Valve Assembly
3. Sensor
7. Remove charging valve (5), and install fitting

(4).
H04017
H4-5
8. Install adapter (3) to fitting (4), then connect

hose and oil pump.
NOTE: Discharge plug/pressure sensor (6) must be
installed, and the air bleed valve (7) must be loose to
insure there are no air pockets inside the
suspension.
9. Loosen air bleed valve (7), then pump oil into
the cylinder until no air bubbles or foamy oil is
discharged from air bleed valve hole (8).
Front Suspension Nitrogen Charging
Dry nitrogen is the only gas approved for use in

suspensions. Charging of these components
with oxygen or other gases may result in an
explosion which could cause fatalities, serious
injuries and/or major property damage. Refer to
Nitrogen Gas Specifications at the beginning of
this chapter.
1. Remove the caps from charging valves (3, Figure 4-2).
NOTE: Before installing regulator (11, Figure 4-6,

blow out the cylinder connector with nitrogen gas at
10 kg/cm2 (140 psi) or more, to clean out all dirt or
dust. (Dirt or dust in the system can cause
suspension failures.)
2. Connect the regulator to the nitrogen cylinder.
Open the valve on the gas cylinder, and check
the pressure reading on regulator gauge (1).
FIGURE 4-5. OIL CHARGING KIT (EC6027)

1. Hose
2. Connector
3. Adapter
4. Fitting
5. Charging Valve
6. Discharge Plug
(Pressure Sensor)
7. Air Bleed Valve
8. Air Bleed Hole
9. Oil Pump Lever
10. Oil Pump
10. When no air bubbles or foamy oil is discharged,

tighten air bleed valve (7) to 4.5 0.5 kg.m (33
3 ft.lbs.).
11. Remove discharge plug (pressure sensor valve
assembly) (6), then operate the oil pump until
no air bubbles or foamy oil is discharged from
the plug hole.
12. After all air and/or foamy oil is discharged,
install and tighten the discharge plug (pressure
sensor valve assembly) to 4.5 0.5 kg.m (33
3 ft.lbs.).
NOTE: The internal pressure of the gas cylinder must

be substantially higher than the suspension charging
pressure (refer to the chart in Figure 4-7).
3. Install the nitrogen charging kit to the suspensions, as shown in Figure 4-6.
4. Turn the handle of regulator (11) slowly clockwise. Adjust the pressure, shown on gauge (2),
to the required charging pressure (refer to the
chart in Figure 4-7). Then, open valves (3 & 4,
Figure 4-6) to fill the suspension cylinders with
nitrogen gas.
5. Fill the left and right cylinders at the same time.
Verify the required charging pressure on gauge
(10) by closing valve (4).
6. When the left and right cylinders reach the
specified length as shown in Figure 4-7, close
valve (4, Figure 4-6) to stop the flow of nitrogen
gas. Turn the handle of regulator (11) counterclockwise to close the valve.
13. After filling with oil, remove the oil pump and fittings, then install charging valve (5) and tighten
the valve to 4.5 0.5 kg.m (33 3 ft.lbs.).
H4-6
H04017
FIGURE 4-6. NITROGEN CHARGING KIT (EC3331)

1. Nitrogen Cylinder Gauge
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Connection Valve w/EC2253 Adapter Installed
6. Valve "T" Handle
7. Discharge Plug
8. Air Bleed Valve
9. Manifold
10. Charging Pressure Gauge (Suspensions)
11. Regulator Valve (Nitrogen Pressure)
12. Dry Nitrogen Gas
(see Nitrogen Gas Specifications at the beginning of this chapter)
NOTE: Arrangement of parts may vary from
illustration above, depending on Charging Kit P/N.
DIMENSION
CHARGING
HEIGHT
CHARGING
PRESSURE
FRONT "A"
287 10 mm
(11.3 0.4 in.)
28.1 kg/cm2
(400 psi)
Dimension "A" is measured from the top of the cover

to the top of the suspension cylinder plate. Do not
include capscrews in measurement. Removal of
an access panel on the top cover is required.
NOTE: Setup dimensions specified in the charts
must be maintained during oiling and charging
procedures. However, after truck has been
operated, these dimensions may vary. After
charging suspensions, operate empty truck over a
short course and then park truck on a level surface.
Record dimensions again and save for periodic
reference.
7. Turn handle (6) on valve adapter (5) fully counterclockwise to close the charging valve. Then,
remove the charging equipment, the hydraulic
jack, and install the suspension covers.
8. Install the caps and O-rings onto charging
H04017
H4-7
REAR SUSPENSION
General Information
If the rear suspension is being filled with oil while
installed on the truck, the angle in which the rear suspension is positioned coupled with the location of the
charging valve port results in a significantly large volume of air being trapped inside the suspension. This
has the effect of lowering the oiling height since the
rear suspension can not be filled with the correct
amount of oil. To compensate for this, all HD1500/
530M rear suspensions being filled with oil while
installed on the truck should use the new "Installed
On Truck" oiling heights listed in Table 1.
When the suspension is in a vertical position while off
the truck, the oiling height will be different. All rear
suspensions being filled with oil while off the truck
should use the "On Bench" oiling heights listed in
Table 1.
Additionally, all HD1500 trucks beginning at serial
number A30053 were built with a new rear suspension assembly (EJ6044) that utilizes a shorter rear
suspension housing (1, Figure 4-11). The performance characteristics of this suspension can be
improved by reducing the amount of oil in the cylinder to a new specification. The new rear suspensions
can be identified by measuring the length of housing
(1). The new housing is approximately 34 mm (1.3
in.) shorter than the previous housing. The new
housing has an overall length of 510 mm (20 in.) from
the surface adjacent to bearing retainer (2) to the top
of the cap. The previous housing measured 544 mm
(21.3 in.). See Table 1 for the new oiling heights for
each version of the rear suspension.
Service personnel must be aware that the trucks

in a fleet could have different sized suspensions,
thus requiring different oiling and charging
height dimensions. Also, during the lifetime of a
truck, the original suspensions could be replaced
by the newer suspensions (with the shorter
housing), requiring different oiling and charging
heights. The service technician must properly
identify each rear suspension cylinder before
performing any oiling or charging procedures.
NOTE: The oiling block height has also changed.
Refer to Table 1 for the approximate block height.
Due to variances in frames and axle housings, one
oiling block height will not be accurate for all trucks.
Shims may also be required in addition to the block
to aid during the oil filling procedure. The oiling
height of the cylinder must always be determined
by using Dimension A or C, only.
The final charging height in Table 1 is for suspensions at normal operating temperature and must not
be exceeded. After charging a cold suspension,
operate the truck for several hours and check/adjust
the charging height at normal operating temperature.
If the suspensions are not checked/adjusted at normal operating temperature, the suspension height
may be incorrect, possibly causing excessive driveline angles that could result in damage to powertrain
components.
NOTE: Replacement parts for original suspensions

(with the longer housing) are still available, as well as
the complete suspension assembly.
NOTE: A short housing suspension can not be used

with a long housing suspension on the same truck.
The difference in oiling and charging heights would
make it difficult to properly service each suspension,
and could possibly cause premature suspension and/
or driveline failures.
H4-8
H04017
Rear Suspension Oiling

1. Check whether dimension "A" (refer to Figure 411) on each suspension cylinder is within the
specified value listed in Table 1. Refer to General Information for an explanation of listings in
Table 1. If dimension A is within specifications,
no service is necessary for the rear suspensions. See NOTE below.
NOTE: The oil level must be checked;
Before charging or adding nitrogen.
When there are signs of oil leakage.
After repair/rebuilds.
2. If a suspension (Dimension A) is not within the
specified value, the rear suspensions must be
serviced.
Do not adjust/check oil level if the oil is foamy or

contains air bubbles. If the oil is foamy or contains air bubbles, let the truck sit stationary for 34 hours to let the nitrogen separate from the oil.
Otherwise, the oil will need to be purged and
replaced with new oil. The wrong oiling height
will be observed if the oil level is adjusted/
checked with foamy oil or with air bubbles
present.
All suspensions are charged with compressed

nitrogen gas with sufficient pressure to cause
injury or damage if improperly handled. Follow
all safety notes, CAUTIONS and WARNINGS in
these procedures to prevent accidents during
servicing and charging.
wheels.
2. Remove the outside suspension covers and
thoroughly clean the area around charging
3. Position the oiling spacer between the stopper
and the axle housing as shown in Figure 4-8 (if
on the truck). Dimension "A", Figure 4-11, must
be equal to the proper dimension listed in Table
1.
NOTE: Oiling block dimensions are listed in Table 1.
Oil Specification: . . . . . . .SAE 10W diesel engine oil

Oil Quantity (approximate):
. . . . . . . . . . Long housing - 31.4 Liters (8.3 Gallons)
. . . . . . . . . . Short housing - 30.4 Liters (8.0 Gallons)
NOTE: Never fill a suspension cylinder with oil based

on quantity alone. Oil quantities are given as
reference, only. Always fill/adjust the oil level in the
suspension cylinders based on the oiling height
dimensions given in Table 1.
H04017
FIGURE 4-8. OILING BLOCK INSTALLATION

1. Oiling Block
2. Cylinder
3. Dust Cover
H4-9

1. Schrader Valve
2. Valve Assembly
3. Pressure Sensor
FIGURE 4-9. OIL CHARGING KIT (EC6027)

1. Hose
2. Connector
3. Adapter
4. Fitting
5. Charging Valve
6. Discharge Plug
(Pressure Sensor)
7. Oil Pump
8. Dust Cover Band
9. Dust Cover
4. If equipped with a pressure sensor, disconnect

the pressure sensor wire lead.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (5, Figure 4-9) will damage the valve
core. Therefore, remove the gas by loosening
discharge plug/pressure sensor valve assembly (6)
one revolution.
H4-10
H04017
Dimension "A" is measured from the retainer to the bottom of

the cylinder rod. Do not measure from the capscrews or capscrew heads.
Dimension "B" is measured from the housing surface (adjoining the bearing retainer) to the top of the cap.
Dimension "C" is measured from the center line of the top pin
to the center line of the bottom pin.

1. Housing
2. Retainer
TABLE 1. REAR SUSPENSION OILING & CHARGING DIMENSIONS

Long Housing
(EG6924 or EJ5532)
mm (inch)
Housing Length (Dimension B)
Short Housing
(EJ6044)
mm (inch)
544 (21.3)
510 (20.0)
Installed On Truck
187 3 (7.4 0.1)
221 3 (8.7 0.1)
On Bench
120 3 (4.7 0.1)
154 3 (6.1 0.1)
Installed On Truck
1148 3 (45.2 0.1)
1148 3 (45.2 0.1)
On Bench
1081 3 (42.6 0.1)
1081 3 (42.6 0.1)
Dimension A
200 10 (7.9 0.4)
234 10 (9.2 0.4)
Dimension C
1161 10 (45.7 0.4)
1161 10 (45.7 0.4)
95 (3.7)
95 (3.7)
Oiling Height (Dimension A)
Oiling Height (Dimension C)
Final Charge Height

(Operating Temperature)
Approximate Oiling Spacer Height
H04017
H4-11
Rear Suspension Nitrogen Charging
Turning the discharge plug (or pressure sensor

valve) more than three revolutions may result in
the component being forced out of the suspension by the gas pressure inside. DO NOT exceed
one revolution.
When discharging the nitrogen pressure (on
units equipped with pressure sensors), only
loosen valve assembly (2, Figure 4-10). DO NOT
loosen pressure sensor (3).
Wear a face mask or goggles while relieving
nitrogen pressure.
valve slightly so only the gas will be discharged. If
this is not possible, the foamy oil will need to be
purged from the suspension during the oiling
procedure, prior to charging.
Dry nitrogen is the only gas approved for use in

suspensions. Charging of these components
with oxygen or other gases may result in an
explosion which could cause fatalities, serious
injuries and/or major property damage. Refer to
Nitrogen Gas Specifications at the beginning of
this chapter.
1. Remove the caps from charging valves (5, Figure 4-9).
NOTE: Before installing regulator (11, Figure 4-6),
blow out the connector with nitrogen gas at 10 kg/
cm2 (140 psi) or more, to clean out all dirt or dust.
(Dirt or dust in the system causes failures.)
2. Open the valve on the gas cylinder, and check
the pressure at regulator gauge (1).
NOTE: Internal pressure of the gas cylinder must be
substantially higher than the suspension charging
pressure, 19.2 kg/cm2 (273 psi).
Make certain all personnel are clear and support

blocks are secure before relieving nitrogen pressure from the suspension. Use a face mask or
goggles when venting the nitrogen.
5. While wearing face mask or goggles, discharge
the nitrogen pressure from the suspension by
loosening discharge plug (6, Figure 4-9) one
revolution. If equipped with a pressure sensor,
loosen valve assembly (2, Figure 4-10) one revolution. (DO NOT loosen more than one revolution).
6. After all nitrogen pressure has been relieved,
remove the discharge plug (or sensor valve
assembly, if equipped).
7. Remove charging valve (5, Figure 4-9), and
install fitting (4).
8. Install adapter (3) to fitting (4), then connect the
hose and the oil pump.
9. Operate the pump until no air bubbles or foamy
oil is discharged from the plug hole.
10. After all air and/or foamy oil is discharged,
install the discharge plug (or sensor valve
assembly).
11. Tighten the discharge plug to 4.5 0.5 kg.m (33
3 ft.lbs.).
3. Slowly turn the handle of regulator (11, Figure

4-6) clockwise, and adjust the pressure at
gauge (2) to the required charging pressure,
19.2 kg/cm2 (273 psi). Open valves (3 & 4) to fill
the suspension cylinders with nitrogen gas.
4. Fill the left and right cylinders at the same time.
Verify required charging pressure at gauge
(10).
specified length as shown in Figure 4-11, close
valve (4) to stop the flow of nitrogen gas. Turn
handle of regulator (11) counterclockwise to
close off nitrogen flow.
specified length as shown in Figure 4-11 (Table
1), close valves (3 & 4, Figure 4-6) to stop the
flow of nitrogen gas. Turn the handle on regulator (11) counterclockwise to close.
7. Turn handle (6) on valve adapter (5) counterclockwise to close the charging valve. After the
valve is completely closed, remove the charging
equipment.
8. Install the caps and O-rings onto the charging
valves.
12. After the completion of oiling, remove the oil

pump, and install charging valve (5). Tighten to
4.5 0.5 kg.m (33 3 ft.lbs.).
H4-12
H04017
Length Adjustment - Front And Rear Cylinders

NOTE: Adjust the installed length of the cylinder with
the truck empty and on level ground.
Depending on the ambient temperature, the gas

in the suspension may expand or contract and
the length of the cylinder will change. In locations where there are wide differences in temperature throughout the year, inspect the
suspension height periodically and adjust to
keep the length within the specified range shown
in Figures 4-7 and 4-11 (Table 1).
1. To reduce the sliding resistance of the cylinder,
drive the truck forward approximately 15 m (50
ft.) and stop suddenly, then drive in reverse to
original position and stop suddenly again.
Repeat this cycle 3-4 times, and finally, allow
the truck to stop slowly without depressing the
brake. Then measure the installed length. If
equipped with variable rate damping, do not
depress the service brake; use the retarder control lever to brake the truck.
H04017
2. If the result of the check shows that the length is

too long, release nitrogen gas to adjust the
length. Loosen the discharge plug (pressure
sensor) no more than one revolution to release
the nitrogen gas. When doing this, release only
a small amount of gas; the cylinder should not
move. If too much nitrogen gas is released and
the cylinder moves, the installed length may be
below the specified length.
NOTE: Do not release nitrogen pressure by
depressing the tip of the valve core. If the tip of the
valve core is depressed, the valve core may be
damaged.
3. After releasing nitrogen gas and adjusting the
length, repeat Step 1 to check the installed
length again.
4. Repeat the above Steps 1-4 to adjust the cylinder to the specified length.
5. Finally, check that there is no leakage of gas
from the valve core, discharge plug (pressure
sensor/valve assembly), and piston rod gland.
6. Use soapy water to check for leakage of gas. If
there is any leakage of gas from the valve core,
replace the valve core.
The rear suspensions are now ready for operation.
Visually check piston rod extensions both with truck
loaded and empty. Record extension dimensions.
Maximum downward travel is indicated by the dirt
ring at the base of the piston. Operator comments on
steering and suspension rebound should also be
noted.
H4-13
NOTES
H4-14
H04017
SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
J01031
Index
J1-1
NOTES
J1-2
Index
J01031
SECTION J2
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3

SERVICE BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
AUXILIARY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
RETARDING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
BRAKE SYSTEM ELECTRICAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-7
J02026 5/04
Brake Circuit
J2-1
NOTES
J2-2
Brake Circuit
5/04
J02026
BRAKE CIRCUIT
The Model HD1500-5 truck is equipped with an allhydraulic actuated wet disc service brake system. A
three caliper, disc type parking brake is located on
the front of the final drive.
The brake system utilizes oil provided by the brake/
steering pump from the front section of the hydraulic
tank for brake application. During truck operation,
front brake disc cooling oil is provided by a hydraulic
pump driven by the transmission PTO gear case.
The rear brake cooling oil is supplied by the pump
supplying the front brake circuit along with oil returning from the hoist valve.
The fundamental function of the service brake system is to provide the operator the control needed to
stop the truck in a slow, modulating fashion in as
short a distance as reasonably possible.
Outlined below are the functions Komatsu feels are

necessary for safe truck operation:
Warn the operator as soon as practical of a
serious or potentially serious loss of brake
pressure so proper action can be taken to stop
the truck before the secondary system is
exhausted of power.
The following brake circuit description should be

used in conjunction with the hydraulic brake system
schematic, located in Section R.
The brake system consists of several major components: The foot operated dual circuit treadle valve,
hydraulic operated relay valves, brake manifold and
a Retard and Control Monitor (RCM) with lever
assembly.
The dual circuit treadle valve, Retard and Control
Monitor and retard control lever are located in the
cab. The remainder of the system, including the relay
valves, brake manifold, two accumulators, and electrical components, are located in a weatherproof cabinet (Figure 2-1) to the right of the operator's cab.
The hydraulic components cabinet is easily accessible for brake system diagnostic and service work.
The brake manifold contains circuit isolation check
valves, accumulator bleed down valves, and valves
for brake lock, park brake and automatic apply functions. All of these components are screw-in cartridge
type valves.
There are four independent means of brake actuation on the truck:
Provide secondary brake circuits such that any

single brake system malfunction ensures the
truck has sufficient stopping power.
Service brake pedal
Automatically apply service brakes if low

pressure warnings are ignored and pressures
continue to decrease.
Brake lock switch
Retarder lever
Auxiliary brake
A wheel brake lock to relieve the operator from

holding the brake pedal while at the dump or
shovel.
A spring applied park brake for holding, not
stopping, the truck during periods other than
loading or dumping. The parking brake remains
effective when the engine is stopped and
hydraulic system oil pressure is released.
A brake system that is easy to diagnose and
service.
SERVICE BRAKE CIRCUIT

This portion of the system provides the operator the
precise control needed to modulate (feather) brake
pressure to slowly stop the truck or develop full brake
effort to stop as quickly as possible. The heart of this
circuit is the treadle operated dual circuit brake valve.
This valve enables the operator to control the relatively high pressure energy within the brake accumulators directed to the brakes.
There are two valves in the dual brake valve. One
provides apply pressure for the brakes on the front
axle. The other supplies pressure to a relay valve to
provide apply pressure for the brakes on the rear
axle.
J02026 5/04
Brake Circuit
J2-3
FIGURE 2-1. HYDRAULICS COMPONENTS CABINET

(Brake System Components Only, Cabinet Removed)
1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Pressure Sensor, LH Rear
5. Relay Valve (Front)
6. Emergency/Auto Apply Pressure
Switch
7. Shuttle Valve
(Front Relay Valve)
J2-4
8. Front Brake Cutout Valve

9. Pressure Reducing Valve (PR)
10. Shuttle Valve
(Rear Relay Valve)
11. Park Brake Pressure Switch
12. Low Brake Pressure Switch
13. Brake Lock Solenoid (SV1)
14. Park Brake Solenoid (SV2)
15. Emergency Apply Solenoid
Brake Circuit
16. Brake Manifold

17. Pressure Sensor, RH Rear
18. Relay Valve (Rear)
19. Proportional Pressure
Control (Left)
20. Proportional Pressure
Control (Right)
21. Accumulator Pressure Switch
5/04
J02026
As the brake pedal is depressed, each valve within

the dual circuit brake valve simultaneously delivers
fluid from its respective accumulator to the relay
valve (5, Figure 2-1) for the front brakes and to the
dual relay valve (18) for the rear brakes at a pressure
proportional to both pedal position and force. The further the pedal is depressed, the higher the brake
force, providing a very positive feel of control.
Regardless of the nature of location of a failure,

sensing the lowest brake accumulator pressure
assures two to four brake applications after the low
brake warning indication and before automatic apply.
This allows the operator the opportunity to safely
stop the truck after the warning has turned on.
The brake system accumulators (1 & 3) have two

functions; storing energy for reserve braking in the
event of a failure and, provide rapid oil flow for good
brake response.
PARKING BRAKE CIRCUIT
Depression of the brake pedal also actuates the

proximity switch located in the treadle valve which
sends a signal to the RCM. This signal actuates the
stop and service brake indicator lights.
NOTE: Whenever the park brake solenoid is deenergized, a spring in the solenoid valve will shift the
spool, diverting oil pressure from the parking brakes
to direct the oil back to the hydraulic tank.
Normal Operation
(key switch ON, engine running)
SECONDARY BRAKING AND

AUTOMATIC APPLY
A fundamental function of the secondary brake system is to provide reserve braking in the event of any
single failure. For this reason, the system is divided
into multiple circuits, each with its own isolation
check valve, accumulator and circuit regulator. The
secondary system becomes whatever circuit(s) is
operable after a failure. If the failure is a jammed
treadle valve, the brake lock or auxiliary brake
becomes the secondary system.
The brake accumulators perform two functions; to
provide rapid flow for good response and to store
energy for secondary braking. Check valves assure
this energy is retained should a failure occur in the
brake system supply or an accumulator circuit.
If a failure occurs in the pump, steering, or either
brake accumulator circuit, a low brake pressure
warning light (on the left hand instrument panel pod)
will actuate and the central warning lamp will illuminate and the vehicle should be stopped as soon as
practical. When the pressure in one accumulator circuit is less than the preset level, all the service
brakes will be automatically applied. Automatic brake
application is accomplished by the automatic apply
valve (PS), located in the brake manifold. This valve
senses the lower brake accumulator pressure, and
when the pressure is less than 1650 psi (11.4 MPa),
the valve shifts, operating the brake treadle valve
hydraulically which in turn applies pressure to the
relay for the front brakes and the dual relay valve for
the rear brakes, applying all the brakes full on.
J02026 5/04
The parking brakes are spring applied and hydraulically released.
Parking brake switch "ON"

The parking brake solenoid (14, Figure 2-1) is deenergized. The oil pressure in the parking brake
lines returns to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (10) will close, completing
a path to ground, illuminating the parking brake
light on the left hand monitor display pod at the
instrument panel.
Parking brake switch "OFF"

The parking brake solenoid is energized. The oil
flow is routed from the park brake solenoid, to the
park brake spring cans for release.If a loss of
hydraulic supply pressure occurs, with the
parking brake switch OFF, the parking brake
solenoid will still be energized. The supply circuit
(that lost pressure) is still open to the parking
brake spring cans. To prevent park brake
pressure oil from returning to the supply circuit, a
check valve (in the park brake circuit) traps the
oil, holding the parking brake in the released
position.
NOTE: Normal internal leakage in the parking brake

solenoid and the pressure reducing valve may allow
leakage of the trapped oil to return back to tank, and
eventually allow park brake application.
Brake Circuit
J2-5
If 24 volt power to the solenoid is

interrupted, the park brake will apply. The
spring in the solenoid will cause it to shift,
opening a path for the oil pressure in the
park brake line to return to tank and the
springs in the parking brake will apply the
brake. The parking brake pressure switch
(11, Figure 2-1) will close, completing a
path to ground, illuminating the parking
brake light on the left hand monitor display
pod.
The parking brake is also used in an
emergency brake apply situation. If for any
reason the brakes apply automatically or
manually in an emergency, the three caliper
parking brake will also apply at the same
time.
BRAKE LOCK CIRCUIT

The primary function of the brake lock is to provide a
means for the operator to hold the vehicle while at
the shovel or dump. The brake lock only applies the
rear service brakes. By turning on the rocker switch
on the shift console, a solenoid valve (13, Figure 2-1)
and pressure reducing valve (9) will apply unmodulated pressure oil at 2000 psi (13.8 MPa) to fully actuate the rear brakes. A shuttle valve (10) in the rear
brake line provides the independence from the brake
valve for brake application.
AUXILIARY CIRCUIT
The auxiliary circuit is also known as the emergency
circuit. The truck is equipped with an emergency
brake apply switch located on the instrument panel in
the operator's cab. If the auxiliary brake switch is
turned on, the circuit is completed for a signal to the
RCM, and to the auxiliary apply solenoid mounted on
the brake manifold in the hydraulic component cabinet. When the auxiliary apply solenoid (15, Figure 21) is energized, the automatic apply valve is activated and a pilot pressure is directed to the dual controller applying the brakes automatically. When the
auxiliary switch closes, two other electrical signals
are interrupted. One signal is for the front brake cutoff valve (8). With this signal removed, the front
brakes will not apply. The other signal is for the parking brake circuit. With this signal removed from the
SV1 solenoid (13), the parking brake will be in the
applied position.
J2-6
RETARDING CIRCUIT
The retarding circuit works in a manner similar to normal brake actuation. The difference is in the signal
being generated at the steering column. When the
retarder lever is applied it will remain in whatever
position it is placed until it is returned to the OFF
position. The movement of this lever produces an
electrical signal that will vary in voltage. This signal is
directed to the RCM and then on to two Proportional
Pressure Control Valves (PPC) (19 & 20, Figure 2-1)
located in the hydraulic cabinet just above the rear
brake dual relay valve (18). The electrical signal will
open the control valve and allow hydraulic pilot pressure to activate the rear brake dual relay valve which
will then supply the necessary accumulator pressure
to apply the brakes for retarding. The actual brake
application from the dual relay valve is performed in
the same manner as if the treadle valve were
applied. Two pressure sensors (4 & 17, Figure 2-1)
monitor hydraulic pressure in the right rear and left
rear brake circuits, and send the signals to the RCM.
Abnormal pressures will initiate a fault code in the
RCM controller.
Refer to Section D for additional information regarding the RCM controller.
WARNING CIRCUIT
The brake warning circuit is equipped with several
warning devices to warn an operator of impending
problems. Warning lights on the left hand monitor
display pod will illuminate if a problem occurs with
low steering pressure or accumulator nitrogen precharge. If either or both of these lights are on, the
central warning lamp will illuminate. "MOM" will also
display a fault code indicating the exact problem,
including the identification of the accumulator with
the low pre-charge or broken wire. "MOM" will also
display a course of action for the operator to follow.
Low Steering Pressure Sensor Switch
Brake Circuit
The low steering pressure sensor switch is

located in the bottom of the rear steering
accumulator. When the system supply pressure
drops below 1850 psi (12.8 MPa), the low
steering pressure light, low brake pressure light
and central warning lamp will turn on. At the
same time fault code b0E2: Low Steering System
Pressure and fault code b0F1: Low Brake Oil
Pressure will appear in the "MOM" display along
with an action code and instructions for the
operator to follow.
5/04
J02026
Parking Brake Switch
Low Brake Pressure Sensor Switch
The park brake switch is located on the center

console. In the open position, the electrical circuit
is interrupted and there is no electrical path to the
parking brake solenoid (described below).
Therefore, the solenoid is de-energized and the
parking brake is applied. With the switch in the
closed position, the solenoid is energized,
allowing oil to flow to the parking brake and the
brake is released. The parking brake switch is
wired in series with the emergency brake switch.
If the emergency brake switch is in the OFF
position, a separate set of contacts for the park
brake circuit is closed. This permits 24 VDC to
the parking brake switch, to apply or release the
parking brake. If the emergency brake switch is
ON the emergency brake switch contacts are
closed, but the other set of contacts for the park
brake circuit are now open. This will remove the
24 VDC supply to the park brake switch which
will then apply the parking brake regardless of
the parking brake switch position. (This is
intended for emergency operation.)
The low brake pressure sensor switch (12, Figure

2-1) is located on the brake manifold. When the
accumulator with the lowest pressure falls below
1850 psi (12.8 MPa), the low brake pressure light
and central warning light will turn on. At the same
time fault code b0F1: Low Brake Oil Pressure will
appear in the "MOM" display with an action code
and instructions for the operator to follow.
Differential Pressure Switch
The differential pressure switch is located on the
dual controller valve (foot treadle). During brake
application, if the difference in brake apply
pressure between the front and rear circuits is
greater than a preset level, the differential
pressure switch sends a signal to the RCM. The
differential pressure switch provides detection of
faults such as a brake line rupture, poor brake
valve tracking, line blockage, excessive brake
displacement or air trapped in the system.
Parking Brake Solenoid (SV2)

The park brake solenoid (14, Figure 2-1) is a 24
VDC device mounted on the brake manifold
inside the hydraulic component cabinet. The
solenoid controls the oil flow to the parking brake
circuit. If energized, it directs oil pressure into the
parking brake circuit which will release the
parking brake. When de-energized, the oil path to
the parking brake circuit is open to tank, the
pressure is released, and the parking brake is
applied by spring pressure.
BRAKE SYSTEM ELECTRICAL

COMPONENTS
Parking Brake Pressure Switch
The parking brake pressure switch (11, Figure 21) is a normally closed pressure switch that will
open with pressure exceeding 1250 psi (8.6
MPa). With the contacts normally closed in the
pressure switch, the circuit is completed to
ground. There is a signal coming from the
transmission controller, which also has an input
coming from the parking brake indicator light
located on the left hand pod of the instrument
panel. The indicator light receives 24 VDC and is
wired into the transmission controller. If the
parking brake is applied, the circuit is completed
to ground through the transmission controller and
the pressure switch and the light will illuminate. If
the transmission controller, which has a circuit to
the parking brake switch, senses an open circuit
because the contacts have opened as a result of
hydraulic pressure in the circuit for the parking
brake, the completed circuit is now open and the
indicator light will turn off indicating the parking
brake has been released.
J02026 5/04
Low Brake Pressure Switch
Brake Circuit
The low brake pressure switch (12, Figure 2-1) is

a normally closed switch. If the brake circuit
pressure is above 1850 psi (12.8 MPa) the
contact will be held open and the path to ground
is opened. The low brake pressure switch is at
the end of the circuit coming from both the
transmission controller and from the RCM. This
signal is also directed from the RCM to the
Powertrain Management Controller (PMC). The
low brake pressure indicator light, left-hand
monitor pod on the instrument panel, is
connected to the PMC and will illuminate if the
brake system oil pressure is not adequate for
truck operation.
J2-7
Accumulator Precharge Switches
Emergency Apply Solenoid (SV3)
The accumulator precharge switches (2, Figure

2-1) are normally closed pressure switches
located in the top of each brake circuit
accumulator. The switches are used to sense the
nitrogen pressure in the accumulators. The
accumulators are precharged to 1400 psi (9.6
MPa). If that pressure falls below 850 psi (5.9
MPa), the contacts inside the pressure switch will
revert back to their normally closed position. This
will then provide a path to ground and complete
the electrical circuit for the warning signal
monitored by the transmission controller. The
indicator light, located in the left hand monitor
pod, will illuminate indicating low accumulator
precharge. There is only one indicator light, but
two pressure switches. It will be necessary to
determine which accumulator is low during the
accumulator nitrogen charging process.
This 24 VDC solenoid (15, Figure 2-1) is

mounted on the brake manifold in the hydraulic
cabinet. It is used in conjunction with the manual
emergency apply switch. If the operator moves
the emergency apply switch to the ON position
the 24 VDC signal will be directed to the RCM
and to the SV3 solenoid. When the solenoid is
energized the oil flow from the low pressure
sensing shuttle (LS) to the automatic apply valve
is blocked, resulting in the application of the
brakes.
Emergency/Automatic Apply Signal Pressure
Switch
A normally closed pressure switch (6, Figure 2-1)
in the pilot circuit from the automatic apply valve
to the PX port of the service brake controller. If
the pressure in this pilot circuit reaches 1000 psi
(6.9 MPa) or greater the contacts inside the
switch will open. This opens the electrical circuit
to the RCM indicating that the auto apply or
emergency apply has been activated.
Brake Lock Solenoid (SV1)

The brake lock solenoid (13, Figure 2-1) is a 24
VDC solenoid located on the brake manifold in
the hydraulic control cabinet. When energized, it
applies the rear brakes only, usually at the shovel
or the dump. When the solenoid is energized, it
allows hydraulic pressure to flow to the PX port of
the brake valve. This pilot pressure is used to
apply the rear brakes of the truck.
Emergency Brake Switch

The emergency brake switch is located on the
right side of the instrument panel, just below the
right hand pod and is used for a manual
application of the emergency brake system. This
switch will apply both front and rear brakes and
also the parking brake. The switch has three
pairs of contacts. One pair, used for the
emergency apply circuit, is open when the switch
is OFF. A second pair is for the parking brake
switch and solenoid (SV2) circuit. These contacts
are normally closed when the emergency apply
circuit is OFF. However, when the emergency
brake switch is activated, the voltage is removed
from the circuit, solenoid SV2 is de-energized,
and the parking brake will be applied by spring
pressure as oil flows out of the parking brake
through SV2 to return to tank. The third pair of
contacts supply voltage to the front brake cut-out
valve. If the valve is receiving 24 VDC, the front
brakes are disabled and only the rear brakes are
applied. The contacts are closed when the
emergency apply switch is in the OFF position.
When the switch is activated, this pair of contacts
is opened and the front brake cut-off valve will
allow oil to flow and the front brakes to apply.
J2-8
The brake lock should not be used to park the

truck. The hydraulic pressure can bleed off which
would result in the brakes being released. When
the truck is left unattended, the parking brake
must be applied.
Brake Circuit
5/04
J02026
Differential Pressure Switch
Brake Lock Switch

If the brake lock switch is ON, (closed position),
24 VDC will be directed to the brake lock
solenoid (SV1) to energize the solenoid. This 24
VDC signal will also be sent to the RCM which
will then send a signal to the coil side of the front
brake cutout relay. With the coil side of the relay
energized, the normally open set of contacts will
close and permit 24 VDC through the contacts to
a third set of contacts in the emergency brake
switch. The voltage will then flow through the
switch to the front brake cutout valve. This will
block the hydraulic oil pressure being directed to
the front brakes, resulting in only the rear brakes
being applied. Brake lock pressure is reduced to
2000 psi (13.8 MPa) by the brake lock pressure
regulator valve located on the brake manifold in
the hydraulic component cabinet.
The differential pressure switch is mounted on

the brake valve (dual controller). The switch
senses pressure at the B1 (rear brakes) and B2
(front brakes) brake apply circuits. The front and
the rear brake apply circuits should have the
same pressure. The differential pressure switch
will detect an imbalance in the pressure for the
two circuits. If the differential pressure exceeds
600 psi (4.1 MPa), the RCM will receive a signal
indicating a problem in either the front or the rear
brake circuit.
Retarder Control Lever
The retarder control lever can be moved to an
infinite number of positions. Each position will
reflect a different percentage of retarder
application. If the lever is in the upper position
there is no retarder application. As the lever is
pulled downward the amount of retarder
application is increased. The voltage signal to the
RCM changes as the lever is moved downward.
The RCM will read this request and will vary the
signal it is sending to the Proportional Pressure
Control Valves (PPC) (19 & 20, Figure 2-1), in
direct relationship to the position of the lever. As
voltage increases, hydraulic pressure to the
brakes increases. Both front and rear brakes are
applied during retarding.
Brake Light Relay and Lights

The brake light relay is a normally open device,
When the contacts close, it will activate the brake
lights. The contacts will close when the coil side
of the relay is energized if the RCM sends a 24
VDC signal to the relay. The Retard and Control
Monitor receives the various signals for brake
application and then delivers the signal to the
brake lights through the brake light relay.
Front Brake Cut-Out Relay
Retard Light Relay and Light

Any time that the retarder is activated, a signal is
sent from the RCM to the coil side of the retard
light relay. This will energize the coil side of the
normally open relay. The contacts will then close
which will permit 24 VDC to pass through the
relay to illuminate the light indicating that the
retarder has been applied.
Brake Valve Proximity Switch
A normally open relay used to control application

of the front brakes. If the relay coil is energized,
the relay contacts close and a 24 VDC signal is
sent to the front brake cut-off solenoid valve,
preventing the front brakes from applying. The
front brake cut-out relay is energized if the brake
lock is activated or if the optional slippery road
switch is turned on. When the front brake cut-out
valve is energized, oil cannot flow to the front
brake apply circuit.
Located on the brake valve (dual controller) is a

proximity switch that will send a signal to the
RCM if the brake pedal is depressed. The switch
provides a signal to the RCM. This signal is
interpreted by the RCM which then activates the
brake light relay, closing the contacts, and
illuminating the brake lights.
J02026 5/04
Brake Circuit
J2-9
NOTES
J2-10
Brake Circuit
5/04
J02026
SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3

BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-9
Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
DIFFERENTIAL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Test Bench Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Differential Pressure Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Proximity Switch Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
J03024 07/04
Brake Circuit Component Service
J3-1
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . J3-16

RELAY VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
VALVE TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-20
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-22
BRAKE ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
BRAKE ACCUMULATOR REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-26
BRAKE COOLING VALVE (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-27
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED) . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Lever Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-28
Lever Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Disassembly and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Potentiometer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-29
J3-2
07/04 J03024
BRAKE CIRCUIT COMPONENT SERVICE

BRAKE VALVE
The brake valve is a pressure modulating valve,
actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve.
The brake valve controls the pressure delivered to
the front brake relay valve and rear brake dual relay
valve which provide the apply pressure for the front
wheel and rear wheel disc brake assemblies. Apply
pressure can be modulated from zero to maximum
braking effort by use of the foot pedal.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
Excessive cam rock in pedal actuator.
Any sign of external leakage.
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the key switch OFF and waiting 90
seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur.
Open bleed down valves (3 & 4, Figure 3-1)
located on the brake manifold. This will allow
both accumulators for the rear brakes and both
accumulators for the front brakes to bleed down.
Before disabling brake circuit, be sure truck
wheels are blocked to prevent possible roll-away.
Internal leakage at the tank port must be less

than 100 cc/minute with the valve in the released
position and system pressure supplied to the
"P1" and "P2" inlet ports.
Tank port leakage must be less than 250 cc/
minute with valve pilot or manual applied at 2750
psi (18.96 MPa) system pressure.
Failure of the pedal to return to full release
position.
Valve holds pressure when in the neutral
position.
Varying output
depressed.
pressure
with
pedal
fully
FIGURE 3-1. BRAKE ACCUMULATOR

BLEEDDOWN
3. Accumulator Bleed Down Valve (Rear)
4. Accumulator Bleed Down Valve (Front)
5. Brake Manifold
J03024 07/04
J3-3
Installation
Removal
If the brake valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly.
NOTE: Minor repairs and service adjustment may not

require the removal of the brake valve.
1. Securely block the wheels to prevent possible

roll-away.
2. Place range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow 90
seconds for steering system accumulators to
bleed down. Open valves (3 & 4, Figure 3-1) to
bleed down both brake accumulators.
3. Remove access panel in front of operator's cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings except
the fitting at port "PX". Disconnect wiring harness at differential pressure switch and proximity switch connectors.
5. In the cab at the brake valve, remove capscrews and lockwashers securing the brake
valve assembly to the mounting structure.
6. Slide brake valve downward and remove from
cab.
7. Move brake valve assembly to a clean work
area for disassembly.
1. Place the brake valve assembly into position

and secure in place with capscrews and lockwashers. Tighten capscrews to standard
torque.
2. Remove plugs from brake valve assembly and
hydraulic lines. Install fittings and connect lines
to brake valve assembly and tighten. Connect
differential pressure switch and proximity switch
to harness.
NOTE: Prior to checking the brake valve operation,
the steering system must have the proper nitrogen
precharge in the steering accumulators (refer to
Section L, Hydraulic System for steering accumulator
precharge procedure). In addition, the brake system
lines must be bled of air and the brake accumulators
must also be precharged with nitrogen (refer to brake
accumulator precharge procedures, this section).
3. With the engine shut down and key switch OFF,
open both brake accumulator bleed down
valves (3 & 4, Figure 3-1). Precharge both
accumulators (1 & 2) mounted on brake manifold to 1400 psi (9.6 MPa).
NOTE: For best performance, charge the

accumulators in the temperature conditions the
vehicle is expected to operate in. During the
precharge, allow temperature of the nitrogen gas to
come into equilibrium with the ambient temperature.
4. Close both accumulator bleed down valves
after accumulators have been properly charged.
5. Bleed air from brake apply circuit. Refer to Wet
Disc Brake Bleeding Procedure, this Section of
the manual.
6. Check for fluid leaks at the brake valve.
J3-4
07/04 J03024
Disassembly
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure
proper reassembly and minimize adjustment time. All
internal parts must be placed back into the bores
from which they were removed.
1. Match mark each section of the brake valve

prior to disassembly.
2. Drain oil from all ports of the valve by rotating
the valve over a suitable container.
3. Secure brake valve in an upright position in a
vice.
4. Remove the brake pedal actuator (11, Figure 32) by removing the retaining clips (4), then
remove the pivot shaft (5) with a punch and
hammer.
5. Remove the four button head allen screws (3,
Figure 3-3) securing the boot retainer plate (4).
6. Remove the boot retainer plate (4), boot (2),
and actuator cap (1) as an assembly by grasping the boot and gently lifting from the valve
body.
FIGURE 3-2. BRAKE VALVE ASSEMBLY

1. Brake Valve
2. Differential Pressure
Switch
3. Proximity Switch
4. Retainer Clip
5. Pivot Shaft
6. Nylon Bushing
7. Shim
J03024 07/04
8. Bolt
9. Lock Nut
10. Foot Pad
11. Pedal Actuator
12. Pivot Stop
13. Spring
14. Pivot Stop
FIGURE 3-3. ACTUATOR CAP AND BOOT

1. Actuator Cap
2. Boot
3. Capscrew
4. Retainer Plate
5. Capscrew
6. Actuator Base
7. Threaded Insert
J3-5
7. Remove capscrews (36, Figure 3-4) and the differential pressure switch (35). Refer to Differential Pressure Switch for further switch repair
instructions.
8. Remove and discard the seals (27 & 28).
9. Loosen the plunger locknuts (2). Loosen the
socket head capscrew from the adjustment collars (1).
10. Unscrew and remove the adjustment collars.
11. Remove the two socket head capscrews (5, Figure 3-3) that retain the actuator base (6) to the
valve body.
12. Remove the actuator base from the valve body.
13. Remove controller from vice.
14. Remove the four capscrews (34, Figure 3-4)
and washers (33) from the base of the valve.
15. Remove the base plate (32).
16. With the valve upright, the retaining plug (31)
should fall out. If the plug does not fall out,
lightly tap to dislodge the plug.
NOTE: The spools (12), reaction plungers (21, 22)

and spool return springs (20) may fall out at this time.
Keep parts separate so they may be installed in the
same bores from which they were removed.
17. Remove and discard the O-ring (30) from the

counterbore in the base of the valve body.
18. With the controller upright on the work bench,
hold the valve with one hand and push the "B1"
actuator plunger (3) down with the other hand
until the regulator sleeve (19) pops loose.
19. Repeat the above procedure to loosen the "B2"
regulator sleeve.
21. Remove the spools (12), reaction plungers (21,

22) and spool return springs (20) from the regulator sleeves (19).
22. Remove the plunger return springs (10), regulator springs (8 & 10), and spring seats (11) from
the valve body.
23. Remove the actuator plungers (3) by pushing
down (toward the bottom of the valve) on the
actuator plunger with your hand until the actuator plunger slides out.
24. Remove the staging seat (6). Remove and discard packing (5).
25. Remove the Glyde ring assembly (7) from the
actuator plunger.
26. Remove the O-rings (14, 16 & 18) and teflon
back-up rings (13, 15 & 17) from the regulator
sleeves and discard.
27. Remove the wiper seals (23), poly-pak seals
(25), and the orange back-up rings (24) from
the actuator section of the valve and discard.

1. Clean all metal parts with solvent and air dry.
2. Inspect the plunger (3, Figure 3-4) for wear on
the sides where it moves through the seals. If
axial grooves are seen or if any wear is apparent, replace the plunger.
3. Place the regulating spool (12) into its sleeve
(19). Push the spool lightly through the sleeve.
The spool must be able to move freely and
smoothly the entire length of the sleeve. If it
cannot, it must be replaced. Never replace just
the spool or sleeve. They must be replaced as a
matched set.
20. Turn the valve on its side on the work bench

and remove the regulator sleeves (19) from the
valve body.
4. Inspect each spring carefully for cracks or

breaks. Any spring with a crack or break must
be replaced. Also, if the valve was not reaching
proper regulated pressure, replace all regulator
springs.
NOTE: Throughout the following steps, it is important

to keep the circuits and circuit components identified
as to which side of the unit they came from. For a
given circuit, all the components have a tolerance
stack which could vary. Keep the "B1" and "B2" parts
separate.
5. Inspect the threaded inserts (7, Figure 3-3) in

the actuator base. If any of the threads are
damaged, the inserts must be replaced.
J3-6
6. Lubricate all parts with a thin coat of clean

hydraulic oil. Take care to keep components
protected from contamination.
07/04 J03024
1. Adjustment Collar
2. Nut
3. Actuator Plunger
4. Stud
5. Packing
6. Staging Seat
7. Glyde Ring Assembly
8. Regulator Spring
9. Regulator Spring
J03024 07/04
FIGURE 3-4. BRAKE VALVE

10. Plunger Return Spring 20. Spool Return Spring
21. Reaction Plunger (B1)
11. Spring Seat
22. Reaction Plunger (B2)
12. Regulator Spool
23. Wiper Seal
13. Back-up Ring
24. Back-up Ring
14. O-Ring
25. Poly-Pak Seal
15. Back-up Ring
26. Valve Body
16. O-Ring
27. Seal
17. Back-up Ring
28. Seal
18. O-Ring
29. Set Screw Orifice Plug
19. Regulator Sleeve
30. O-Ring
31. Retaining Plug
32. Base Plate
33. Washer
34. Capscrew
Switch
36. Capscrew
J3-7
4. Install the wiper seal (5) in the top counterbore.

Position the seal in the groove so that the register lip is facing up toward the actuator.
Assembly
Actuator Base Threaded Inserts
1. If any inserts (7, Figure 3-3) were removed from
the actuator base (6), position the actuator base
upside down on the work bench and support
directly under each of the four floor mounting
holes.
2. Install the threaded inserts into the actuator
base by tapping lightly with a small hammer
until the insert flanges become flush with the
actuator base. Be sure the base is supported to
avoid breaking the base.
3. Thoroughly clean the actuator base and set
aside.
Boot and Cap
1. Examine the boot (2, Figure 3-3) for any cracks,
tears, or other damage. If damage is evident,
the boot must be replaced. To replace the boot,
follow the procedure below.
2. Remove the boot from the actuator cap (1) and
discard the old boot. Thoroughly clean the sides
of the cap by scraping the lip where the cap
contacts the boot. Use a knife or suitable
scraper. Clean thoroughly to remove all adhesive or particles of the old boot.
5. Repeat Steps 1- 4 for the second bore.

Regulator Sleeve O-Ring Installation
1. Install an O-ring (2, Figure 3-6) onto the smallest groove (on the top) of the regulator sleeve
(3). Install O-ring (5) onto the middle groove on
the regulator sleeve. Install O-ring (6) onto the
largest groove (on the bottom) on the regulator
sleeve.
2. Install a split nylon back-up ring (4) onto each
side of the O-ring (5) located in the middle of
the regulator sleeve.
3. Install one split nylon back-up ring behind the
O-ring (2) located at the top end of the sleeve.
This O-ring is the smallest of the three O-rings.
Position the back-up ring so that it is next to the
top of the regulator sleeve. The top of the
sleeve is the end with the smallest O.D.
4. Repeat Steps 1-3 for the second regulator
sleeve.
3. Apply a thin bead of Loctite Prism 410 onto

the upper sides of the cap. Apply the bead to
the two long sides only. Do not apply it to the
rounded ends, these must not be sealed to
allow the boot to "breath".
4. Carefully position the cap into the new boot
groove wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.
Valve Body Seal Installation
1. Install the poly-pak seal (3, Figure 3-5) in the
seal groove first. Position the seal in the groove
so that the internal O-ring inside the poly-pak
seal is facing down toward the bottom of the
valve.
2. Make sure the internal O-ring is still seated
inside the poly-pak seal (3) and did not get dislodged during installation. Position the poly-pak
seal to the bottom of the groove.
3. Install the orange back-up ring (4) on top of the
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
J3-8
FIGURE 3-5. VALVE BODY SEAL INSTALLATION

1. Actuator Plunger
2. Valve Body
3. Poly - Pak Seal
4. Back-Up Ring
5. Wiper Seal
6. Actuator Base
07/04 J03024
FIGURE 3-7. GLYDE RING INSTALLATION

1. Actuator Plunger
2. Valve Body
FIGURE 3-6. SLEEVE SEAL PLACEMENT

1. Back-Up Ring
4. Back-Up Ring
2. O-Ring
5. O-Ring
3. Regulator Sleeve
6. O-Ring
Actuator Plunger O-ring Installation
1. Install an O-ring (7, Figure 3-4) into the O-ring
groove located at the large diameter end of the
actuation plunger (3).
2. Install a split Glyde ring over the O-ring. (Twist
and squeeze the split Glyde ring into a small circle before installing to insure a tight fit over the
O-ring).
3. Repeat Steps 1 & 2 for the second plunger.
3. Glyde Ring
4. Sharp Edges
4. Install the "B1" actuation plunger (3) into the

"B1" circuit. Be careful not to damage or cut the
Glyde ring during installation. Observe the
Glyde ring assembly through the tank port as
the plunger is being installed. (Refer to Figure
3-7) It may be necessary to work the Glyde
rings past the sharp edge in the body to prevent
damage to the seal. Make sure the actuation
plunger is completely seated and bottomed.
5. Repeat Steps 1 through 4 for the "B2" actuation
plunger.
6. Install the plunger return spring (10, Figure 3-4),
regulator springs (8 & 9) and spring seat (11)
into the appropriate circuit. If spring seat does
not seat correctly on top of the control spring,
lightly shake the valve to correctly position the
spring seat.
7. Lightly lubricate the regulator spool (12).
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4 before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. If removed, install stud (4, Figure 3-4) in plunger
(3). Tighten nut (2).
2. Install new packing (5) on staging seat (6) and
insert in plunger bore.
3. Lightly lubricate the actuation plunger Glyde
ring (7).
8. Install the regulator spool into the regulator

sleeve (19). The spherical end of the spool
should be at the top of the regulator sleeve. The
top of the sleeve is the end with the smallest
O.D.
NOTE: Check to insure that the spool will slide
smoothly and freely. Replace the entire sleeve
assembly and spool, if the spool does not slide
smoothly and freely.
9. Remove spool from sleeve before installing
sleeve into body.
10. Lightly lubricate the O-rings (14, 16, & 18) on
the regulator sleeve.
J03024 07/04
J3-9
11. Install the regulator sleeve assembly into the

correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining
flange at the base of sleeve contacts the valve
body.
12. Install the spool return spring (20) into spool
(12).
13. Insert reaction plunger (21 or 22) into regulator
spool.
14. Install regulator spool (12) into regulator sleeve
(19).
15. Repeat Steps 6 through 14 for the second circuit.
16. Lightly lubricate the large retainer plate O-ring
(30) and install into the counter bore in the bottom end of the valve.
18. Install the base plate (32) on top of the retainer

plug. Tighten the four allen screws (34) evenly,
alternating diagonally, to evenly seat the regulator sleeve assembly. Tighten to 140 - 150 in.
lbs. (1.61 - 1.72 kg.m).
19. Using new seals (27 & 28, Figure 3-4), install
pressure differential pressure switch assembly
(35) on valve body. Install socket head capscrews (36). Tighten capscrews to 140 - 150 in.
lbs. (1.61 - 1.72 kg.m).
20. Install the actuator base (6, Figure 3-3) on top of
the valve. Make sure to position properly for
correct port direction. Tighten the two socket
head capscrews (5) and tighten to 180 - 190 in.
lbs. (2.1 - 2.2 kg.m).
21. Screw the adjustment collars (1, Figure 3-4)
onto the top of the actuation plungers. Screw all
the way down until they bottom on the threads.
17. Install the retainer plug (31) into the counter

bore on the bottom of the valve. Make sure
steps on the retainer plug are facing the counter
bore or toward the top of the valve.
J3-10
07/04 J03024
DIFFERENTIAL PRESSURE SWITCH

The differential pressure switch (1, Figure 3-8)
mounted on the brake valve (2) detects an imbalance
in brake apply pressure between the front and rear
brake circuits. If the pressures differ more than 600
50 psi (4137 345 kPa), the switch (3) completes a
path to ground, providing a signal to the Retard Control Module.
Disassembly
1. Remove the four socket head capscrews
attaching the differential pressure switch body
(1, Figure 3-8) to the valve body (2).
4. Install new O-ring (12) and switch assembly (3).

Tighten to 55 - 60 in. lbs. (0.63 - 0.69 kg.m).
5. Turn valve over and install piston (9), spring (8)
and screw plug (7). Plug should be inserted
approximately 0.5 in. (13 mm) below edge of
body. Temporarily install plug (6) in plug port.
NOTE: Screw plug (7) adjustment controls switch
actuation point. Refer to "Valve Bench Test and
Adjustment, Differential Pressure Switch Adjustment"
for calibration procedure.
2. Remove switch assembly (3) and O-ring (12).

3. Remove plugs (5, 6 & 11).
4. Insert a hex wrench through bottom port and
remove screw plug (7).
5. Remove spring (8) and piston (9).
6. Carefully push spool assembly (10) out of its
bore.
2. Inspect spool assembly (10, Figure 3-8) for
scoring and other evidence of damage. Inspect
spool bore in body (4). If seals are damaged,
the entire switch assembly should be replaced.
3. Lightly lubricate spool assembly and carefully
insert in bore. Spool must slide freely and
smoothly in bore. If there is binding, the entire
differential switch assembly must be replaced.
4. Lubricate piston (9) and insert in its bore. Piston
must move freely with no binding.
5. Inspect spring (8) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (3)
center terminal and switch body. Actuate the
switch plunger to verify contacts close when
plunger is depressed and contacts open when
released. Plunger must operate freely in switch
body.
Assembly
1. Install plug (11, Figure 3-8). Tighten plug to 190
- 210 in. lbs. (2.2 - 2.4 kg.m).
2. Lightly lubricate Glyde rings on spool assembly
(10) and carefully insert in body (4) until it bottoms on plug (11).
FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH

7. Screw Plug
8. Spring
Switch Assembly
9. Piston
2. Valve Body
10. Spool Assembly
3. Switch Assembly
11. Plug
4. Body
12. O-Ring
5. Plug
6. Plug
3. Install plug (5). Tighten plug to 190 - 210 in.

lbs. (2.2 - 2.4 kg.m).
J03024 07/04
J3-11
VALVE BENCH TEST AND ADJUSTMENT

The following parts and test equipment will be
required to completely bench test and adjust the
brake valve. The differential pressure switch can also
be calibrated and operation tested.
Pressure gauges (3), 0-5000 psi (0-35 MPa).
Hydraulic pressure supply, regulated to 2750 psi
(18.96 MPa).
Hydraulic test stand, Refer to Figure 3-9.
1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
Hose fittings for valve ports:

Port PX: . . . . . . . . . . . . . . . . . 7/16 in., # 4 SAE
Ports P1, P2, B1 and B2: . . . . .3/4 in., #8 SAE
Port T: . . . . . . . . . . . . . . . . 1 1/16 in., #12 SAE
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
and boot assembly to adjust individual brake circuit
pressures.
FIGURE 3-9. TEST BENCH SET-UP

5. Needle Valve
6. Brake Valve
7. Front Brake Pressure Gauge
8. Shut Off Valves
9. Simulated Brake Volume

10. Rear Brake Pressure Gauge
11. Relief Valve
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1, B2 Cylinders must be capable of a 10 cubic inch maximum displacement.
J3-12
07/04 J03024
Brake Valve Output Pressure Adjustment

(Pedal Only)
Test Bench Only

Test Set Up Procedure
1. Position the valve in the fixture to allow plungers to be activated by hand using a lever (refer
to Figure 3-9).
2. Attach the pilot input supply pressure to the pilot
port labeled "PX" on the rear of the valve.
3. Attach the main supply input pressure to the Oring ports on the rear of the valve labeled "P1"
and "P2".
4. Attach the tank return line to the O-ring port
labeled "T" on the rear of the valve.
1. Install the pedal pivot shaft pin in the actuator

base by itself without installing the pedal
assembly.
2. By taking a screw driver or pry bar and placing it
under the pivot pin and on top of the threaded
plunger assembly, each circuit can be actuated
individually. Refer to Figure 3-9.
3. Gradually apply pressure on each circuit (one at
a time) to check for leaks around the plunger.
Make sure the adjustment collar is screwed all
the way down on the threads.
5. Attach the regulated output ports "B1" and "B2"

to the test lines. Pressure monitoring devices in
these two lines must be capable of 3000 psi
(20.7 MPa) minimum. Connect all ports. The
connections should be according to the diagram
shown in Figure 3-9. All ports must be used and
connected.
NOTE: The pressure gauges must be installed at the

pedal as shown in Figure 3-9. Gauges must not be
installed in the B1 or B2 test ports inside the brake
cabinet or improper adjustment will result.
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
5. "B2" Adjustment: Adjust the adjustment collar

up (counter-clockwise) starting with one turn
increments until the output pressure at port "B2"
is 2200 75 psi (15.168 0.517 MPa) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
Avoid spillage and contamination! Avoid contact

with hot oil if the machine has been operating.
The oil will be at very high pressure.
Hydraulic fluid escaping under pressure can
have sufficient force to enter a person's body by
penetrating the skin and cause serious injury and
possibly death if proper medical treatment by a
immediately.
6. Start hydraulic pump and regulate output pressure to 2750 psi (18.96 MPa) at pressure gauge
(3). Pressure gauges (7 & 10) should read zero.
7. Pilot supply circuit pressure must also be 2750
psi (18.96 MPa).
8. Return line pressure during this test is not to
exceed 5 psi (34.5 kPa).
9. Test the valve with ISO 32 grade oil or hydraulic
oil meeting specifications listed in Section P at
120 10 F (49 3 C).
J03024 07/04
4. "B1" Adjustment: Adjust the adjustment collar

up (counter-clockwise) starting with one turn
increments until the output pressure at port "B1"
is 2200 75 psi (15.168 0.517 MPa) with the
adjustment collar contacting the actuator base
(fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
6. Tighten the setscrews in the adjustment collars

to 25 - 30 in. lbs. (0.28 - 0.35 kg.m). The entire
plunger may have to be rotated to get to the
capscrews.
7. Check pressures again after tightening the set
screws. If the pressures have moved out of
specified range, loosen the appropriate set
screw and re-adjust.
8. Cycle each circuit 50 times using pilot apply.
This is done by closing needle valve (5) and
opening needle valve (4). Read pressure on
gauges (7 & 10). Close valve (4) and open
valve (5). The pressure gauges (7 & 10) should
read 0 psi.
9. Recheck pressures after cycling. If they have
changed, re-adjust pressures.
J3-13
Differential Pressure Switch Adjustment
Final Test and Adjustment
10. Attach an ohmmeter or continuity tester lead to

connector on differential pressure switch wire.
Attach other lead to valve body. Verify switch
contacts are open.
The brake pedal actuator must be installed on the

brake valve body prior to final test and adjustment.
Refer to Installation of Brake Pedal Actuator to Brake
Valve.
11. Remove plug (6, Figure 3-8) for access to

adjustment screw plug (7).
NOTE: The "Final Test and Adjustment" procedure

can also be performed with the brake valve installed
in the truck. To perform final test with brake valve
mounted in the truck, install valve per instructions in
"Installation". Install 0-5000 psi (0-35 MPa) gauges at
the "B1" and "B2" diagnostic test connectors in the
brake cabinet.
Follow steps 21 - 33 below for final test.
12. Insert pry bar under pivot pin to actuate the "B1"
section of valve.
13. Slowly depress plunger while observing the
ohmmeter; switch contacts should close at 600
50 psi (4.14 MPa) pressure.
Adjust screw plug in bottom port of
differential pressure switch
counterclockwise until switch contacts just
close.
14. Release plunger and depress again while
observing "B1" gauge and ohmmeter to verify
switch contacts close at pressure listed in step
13. If not, repeat step 13.
15. Insert pry bar under pivot pin to actuate the "B2"
section of valve.
16. Slowly depress plunger while observing ohmmeter; switch contacts should close at the pressure shown in Table I on the "B2" gauge. A
slight adjustment may be necessary.
17. Slowly depress both plungers equally from minimum to maximum application pressure. Switch
contacts must remain open
18. Install plug (6) and tighten to 90 - 100 in. lbs.
(1.0 - 1.2 kg.m) torque.
19. Shut down the test bench and relieve all
hydraulic pressure from the lines.

immediately.
20. Remove hoses from valve and remove valve
from test stand. Refer to instructions below for
pedal actuator installation prior to final test.
J3-14
21. Reinstall brake valve (with actuator pedal

attached) on the test stand following steps 2
through 9 under "Test Setup Procedure".
22. With test stand pump adjusted for 2750 psi
(18.96 MPa) or with engine running and brake
system supply pressure at or above 2750 psi
(18.96 MPa), depress the pedal as quickly as
possible. The pressure on the output circuits
must reach the minimum pressure listed below
at port "B1" and port "B2" within 1.0 second.
Measurement of time begins the moment force
is applied to move the pedal.
Rear Brake - "B1":
2200 75 psi (15.168 0.517 MPa)
Front Brake - "B2":
2200 75 psi (15.168 0.517 MPa)
23. With "B1" and "B2" plugged into a strip chart
recorder, (if available) check the modulation by
slowly applying pressure until the maximum
pressure is reached. Make sure the pressure
increase is smooth and no sticking of the spools
is observed. Fully depress the pedal. Pressures
must remain within specification at "B1" and
"B2" for 20 seconds.
24. Adjust square head bolt (1, Figure 3-10) until
the bolt is not touching the actuator cap. Apply
Loctite 242 to the adjustment bolt prior to setting the deadband.
25. Set the deadband by placing a 0.010 in. (0.254
mm) thick shim at location shown in figure 3-10
(between the pedal structure and return stop
boss on pivot structure).
26. Adjust the bolt (1) until it is just touching the
cap.
07/04 J03024
27. Continue turning the adjustment bolt until pressure begins to rise on one of the brake apply
pressure gauges.
28. Back-off the adjustment bolt 1/8 turn.
29. Tighten the jam nut (2) and remove the shim
stock inserted in step 25.
30. Fully stroke the brake pedal actuator to check
that output pressure at port "B1" and "B2" are
within specifications.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel.
31. If pressure is not within specifications, re-adjust.
If pressure is within specifications, apply a few
drops of Loctite #262 to the jam nut.
32. Check internal leakage at port "T". Leakage
must be less than 100 cc/minute with the valve
in the released position and system pressure
supplied to the "P1" and "P2" inlet ports.
33. "T" port leakage must be less than 250 cc/
minute with valve pilot pressure or manual
applied.
Proximity Switch Installation and Adjustment

34. Install the proximity switch (3, Figure 3-10) in
the actuator base until the switch is approximately 0.25 in. (6.35 mm) below the boss on the
actuator base.
35. Lock switch in position with the two jam nuts (4).
36. Connect an ohmmeter to the switch harness to
check continuity.
37. Slowly apply the brake pedal and note the pressure on the gauge at which the ohmmeter indicates continuity in the switch.
38. Readjust the switch if necessary to trip when
the pressure reaches 75 psi (517 kPa).
39. Secure switch with jam nuts after adjustment is
complete.
FIGURE 3-10. PEDAL ASSEMBLY ADJUSTMENTS

1. Square Head Bolt
2. Nut
J03024 07/04
3. Proximity Switch
4. Jam Nuts
Be certain the top section of the switch does not

contact the threads in the actuator base. If this
occurs, it will cause a short circuit, preventing
the switch from operating properly.
J3-15
Installation Of Brake Pedal Actuator Assembly to

Brake Valve
1. Install jam nut (9, Figure 3-10) and square head

bolt (8) to brake pedal actuator (11).
5. Assemble spring assembly (13) and install complete assembly to brake pedal actuator as
shown.
2. Insert nylon bushings (6) into brake pedal actuator.

3. Install one retaining clip (4) to one end of pivot
shaft.
4. Align pedal structure to brake valve (1) and partially insert pivot pin. Move pedal structure to
the "B2" side of valve and insert shims (7)
between pedal structure and brake valve ear to
fill gap. Fully insert the pivot shaft (5). Install the
remaining retainer clip (4).
J3-16
Be sure to install spring assembly correctly, with

larger ball socket end pointing to the pedal structure and smaller end toward the valve assembly.
NOTE: When pedal is adjusted properly, the spring

assembly will not interfere with pedal travel.
07/04 J03024
RELAY VALVES
Removal
The relay valves (one for front and one "dual relay
valve" for rear brake circuits) supply the apply pressure for each disc brake assembly. When the operator depresses the brake valve, hydraulic pressure,
proportional to the amount of brake valve application,
is applied to the front brakes and pilot pressure circuit of the front relay valve. At the rear wheels, regulated pressure (proportional to the pilot pressure
applied) is delivered from the "B1" and "B2" ports of
the dual relay valve to each wheel. The regulated
pressures supplied to each wheel are equal.
NOTE: The removal and installation instructions

below are applicable to either the front relay valve or
the rear dual relay valve.
The relay valves are located in the hydraulic cabinet.
1. Securely block the wheels to prevent possible

roll-away.
2. Place range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow 90
seconds for steering system accumulators to
bleed down. Open valves (3 & 4, Figure 3-1) to
bleed down all four brake accumulators. Close
valves after all pressure is released.
3. Tag and remove all hydraulic lines from the
relay valve. Plug lines and ports to prevent possible contamination.

components in the hydraulic circuits, or installing test gauges, always bleed down hydraulic
steering and brake accumulators. The steering
accumulators can be bled down with engine shut
down, turning the key switch OFF and waiting 90
seconds. Confirm the steering pressure is
released by turning the steering wheel - No front
wheel movement should occur.
4. Remove capscrews and washers securing

valve to wall of cabinet. Remove valve and
move to clean work area for disassembly.
Installation
1. Install relay valve in hydraulic components cabinet Install mounting capscrews and lockwashers to secure valve. Tighten capscrews to
standard torque.
Open bleed down valves (3 & 4, Figure 3-1)

located on the brake manifold. This will relieve
hydraulic pressure from both brake system accumulators.
2. Remove hose and fitting caps and plugs and

attach hoses to the proper valve ports.

wheels are blocked to prevent possible roll-away.
4. Recalibrate RCM. Refer to Section J, Brake Circuit Checkout Procedure for information on
recalibrating the RCM.
3. Start engine and check for leaks and proper

brake operation. Shut down engine.
RCM recalibration is required to insure accurate

brake pressure output in relation to the amount
of brake pedal application requested by the operator after the relay valve is replaced.
J03024 07/04
J3-17
Disassembly
Relay valve rebuild procedures for the front (single
relay valve) and rear (dual relay valve) are identical
with the following exception; the dual relay valve contains shuttle valves (19, Figure 3-11) in the manifold
body (1). The shuttle valves are not required on the
single relay valve.
The parts installed in the valve body (either type
valve) for the "B1" and "B2" bores are identical, however the parts must not be interchanged between the
two bores.
1. Thoroughly clean valve to remove dirt accumulation. Drain all oil from all ports of the valve by
rotating the valve over a suitable container.
2. Use a felt tip pen to mark manifold body (1, Figure 3-11) and valve body (2) to ensure correct
reassembly. Note location of plugged ports.
NOTE: As the valve is disassembled, lay out parts in
order of disassembly, being certain to note the valve
body bore from which they are removed. Parts must
be reinstalled in the same bore from which they are
removed.
3. Secure valve in an upright position in a vice.
4. Remove the socket head capscrews (20) retaining the manifold body (1) to the valve body (2).
Remove manifold body and discard O-rings
(18).
5. Remove plungers (16) and sleeves (17).
6. Remove controller from vice.
7. Remove the four capscrews and washers (7)
from the base of the valve.
8. Remove the sleeve retainer (6).
9. With the valve upright, the plug (5) should fall
out. If not, tap lightly to dislodge.
FIGURE 3-11. RELAY VALVE (Cross Section)
1. Manifold Body
2. Valve Body
3. Spring
4. Packing
5. Plug
6. Sleeve Retainer
8. Reaction Plunger
9. Sleeve
10. Seal
11. Spool Spring
12. Regulator Spool
13. Lower Spring Seat
J3-18
14. Regulator Spring

15. Upper Spring Seat
16. Plunger
17. Sleeve
18. O-Ring
19. Shuttle Valve (Dual
Relay Valve only)
20. Capscrew
21. Backup Ring
22. O-Ring
23. Backup Ring
24. O-Ring
10. Remove the spools (12), reaction plungers (8)

and spool return springs (11). Keep parts separate so they may be installed in the same spool
from which they were removed.
11. Remove and discard the packing (4) from the
counterbore in the base of the valve body.
12. Turn the valve on its side on the work bench
and remove the sleeves (9) from the valve
body.
13. Remove seal (10), O-rings (22 & 24), and
backup rings (21 & 23) and discard.
14. Remove spring seats (13 & 15) and springs (3 &
14).
15. For dual relay valve; remove shuttle valves (19)
from manifold body (1).
07/04 J03024

9. Assemble regulator spool (12) as follows:
a. Insert spool springs (11) into spool bore.
2. Apply a light film of hydraulic oil to plungers (16,

Figure 3-11) and insert in sleeves (17). Sleeves
must slide smoothly and freely in sleeve bores.
If parts do not slide smoothly or excessive wear
is apparent, replace both the sleeve and
plunger.
b. Insert reaction plungers (8) into spool bores

and springs.
10. Install regulator spool assemblies into their
respective sleeve bores. The spherical end
must be inserted toward the spring seat. Push
into bore until contact is made with lower spring
seat.
3. Apply a light film of oil to regulator spools (12)

and slide into bore of sleeves (9). Spools must
slide smoothly and freely in sleeve bores. If
parts do not slide smoothly or excessive wear is
apparent, replace both the sleeve and spool.
11. Install sleeve retainer plug packing (4) in valve

body.
4. Inspect each spring carefully for cracks or

breaks. Any spring with a crack or break must
be replaced. If the valve was not reaching
proper regulated pressure, replace the regulator
springs.
12. Check to be certain spring seats (13 & 15) are

properly positioned into the regulator springs
(14) and the reaction plunger (8) slides
smoothly in its bore. Install retaining plug (5) in
valve body counterbore.
5. Lubricate all parts with a thin coat of clean

hydraulic oil. Take care to keep components
protected from contamination.
13. Position sleeve retainer (6) on valve body.

Install the four capscrews and washers (7),
tightening capscrews evenly to properly seat
plug (5) in counterbore. Tighten capscrews to
140 - 150 in. lbs. (1.61 - 1.72 kg.m) final.
6. All seals (packing, O-rings, backup rings)

should be removed and replaced with new parts
when the valve is assembled.
14. Tighten the two capscrews (20) holding the

manifold body (1) to the valve body (2) to 180 190 in. lbs. (2.07 - 2.19 kg.m).
Assembly
15. Install shuttle valves (19 - dual relay valve only)
1. Install sleeves (17, Figure 3-11) in bores in top

of valve body (2).
16. Install plugs as required in manifold body ports.

Tighten the larger (#8 SAE) plugs to 275 - 300
in. lbs. (3.17 - 3.46 kg.m). Tighten the smaller
(#4 SAE) plugs installed in the "TC1" and "TC2"
ports to 90 - 100 in. lbs. (1.04 - 1.15 kg.m).
2. Install plungers (16) in sleeves as shown in Figure 3-11.

3. Apply film of oil to O-rings (18) and position in
grooves on top of valve body.
4. Position manifold body (1) on valve body, aligning marks made during disassembly.
5. Secure manifold to valve body with two socket

head capscrews (20). Only finger tighten capscrews.
6. Insert springs (3) in bores. Assemble upper
spring seat (15), spring (14) and lower spring
seat (13). Insert assembly into bore from bottom
of valve. Be certain upper spring seat is positioned against plunger (16). Repeat for other
bore.
7. Install sleeve packing seal (10). Refer to Detail
"A" and "B", Figure 3-11 and install O-rings (22
& 24) and backup rings (21 & 23) in the sleeve
(9) grooves.
8. Apply a light film of oil to sleeve seals. Carefully
push sleeves (9) into their respective bores in
the valve body until flange at base of sleeves
contact valve body.
J03024 07/04
J3-19
VALVE TEST AND ADJUSTMENT

The following parts and test equipment will be
required to completely bench test the dual relay
valve. The differential pressure switch can be calibrated and its operation tested.
Pressure gauges (4), 0-5000 psi (0-35 MPa).
Hydraulic pressure supply, regulated to 2750 psi
(18.96 MPa).
Hydraulic test stand, Refer to Figure 3-12.
Hose fittings for valve ports:

Port "PX": . . . . . . . . . . 7/16 in.,#4 SAE O-ring.
Ports "B1" and "B2": . . 3/4 in., #8 SAE O-ring.
Port "T": . . . . . . . . . 1 1/16 in., #12 SAE O-ring.
Ohmmeter or continuity tester
NOTE: It is possible to check the pressures with the
relay valves installed on the truck by using the brake
treadle valve to modulate pilot pressure and monitoring brake apply pressure in the appropriate brake
apply pressure lines.
FIGURE 3-12. DUAL RELAY VALVE BENCH TEST SETUP

1. Motor
2. Pump
3. Main Pressure Gauge
4. Pressure Regulator
(Pilot Pressure)
5. Needle Valve
(Pilot Pressure Release)
J3-20
6. Needle Valve
(Pressure Bleed to Tank)
7. Pilot Pressure Gauge
8. Dual Relay Valve
9. RH Brake Apply Pressure Gauge
10. LH Brake Apply Pressure Gauge
11. Needle Valve
12. Needle Valve

13. Shut-off Valves
14. Simulated Brake Volume
15. Relief Valve
07/04 J03024
Relay Valve
Test Set Up Procedure

1. Setup valve on test stand as shown in Figure 312.
2. Attach the pilot input supply line to the port
labeled "PX" on the side of the valve.
3. Attach the main supply input pressure line to
the port on the front of the valve labeled "P".
4. Attach the tank return line to the port labeled
"T".
5. Attach the regulated output ports "B1" and "B2"
to the test lines. Pressure monitoring devices in
these two lines must be capable of 3000 psi
(20.7 MPa) minimum. Connect all ports. The
connections should be according to the diagram
shown in Figure 3-12. All ports must be used
and connected.
Output Pressure Adjustment

1. With pump operating and supply and pilot pressure adjusted as described in setup instructions, inspect valve for leakage.
2. With 2200 psi (15.17 MPa) pilot pressure
applied, verify the following regulated output
pressures:
"B1" port gauge (10) reads:
2100 63 psi (14.479 0.434 MPa)
"B2" port gauge (9) reads:
2100 63 psi (14.479 0.434 MPa)
3. Close the pilot supply needle valve (5) and
open the pilot pressure release needle valve (6)
to bleed pressure back to the reservoir.
Pilot pressure gauge (7) should drop to 0
psi (0 kPa).
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
immediately.
6. Start hydraulic pump and regulate output pressure to 2750 psi (18.96 MPa) at pressure gauge
(3). Pressure gauges (9 & 10) should read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 2200 66 psi (15.17 0.11MPa) on
gauge (7).
8. Return line pressure during this test is not to
exceed 0 psi (0 kPa).
Regulated output pressure lines "B1" and

"B2" should drop to 0 psi (0 kPa) on gauges
(10) and (9) respectively.
4. Repeat steps 2 and 3 approximately 50 times to
cycle valve from minimum to maximum apply
pressure.
5. Verify output pressure remains within specification. If not, the valve must be rebuilt.
6. Reduce pilot pressure to 0 psi (0 kPa). Apply
2200 psi (15.17 MPa) pilot pressure as quickly
as possible.
Regulated output pressure must increase
to 2100 63 psi (14.479 0.434 MPa)
within 1.0 second after pressure is applied
to pilot line.
7. Check internal valve leakage from port "T" with
full supply pressure (port "P") applied:
With pilot pressure released, leakage must
not exceed 100 cc/minute.
With 2200 psi (15.17 MPa) pilot pressure
applied, leakage must not exceed 150 cc/
minute.
9. Test the valve with ISO 32 grade oil or hydraulic

oil meeting specifications listed in Section P at
120 10 F (49 3 C).
Be certain all hydraulic pressure has been
released prior to disconnecting hoses and valve.
8. Remove hoses from valve and remove valve
from test stand.
J03024 07/04
J3-21
HYDRAULIC BRAKE ACCUMULATORS

Two, identical accumulators are located above the
brake manifold in the hydraulic components cabinet.
The left accumulator supplies the pressure necessary for actuation of the rear service brakes. The
right accumulator supplies pressure to activate the
front service brakes.
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line from the accumulators or brake system until all hydraulic pressure
has been manually drained from accumulators.
Open manual drain valves located on the brake
manifold in the brake cabinet to drain pressurized oil. The manual bleeddown valve for the
front accumulator is identified as "NV1". The
manual bleeddown valve for the rear accumulator
is identified as "NV2".
Brake Accumulator Bleed Down Procedure

The brake accumulators can be bled down by rotating the manual bleeddown valves (NV1 and NV2)
counterclockwise. The valves are located on the
brake manifold in the hydraulic components cabinet.
1. Turn bleeddown valve knobs, (7 & 8, Figure 313) counterclockwise to open valves.
2. Confirm accumulators are bled down by applying the brake lock switch (key switch On, engine
shut down) and applying service brake pedal.
The service brake light should not come on - the
low brake pressure light should illuminate.
3. Close the bleeddown valves by rotating the
knobs clockwise.
FIGURE 3-13. BRAKE ACCUMULATORS

1. Rear Brake
Accumulator
2. Pressure Switch
3. Charging Valve
4. Front Brake
Accumulator
J3-22
5. Mounting Strap
6. Mounting Hardware
7. Bleeddown Valve
(Front)
8. Bleeddown Valve
(Rear)
07/04 J03024
BRAKE ACCUMULATOR CHARGING

PROCEDURE
Do not loosen or disconnect any hydraulic line or

component until engine is stopped and key
switch has been OFF for at least 90 seconds and
the brake accumulators have been manually bled
down.Pure dry nitrogen is the only gas approved
for use in the brake accumulators. The accidental
charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulators. When charging or discharging the
nitrogen gas in the accumulators, be sure the
warning labels are observed and the instructions
regarding the charging valve are carefully read
and understood.
1. With engine shut down and key switch in the

OFF position, allow at least 90 seconds for
steering accumulators to bleed down. Turn
steering wheel to be certain no oil remains in
accumulators.
2. Open the bleed valves (7 & 8, Figure 3-13)
located on the brake manifold in the hydraulic
components cabinet to completely bleed the
pressure from brake system accumulators.
Remove charging valve cap (1, Figure 3-14).
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
FIGURE 3-14. CHARGING VALVE

6. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the
accumulators simultaneously to 1400 psi (9.6
MPa).
NOTE: When charging the accumulators, allow
adequate time for the system to fully charge. Insure
all oil has returned from the accumulators to the
hydraulic tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1400 psi
(9.6 MPa) continue charging procedure until
pressure is stabilized.
8. Remove the charging kit and tighten small hex
nut on charging valve to 4 ft. lbs. (0.55 kg.m).
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut
is turned during the next step. Turning the complete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
3. Turn small swivel hex nut (4) three complete
turns counterclockwise.
4. Depress the valve stem and hold down until all
nitrogen has been released.
5. If a loss in nitrogen pressure is the reason for
recharging, inspect the charging valve and
accumulator for damage. Replace or repair
items as necessary before recharging.
J03024 07/04
a. Tighten small hex swivel nut to 1.45 kg.m

(10.5 ft.lbs.).
b. Loosen swivel nut.
c. Retighten swivel nut to 10.5 ft. lbs. (1.45
kg.m).
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 4 ft. lbs. (0.55
kg.m).
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 25 ft. lbs. (3.5 kg.m).
10. Close brake accumulator bleed valves.
11. Operate truck and check brake system operation.
J3-23
BRAKE ACCUMULATOR REBUILD

Removal
1. Place the range selector in NEUTRAL. Turn key
switch OFF to shut down engine and allow at
least 90 seconds to allow steering accumulator
oil to drain back to tank.
2. Open Needle valves (7 & 8, Figure 3-13) on
brake manifold and allow brake system accumulators to bleed completely.
3. Remove charging valve cap. Loosen small hex
on charging valve (3) three complete turns.
Depress the valve core until all nitrogen pressure has been relieved.
Make certain only the small swivel hex nut turns.

Turning the complete charging valve assembly
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside. Wear protective face mask when discharging nitrogen gas.
Disassembly
1. Be certain all nitrogen has been discharged.
Remove charging valve (2, Figure 3-16) and
pressure switch (2).
2. Remove gland (1). Figure 3-15 illustrates a tool
that can be fabricated locally to aid in gland
removal and installation.
3. Remove plugs (11). Using a round rod, push
piston (8) out of accumulator.

1. Clean parts using fresh cleaning solvent, lint
free wiping cloth and filtered compressed air. All
parts must be absolutely free of any foreign
matter larger than 3 microns.
2. Check piston (8, Figure 3-16) for damage. If
scored or otherwise damaged, replace with a
new part.
3. Minor defects in the housing may be corrected
by honing.
a. Measure the bore at several places along
the length of the housing. Make two measurements 90 apart at each point to verify
the tube is not out-of-round.
4. Remove oil lines from bottom of the accumulator. Plug all hoses and openings to prevent possible contamination of the system.
5. Remove the mounting strap hardware (6) and
remove the mounting straps (5).
6. Remove the accumulator and move to a clean
work area for disassembly.
Installation
1. Lift accumulator into position in the mounting
straps.
2. Secure the accumulator using mounting straps
(5, Figure 3-13), and mounting hardware(6). Do
not overtighten nuts, as this could distort the
accumulator.
3. Reconnect oil lines to the bottom of the accumulator.
4. Precharge both accumulators with pure dry
nitrogen as outlined in Brake Accumulator
Charging Procedure.
FIGURE 3-15. GLAND REMOVAL TOOL

(Fabricate Locally)
J3-24
07/04 J03024
b. Verify housing I.D. does not exceed 5.999 in.

(152 mm).
c. Check dimensions frequently during honing
operation to prevent removal of too much
material. Do not hone gland seal area.
4. If housing defects can not be removed within
the above limits, replace the housing.
Repair of the housing by welding, machining or

plating to salvage a worn area is NOT
APPROVED. These procedures may weaken the
housing and result in serious injury to personnel
when pressurized.
5. Clean parts thoroughly to remove abrasive residue after honing.
Assembly
Assemble the accumulators in a dust and lint free

area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. Install a new seal (10, Figure 3-16) on piston.

Install new bearings (9). Coat seal and bearings
with a small amount of petroleum jelly.
2. Install the piston with the concave side toward
gas end (gland end) of accumulator cylinder
housing (7). Push the piston to the center of the
housing.
3. Install new O-ring (5) and backup ring (6) on
gland (1). Coat seals with a small quantity of
type C-4 hydraulic oil.
4. Install gland and tighten to 550 ft. lbs. (76
kg.m) using tool as shown in Figure 3-15.
5. Install charging valve (2) with new O-ring.
Tighten charging valve large hex nut to 16.5 ft.
lbs. (2.3 kg.m).
6. Install pressure switch. Install pressure test fittings in bottom of housing. (Refer to "Testing"
instructions which follow.)
J03024 07/04
FIGURE 3-16. BRAKE ACCUMULATOR

ASSEMBLY
1. Gland
2. Charging Valve
3. Pressure Switch
4. O-Ring
5. O-Ring
6. Backup Ring
7. Tube
8. Piston
9. Bearing
10. "T" Ring Seal
11. Plug
J3-25
Testing
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pressure. A source of 5000 psi (34.5 MPa) hydraulic
pressure and nitrogen pressure of 1400 psi (9.6
MPa) will be required. A small water tank with the
necessary safety guards in place will be necessary
for a portion of the test.
Do not stand near gland during test procedure. A

box enclosure made of heavy steel plate is recommended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approximately 9 quarts (8 liters) of clean type C-4
hydraulic oil. Install an adaptor on the oil end to
connect to hydraulic power source. Plug
remaining ports.
a. Apply 5000 psi (34.5 MPa) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage occurs.
2. Release pressure and remove oil side fitting.
6. Apply 1400 psi (9.6 MPa) nitrogen pressure to

gas end and observe for 20 minutes. No leakage (bubbles) is permitted.
7. Release nitrogen pressure and remove assembly from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage,
add 1 pint (0.5 liters) of rust preventive oil in the
nitrogen side of the accumulator. Add 0.5 pint
(0.3 liters) in the oil side. If the accumulator will
be used immediately, type C-4 hydraulic oil may
be used instead of rust preventive oil. Plug all
open ports.
10. Verify all warning and caution labels are
attached and legible (Refer to parts book if
replacements are required).
Storage
If the accumulator is to be placed in storage, it is recommended the assembly be stored in a vertical position.
If the assembly is not stored vertically, the seals may
deform slightly over a period of time and may not
seal properly until the accumulator is exposed to
warm oil and exercised.
3. Drain oil. Leave port open.

4. Pressurize gas end of accumulator with approximately 100 psi (690 kPa) nitrogen pressure to
move piston to bottom of housing.
5. Submerge oil end of assembly in water.
J3-26
07/04 J03024
BRAKE COOLING VALVE (BCV)

When the brakes are not applied, the brake cooling
valve (Figure 3-18) bypasses part of the brake cooling oil to reduce power loss when traveling. This is
accomplished through activation of main spool valve
(4) by switching solenoid valve (3) on or off.
The HD1500-5 truck utilizes two brake cooling
valves. The BCV located on the front of the hydraulic
tank support bracket directs oil to the front brakes.
The BCV positioned inside the same support bracket
(with oil return lines coming from the hoist valve), is
for the rear brakes.
If any abnormal pressure is generated in the hydraulic circuit, the pilot relief is actuated. This relief is
adjusted to 128 7 psi (883 48 kPa). One full turn of
the adjusting screw will change the pressure 34 psi
(234 kPa). This pilot relief valve will actuate the main
relief valve, acting as an unloader valve.
Specifications: SAE 10W oil . . . . .@122 F 50 F
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (50C 10C)
Solenoid Valve Off:
Cracking Pressure: . . 128 7.1 psi @ 0.3 - 0.5 gpm)
. . . . . . . . . . . . . . . . . . . (883 48 kPa @ 1 - 2 l/min).
..........................................
Reseat Pressure (Min.) . . . . 114 psi @ 0.3 - 0.5 gpm
. . . . . . . . . . . . . . . . . . . . . . . .(786 kPa @ 1 - 2 l/min)
Oil Leakage (Max.) . . . . . . . 800 cc/min @ 6 kg/cm2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (85 psi)
FIGURE 3-17. BCV SCHEMATIC

1. Main Spool Valve
2. Pilot Relief Valve
3. Solenoid Valve
J03024 07/04
A: Pilot Port
B: Pilot Port
C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank
FIGURE 3-18. BRAKE COOLING VALVE (BCV)

1. Pilot Relief Valve
2. Valve Body
3. Solenoid Valve
4. Main Valve Spool
5. Restrictor Plate
A: Pilot Port
B: Pilot Port
C: Main Return to Tank
D: Pilot Port
E: From Pump
F: To Tank
J3-27
RETARDER CONTROL LEVER

(STEERING COLUMN-MOUNTED)
Due to wear, the Retarder Control Lever assembly
(4, Figure 3-19) may occasionally require adjustment
or repair.
Lever Assembly Removal

Adjustment of the lever assembly or replacement of
the potentiometer requires removal of the assembly
from the steering column.
1. In the operator cab, remove the capscrews (1,
Figure 3-19) and lockwashers (2) from steering
column (3).
RCM recalibration is required to calibrate the output of the retarder lever after the retard lever
assembly is adjusted, repaired or replaced.
Disconnect harness connector (5) from lever assembly (4).
FIGURE 3-19. COLUMN-MOUNTED RETARDER CONTROL LEVER

16. Shaft *, Internal
10. Washer, Tanged
5. Harness Connector
1. Capscrew, Socket Hd.
17. Lever
6. Capscrew, Socket Hd. 11. Spring, Disc
2. Lockwasher
12. Washer, Internal Tang 18. Handle
7. Lockwasher
3. Steering Column
13. Bracket
8. Potentiometer
Assembly
14. Shaft *, Handle
(Switch Assembly)
4. Retarder Control
15. Set Screw, Sckt. Hd.
9. Locknut
Assembly
* See IMPORTANT note, next page.
J3-28
07/04 J03024
Potentiometer Check
Lever Assembly Installation

1. Connect harness connector (5, Figure 3-19) to
lever assembly (4). Install lever assembly to
steering column (3).
Potentiometer (8, Figure 3-19) is spring-loaded to the

OFF position. With the switch assembly removed
from the lever assembly, make the following checks:
2. Install capscrews (1) and lockwashers (2).

Tighten socket head capscrews to 36 in. lbs.
(4.1 N.m).
1. Rotate the "pot" clockwise to full ON and

release. Be sure that the spring returns the
"pot" to the OFF position.
3. Recalibrate RCM. Refer to Section J, Brake Circuit Checkout Procedure for instructions on
recalibrating the RCM.
2. Using a reliable volt-ohm meter, 0 ohms should

be read in the "OFF" position.
Disassembly and Adjustment

1. Remove the capscrews (6, Figure 3-19) and
lockwashers (7) from lever assembly.
3. Rotate the "pot" clockwise to full ON and hold.

2500 500 ohms should be recorded.
Replace the potentiometer if it does not meet
these specifications.
2. Remove potentiometer (8).

3. Bend tangs on washer (10) away from slots in
locknut (9).
a. If the complete retarder lever assembly is to
be disassembled, loosen and remove locknut (9), along with tang washer (10), spring
(11), and washer (12). Remove the handle
and shaft assembly (14 - 18).
Wash parts in clean solvent and inspect for
excessive wear, burrs, or scratches. Replace
defective parts.
b. If the lever assembly only requires adjustment, loosen or tighten locknut (9) as follows:
The lever assembly should be adjusted such
that the frictional forces will hold the lever
firmly in the position selected by the operator. At the same time, the adjustment should
not be so tight as to cause the operator to
use undue force to move the lever.
3.2 kg (7 lbs.) of force at the tip of the handle should cause the shaft to rotate. The
position of the lever should remain stationary
without moving down from its own weight or
due to the machine vibrations during truck
operation.
When the desired adjustment is obtained,
bend tang on washer (10) into slot on locknut
(9).
Shafts 14 & 16, Figure 3-19, are loctited together

at factory assembly when timed to potentiometer
(8). If potentiometer (8) requires replacement, the
complete lever assembly should be replaced.
Assembly
1. If handle (18, Figure 3-19) or lever (17) has
been removed from shaft (16), assemble as follows:
a. Apply Loctite #271 to lever (17) and install
lever fully into shaft (16).
b. Apply Loctite #271 to opposite end of lever
(17) and install handle (18) onto lever.
Hand Tighten Only!
2. Inspect the shaft bore and interior friction faces
of bracket (13) and remove any scratches or
burrs, or replace bracket. Lightly lubricate the
surfaces with a Multi-Purpose EP NLGI Consistency #2 grease.
3. Insert the lever, handle, and shaft assembly into
bracket (13), and install washer (12), new
spring (11) [with the outer spring diameter
against washer (12)], tang washer (10), and
locknut (9) onto shaft (14).
4. Tighten and secure locknut (9) as described in
step 3.b, Disassembly and Adjustment.
5. Move lever to the UP position as far as travel
permits. Align slot in potentiometer (8) with key
on shaft (14) and rotate pot until capscrew
holes line up with bracket. Install washers (7)
and capscrews (6) to secure pot to bracket.
Tighten the socket head capscrews to 36 in.
lbs. (4.1 N.m).
6. Install lever assembly to steering column.
J03024 07/04
J3-29
NOTES
J3-30
07/04 J03024
SECTION J4
BRAKE CIRCUIT CHECKOUT
INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3

EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J4-8
Failure Modes Check-Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
RCM Calibration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-11
RCM Calibration Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-12
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-12
How to Perform Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-13
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-15
KOMATSU CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-19
HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-19
KOMATSU CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-20
HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-20
J04024 07/04
Brake Circuit Checkout
J4-1
NOTES
J4-2
07/04 J04024
BRAKE CIRCUIT CHECK-OUT PROCEDURE

This chapter outlines a test procedure to test the
entire functionality of the brake system. The outline
lists pressure specifications and other criteria that
must be duplicated for the braking system to be
considered ready for daily operations. Follow the
procedure to check the system. Refer to Brake
Circuit and Brake Valve Troubleshooting in this
chapter for help in diagnosing a malfunctioning
system.
Since the steering system supplies the brake system

with operating pressure, it is important that the steering system be checked for proper operation prior to
checking the braking system. Refer to Section L,
Steering Circuit Test Procedure for information on
checking the steering system.
FIGURE 4-1. HYDRAULICS COMPONENTS CABINET - (Brake System Components Only)

2. Charging Valve
4. Pressure Sensor, LR Brakes
5. Relay Valve (Front)
6. Emergency/Auto Apply Pressure
Switch
7. Shuttle Valve (Front Relay
Valve)
J04024 07/04
8. Front Brake Cutout Valve

9. Pressure Reducing Valve (PR)
10. Shuttle Valve (Rear Relay Valve)
11. Park Brake Pressure Switch
12. Low Brake Pressure Switch
13. Front Brake Pressure Test Port
14. Brake Manifold
15. PK2 Pressure Test Port
16. LAP1 Pressure Test Port
17. Left Rear Brake Pressure

Test Port
18. Right Rear Brake Pressure
Test Port
19. Pressure Sensor, RR Brakes
20. Relay Valve (Rear)
21. Proportional Pressure Control
Valve
22. C-1, C-2, PPC Test Pressure
Ports
J4-3
The steering circuit can be isolated from the brake

circuit by removing the brake supply line from the
bleeddown manifold. Plug the brake supply line and
cap the port in the bleeddown manifold. (see WARNING below)

components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down the steering and brake accumulators. Hydraulic fluid
escaping under pressure can have sufficient
force to enter a person's body by penetrating the
skin. This may cause serious injury, and possibly
death, if proper medical treatment by a physician
familiar with this type of injury is not received,
immediately.
The steering accumulators will bleeddown 90 seconds after turning the key switch to OFF. Confirm the
steering pressure is released by turning the steering
wheel - no wheel movement should occur. Open both
bleeddown valves on the brake manifold to bleeddown both brake accumulators.
Before disabling the brake circuit, be sure the

truck wheels are blocked to prevent possible
movement.
FIGURE 4-2. BRAKE MANIFOLD
J4-4
07/04 J04024
BRAKE CIRCUIT ABBREVIATIONS

AA
Automatic Apply Pressure
AF1
Accumulator, Front Brake
AF2
Plugged
AF3
Plugged
AR1
Accumulator, Rear Brake
AR2
Plugged
AR3
Plugged
BL
Plugged
CP1
CV1, CV2, CV3
Flow Direction Plug (See Note 1)

Check Valve
HS
High Pressure Shuttle Valve
LS
Low Pressure Shuttle Valve
LAP1
Pressure Test Port, Low Accumulator Pressure (Diagnostic Coupler)
LAP2
Low Brake Pressure Switch N.C., 1850 75 psi (12.76 MPa)
NV1
Front Accumulator Manual Drain Valve
NV2
Rear Accumulator Manual Drain Valve
PK1
Park Brake Release Pressure
PK2
Park Brake Pressure Test Port (Diagnostic Coupler)
PK3
Park Brake Pressure Switch N.C., 1250 psi (8.62 MPa)
PP3
Brake Lock Apply Pressure
PPC
Proportional Pressure Control Valve
PR
Brake Lock Pressure Regulator 2000 psi (13.79 MPa)
PS
Automatic Apply Valve 1650 psi (11.38 MPa)
SP1
Supply Oil Inlet
SP2
Plugged
SP3
Supply to PPC Valves
SP4
Plugged
SV1
Brake Lock Solenoid
SV2
Park Brake Solenoid
T1
Return To Tank
T2
Return to Tank From Front Brake Cutout Valve
T3
Return From PPC Valves Through Brake Manifold To Tank
NOTE 1: CP1 is a cavity plug which provides directional flow for the ports at that location in
the manifold assembly. Physically, it is a drilled plug. Schematically, it is a non-changing
direction valve to complete the hydraulic circuits as shown.
J04024 07/04
J4-5
EQUIPMENT REQUIRED
Preparation
Included at the end of the checkout procedure are

data sheets to record the information observed during the hydraulic brake system checkout procedure.
The data sheets can be removed, copied, and used
during the checkout procedure.
Prior to checking the brake system, the hydraulic

steering system must be operating properly, have
correct accumulator precharge and be up to normal
operating temperatures. Refer to Section L, Hydraulic System, for steering system operation troubleshooting procedures and specifications.
* Steps indicated in this manner should be

recorded on the data sheet for reference.
The following equipment will be necessary to properly check-out the hydraulic brake circuit:
Hydraulic brake schematic, refer to Section "R",
this manual.
Calibrated pressure gauges:
Four, 0 - 3000 psi (0 - 21 MPa) range.
One, 0 - 5000 psi (35 MPa) range.
One hose long enough to reach from brake
cabinet to the inside of the operator's cab for
each gauge.
Accumulator charging kit with gauges and dry
nitrogen.
NOTE: A gas intensifier pump will be required, if

using "T type" nitrogen bottles.
Be certain brakes have been properly bled to remove

trapped air. Refer to Wet Disc Brake Bleeding Procedure in this section. Also, make certain the parking
brake and slack adjusters are properly adjusted.
Refer to Parking Brake in this section.
1. Apply the parking brake (3, Figure 4-3), put the
range selector switch (2) in NEUTRAL, turn the
key switch OFF to shut down the engine, and
allow approximately 90 seconds for the steering
accumulators to bleed down. Confirm the steering pressure is released by turning the steering
wheel - no movement should occur. Block the
truck wheels.
2. Open each brake accumulator bleeddown valve
(4 & 6, Figure 4-5) and precharge both brake
manifold accumulators (1 & 3, Figure 4-4) to
1400 psi (9.65 MPa). Allow gas temperature to
approach ambient temperature before completing precharge process.
* Record on data sheet.
NOTE: For best performance, charge accumulators
in the ambient conditions in which the machine will
be operating.
FIGURE 4-3. CONSOLE CONTROLS

1. Center Console
2. Range Selector
J4-6
3. Park Brake Switch

07/04 J04024
FIGURE 4-4. BRAKE ACCUMULATORS

1. Rear Brake
Accumulator
2. Charging Valve
3. Front Brake
Accumulator
3. Close both accumulator bleeddown valves.

4. Refer to Figure 4-5 for pressure test diagnostic
coupler locations in the hydraulic components
cabinet. Install a 3000 psi (21 MPa) pressure
gauge at each of the following:
FIGURE 4-5. PRESSURE TEST PORTS

1. Brake Manifold
4. Front Brake Accumulator Bleeddown Valve
6. Rear Brake Accumulator Bleeddown Valve
7. Left Rear Brake Pressure Test Port (BL)
8. Right Rear Brake Pressure Test Port (BR)
Front brake test port (2).

Left rear brake test port (7).
Right rear brake test port (8).
Park brake release pressure port "PK2" (3).
Install a 5000 psi (35 MPa) gauge in the low
accumulator pressure test port "LAP1" (5).
5. Apply park brake (3, Figure 4-3). Release brake
lock (4).
6. Start engine and observe rising brake pressures as system charges.
Front brakes should release between 1350
psi (9.31 MPa) and 1650 psi (11.38 MPa)
Rear brakes should release at
approximately 1650 psi (11.38 MPa).
J04024 07/04
J4-7
BRAKE SYSTEM CHECKOUT

NOTE: Unless otherwise specified, perform the
following checks with engine running, park brake ON,
brake lock released, and (optional) Slippery Road
switch OFF ("dry road" position).
1. Apply brake lock. Turn the parking brake switch
to the OFF position:
Verify park brake indicator lamp (2, Figure
4-6) is off.
Front brake pressure reads 2100 75 psi

(14.48 0.5 MPa).
Rear brake pressure reads 2100 75 psi
(14.48 0.5 MPa).
Both pressures must remain above their
minimum values for a minimum of 20
seconds.
Verify park brake pressure ("PK2" gauge) is

2750 50 psi (18.96 MPa).
*Record on data sheet.
FIGURE 4-7. AUXILIARY BRAKE SWITCH

1. Key Switch
5. Release pedal, assure that each circuit's pressure returns to zero within 2 seconds.
NOTE: Steps 6, 7, & 8 apply only to trucks equipped
with the optional Slippery Road switch.
FIGURE 4-6. LH INDICATOR PANEL
1. Indicator Lamp Panel
2. Park Brake Indicator

Lamp
2. Cycle park brake several times to assure crisp

application and release of oil pressure when
switch is ON. With the park brake switch OFF,
apply the auxiliary (emergency) brake switch (2,
Figure 4-7):
Verify auxiliary brake switch actuates the
parking brake (zero pressure at "PK2"
gauge).
Verify service brakes apply. Record front
brake, left rear, and right rear brake
pressures.
6. Move the Slippery Road switch to the ON (slippery road) position.

7. Quickly and completely depress brake pedal.
Verify that within 1 second after brake is
applied:
Rear brake pressure reads 2100 75 psi
(14.48 0.5 MPa).
Front brake pressure should be zero.
8. Release the brake pedal. Rear brake pressure
should return to zero within 2 seconds.
9. Apply brake lock and read front and rear brake
pressure:
Rear brake pressure should be 2000 psi
(13.79 MPa)
Front brake pressure should be zero.
3. Place parking brake switch in the ON position,

auxiliary brake switch OFF, and release the
brake lock.
4. Quickly and completely depress pedal. Verify
that within 1 second after brake is applied:
J4-8
*Record on data sheet.

10. Cycle brake lock several times to assure crisp
shift of solenoid valve and release of oil pressure. Verify stop lights illuminate when brake
lock is ON.
07/04 J04024
Failure Modes Check-Out

11. Allow the engine to run until the low brake accumulator pressure (LAP1 gauge) stabilizes at or
above 2700 psi (18.62 MPa).
12. Shut down the engine and allow the steering
accumulators to bleed down completely. Install
a jumper wire across the steering pressure
switch terminals (bottom of rear steering accumulator).
13. Turn the key switch ON. After two minutes,
record the low accumulator pressure:
If LAP1 pressure is below 2100 psi (14.48
MPa), system leakage is excessive and
must be repaired.
14. Slowly crack open the front brake accumulator
bleeddown valve, NV1 (4, Figure 4-8) while
observing the LAP1 pressure gauge:
The low brake pressure lamp and buzzer
must actuate at 1850 75 psi (12.76 0.52
MPa).
19. Close the rear accumulator bleeddown valve

(NV2). Remove the steering pressure switch
jumper installed in step 12.
20. Start the engine and allow the engine to run
until the low brake accumulator pressure (LAP1
gauge) stabilizes at or above 2700 psi (18.62
MPa).
21. Shut down the engine but do not turn the key
switch off. Do not allow the steering accumulators to bleed down.
22. Make repeated slow, complete brake pedal
applications every 15 seconds until Low Brake
Accumulator pressure warning comes on.
Record the number of brake applications
prior to the low brake accumulator pressure
warning. (Low brake accumulator pressure
warning must not occur before the sixth
brake application.)
23. Open the brake accumulator bleeddown valves
(NV1, NV2) and bleed the entire brake system.

Brake pressures should begin to rise (autoapply) when LAP1 pressure reaches 1650
100 psi (11.38 0.69 MPa).
The brake lights and retard lights should
turn on at approximately 1000 psi (6.90
MPa).
15. Close the front brake accumulator bleeddown
valve (NV1).
MPa).
accumulators to bleed down completely. Turn
the key switch ON.
18. Slowly crack open the rear brake accumulator
bleeddown valve, NV2 (6, Figure 4-8) while
observing the LAP1 pressure gauge:
Verify the low brake pressure warning lamp
and buzzer, and auto-apply set points are
within 100 psi (0.69 MPa) of those recorded
in step 14.
FIGURE 4-8. ACCUMULATOR BLEEDDOWN

VALVES
1. Brake Manifold
4. Front Brake Accumulator Bleeddown Valve (NV1)
6. Rear Brake Accumulator Bleeddown Valve (NV2)
7. Left Rear Brake Pressure Test Port (BL)
8. Right Rear Brake Pressure Test Port (BR)
J04024 07/04
J4-9
24. Outside the hydraulic cabinet, disconnect the

"P2" hose (4, Figure 4-9). Plug the fitting on the
hydraulic cabinet. The hose removed must not
be plugged - allow it to vent to atmosphere.
MPa).
26. Very slowly depress the brake pedal until the
brake pressure differential switch activates the
Low Brake Pressure lamp and buzzer.
Verify rear brake pressure gauges indicate
600 50 psi (4.14 0.35 MPa) when the
switch activates.
27. Shut down the engine and turn the key switch
OFF. Open the front and rear brake accumulator bleeddown valves (4 & 6, Figure 4-8) and
bleed the entire brake system.
28. Outside the brake cabinet, reconnect the "P2"
hose. Disconnect the "P1" hose (3, Figure 4-9)
and plug the fitting on the cabinet. The hose
must remain vented to atmosphere.
FIGURE 4-9. BRAKE CABINET PORT
IDENTIFICATION
(Viewed from end of cabinet.)
29. Very slowly depress the brake pedal until the

brake pressure differential switch activates the
Central Warning lamp and buzzer.
1. PX: To Brake Valve

2. B1: To Rear Relay Valve (Rear Brake Apply
Circuit)
3. P1: From Rear Brake Accumulator
4. P2: From Front Brake Accumulator
5. B2: To Front Relay Valve (Front Brake Apply
Circuit)
6. Return to Hydraulic Tank
7. Brake System Supply From Bleeddown Manifold
8. Hoist Valve Control Circuit Ports
Verify front brake pressure gauge indicates

600 50 psi (4.14 0.35 MPa) when switch
activates.
30. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
Open both brake accumulator bleeddown
valves and bleed entire brake system. Close
valves after all pressure is released.
31. Outside the hydraulic cabinet, reconnect the
"P1" hose.
J4-10
07/04 J04024
RCM Calibration Check

1. Install calibrated 3000 psi (21 MPa) pressure
gauges at each of the following locations:
Left rear brake pressure test port (8, Fig. 4-10)
Right rear brake pressure test port (7)
Port C-1 (4) on the PPC valve (Right rear brake
PPC pressure)
Port C-2 (5) on the PPC valve (Left rear brake
PPC pressure)
2. Using the MOM display, select the BRAKE
CONTROLLER menu, then select REAL TIME
DATA MENU. Use the FWD button to move forward to the screen displaying real-time pressure and current.
3. While observing the "AMT. OF RE. LE. OP" line
on the MOM display, move the retard lever to
apply the % command values listed in the "Prior
to Calibration" table shown in Figure 4-15.
Record the current and pressure values specified in the table.
Note: The first step in the chart in Figure 4-15
specifies pressure readings to be recorded with the
PPC ON/OFF solenoid valve (3, Figure 4-10) and
PPC
valve
assemblies
(1)
disconnected.
Disconnect the electrical harness (2) on top of the
PPC valves and disconnect the solenoid for this step.
For the remainder of the test, reconnect the solenoid
and PPC valves.
4. When all data is collected, complete graphs for
the following:
FIGURE 4-10. PRESSURE TEST PORTS
PPC Valve performance, Figure 4-16.

Relay Valve performance, Figure 4-17.
Transducer performance, Figure 4-18.
5. After the above information is recorded, perform
the RCM Calibration procedure.
Note: Refer to RCM Calibration Procedure on the

following page for recalibration instructions and
situations where recalibration is required.
J04024 07/04
1. PPC Valves
2. PPC Electrical Harness Connectors
3. PPC On/Off Solenoid Valve
4. PPC Port C-1 (Right Rear Brake)
5. PPC Port C-2 (Left Rear Brake)
6. Pressure Transducer Electrical Harness
Connector
7. Right Rear Brake Pressure Test Port
8. Left Rear Brake Pressure Test port
9. Brake Accumulator Bleeddown Valves.
J4-11
Preparation
RCM Calibration Procedure
RCM calibration must be performed after any of the

following components are repaired or replaced:
Install calibrated 3000 psi (21 MPa) pressure gauges

at each of the following locations:
Left rear brake pressure test port (8, Figure 4-10)
Right rear brake pressure test port (7, Figure 410)
PPC Manifold Assembly

Rear Brake Relay Valve
Port C-1 (4, Figure 4-11) on the PPC valve (Right

brake PPC pressure)
Retard Control Lever Potentiometer

Brake Pressure Transducer
RCM Controller (also after re-programming)
Port C-2 (3, Figure 4-11) on the PPC valve (Left

brake PPC pressure)
In addition, the recalibration should be performed if a

problem in the system appears to be related to the
PPC valve, or the retarder lever.
The purpose of the recalibration is to modify the output of the RCM to minimize brake application pressure differences between the left and right rear
brakes initiated by the PPC valve assembly.
Due to tolerances in the PPC valves, there may be
occasions where the left hand and right hand valves
will produce non-equal brake output pressures for a
given command. The calibration procedure minimizes the unequal output pressures by adjusting the
retard command to each individual valve.
In addition, the procedure will calibrate the RCM controller to the retard lever. Due to tolerances and
adjustment of the retard lever, there may be cases
where a given retard lever cannot reach the high
(100%) or low (0%) extremes of its intended travel.
The calibration procedure will set the high and low
points based on the physical limits of the installed
lever.
FIGURE 4-11. PPC VALVE PRESSURE TEST

PORTS
1. PPC Valve Assy.
2. Electrical Connector
J4-12
3. Port C-2; Left Brake

4. Port C-1; Right Brake
07/04 J04024
How to Perform Calibration

This procedure is rather simple, but must be followed
in the exact order as given. There is a 30 second
window after turning ignition key switch ON in which
to initiate the calibration routine, after which it can not
be activated. If the sequence below is not followed
closely, initiation will likely not occur.
1. Insure key switch (1, Figure 4-12) is OFF.
2. Activate the Auxiliary Brake switch (2) located
on the lower right of the instrument panel by
pushing the red knob forward into the dash.
FIGURE 4-13. RETARD LEVER POSITION

8. While the amber dash brake light is blinking,
move the retard handle to full apply (down) and
back to full release (up) four times. The lamp
will now blink at a slower rate of approximately
1 time per second.
FIGURE 4-12. KEY SWITCH & AUXILIARY BRAKE

SWITCH
1. Key Switch
2. Auxiliary Brake
Switch
3. Move the brake lock switch, located on the center console, to the ON position; the right hand
portion of the switch pushed inward.
4. Make sure brake pedal is fully released with no
brake pedal switch actuation.
5. Make sure the retard handle (Figure 4-13) is at
the OFF (no-apply) position, the lever in the
fully upward position, turned as far as possible
counter-clockwise.
FIGURE 4-14. BRAKE LIGHT

1. Indicator Lamp Panel
2. Brake Indicator Lamp
6. Turn the key switch on and wait for the MOM to

display "OK to Start Engine".
7. Simultaneously pull out (turn OFF) the auxiliary
brake switch and press the brake lock switch to
the left (OFF position). At this point the LH dash
amber colored brake light (2, Figure 4-14) will
blink at a quick rate of approximately 3 times
per second. If the dash brake light does not
begin blinking, repeat the procedure from Step
1 above.
J04024 07/04
9. Start the engine and leave at idle. After approximately 30 seconds, the controller will begin
application of the brakes to calibrate itself to the
PPC system. This process will take approximately 1 minute. (The pressure commands can
be observed on the "Brake Controller - RealTime Data" screen on the MOM display.)
10. After the pressure cycling has completed, the
brake light will stop blinking and the system will
J4-13
At any time during the calibration process, pressing the brake foot pedal or moving the truck will
cause the RCM to abort the calibration. If the calibration process is aborted, the RCM will revert to
the previous calibration stored in its internal
memory.
If the RCM detects an error condition during the
calibration process, a Calibration Fault (J019 or
J021) will be reported to the MOM. If a Calibration
Fault occurs, the RCM will abort the calibration
process and will use the previous calibration
stored in its internal memory.
11. Using the MOM display, select the "BRAKE

CONTROLLER" menu, and then the "REALTIME DATA" menu. Use the FWD button to
move forward to the screen displaying real-time
pressure and current.
J4-14
12. Watching the "AMT. OF RE. LE. OP" line on the

MOM, move the retard lever to the full OFF
position (up) and record the "% retard". Move
the retard lever to the full ON position (down)
and record the "% retard".
13. Move the retard lever to apply the "% Retard"
values specified in the table in Figure 4-19
"After Calibration". Record the pressure values
observed on the MOM display.
14. After all data is collected, plot the values on the
RCM Calibration graph, Figure 4-21.
accumulators to bleed down. Open the brake
accumulator bleeddown valves on the brake
manifold and release pressure in the brake system.
16. Remove gauges from test ports.
07/04 J04024
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING

POSSIBLE CAUSES
SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking

Parking brake solenoid is de-energized.
Check power to solenoid
Connections to tank and pressure ports reversed.
Correct the plumbing.
Parking brake solenoid coil defective.
Replace coil.
Parking brake solenoid valve defective.
Replace solenoid valve.
Tank line is plugged or restricted.
Remove restriction.
TROUBLE: Both Brake Circuits are Dragging

Tank line has back pressure.
Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pressure.
Adjust pedal deadband.
TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly.
Remove obstruction.
Brake valve is out of balance.
Adjust balance according to instructions.
Actuator piston defective.
Replace piston.
Brake valve is defective.
Rebuild or replace brake valve assembly.
A relay valve is defective
Rebuild or replace relay valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake
Valve.
Remove, disassemble, clean, and inspect brake

valve.
Supply pressure is low.
Check steering/brake pump system and accumulators.
Improper collar adjustment on brake valve.
Adjust collars according to instructions.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system.
Check wiring.
Brake accumulator bleeding down.
Bleeddown valve Open; close valve.
Differential pressure switch defective.
Check brake valve; replace switch assembly.
J04024 07/04
J4-15
POSSIBLE CAUSES
TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit.
Inspect brake system and repair leaks.
Brake valve balance is out of adjustment.
Replace the switch.
A relay valve is defective
Inspect and repair relay valve(s)
TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking).
Replace the switch.
Accumulator precharge/leak.
Check accumulators and recharge if necessary.
Problem in brake valve subassembly.
Remove, disassemble, clean, and inspect brake

valve assembly or replace it.
Relay valve defective
Inspect and repair relay valve(s)
Air in one brake circuit.
Bleed brakes.
Minor leak in one circuit.
Inspect brake system and repair leaks.
TROUBLE: The Differential Pressure Warning Circuit is not Operating

Low Brake Pressure lamp is burned out.
Replace bulb.
Electrical problem.
Check switch circuit wiring.
Differential pressure switch is defective.
Replace switch assembly.
Problem in brake valve assembly.
Remove, disassemble, clean, and inspect, or

replace brake valve.
Retard Control Monitor defective
Replace RCM.
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly

The Low Brake Pressure lamp is burned out.
Replace the bulb.
The electrical circuit is open.
Check switch circuit wiring.
Pressure switch defective.
Replace the pressure switch.
J4-16
07/04 J04024
POSSIBLE CAUSES
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper

Short in electrical system.
Check wiring.
Pressure switch is defective.
Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low

Steering circuit is malfunctioning.
Check steering circuit pressures.
The pump is worn.
Rebuild or replace pump.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open.
Close valve, check precharge.
Accumulator precharge is low.
Recharge accumulator
Leak in one circuit.
Check plumbing.
Malfunction in brake valve.
Disassemble and clean, or replace.
TROUBLE: A "Squeal" is Heard When Controller is Operated

Rapid operation of controller.
Normal
Brake Valve assembly is damaged.
Replace the brake valve assembly.
Hydraulic oil is too hot.
Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected.
Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly.
Disassemble and clean, or replace.
Damage in brake valve assembly.
Repair or replace brake valve assembly.
Relay valve malfunctioning
Repair or replace relay valve assembly.
TROUBLE: Oil is Leaking Around the Pedal Base

Defective seal on top of brake valve.
J04024 07/04
Replace the seal.
J4-17
POSSIBLE CAUSES
TROUBLE: Trucks veers to Left (or Right) when brakes are applied.
Hoses between proportional pressure control valve
(PPC) and rear relay valve are crossed.
Reconnect hoses to correct ports.
Malfunction in one proportional pressure control

valve circuit.
Rebuild or replace PPC valve.
Malfunction in rear relay valve.
Rebuild or replace relay valve.
RCM requires recalibration.
Recalibrate. Refer to Section D, "Retard and Control

Monitor (RCM) - Recalibration Procedure".
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component.
Check all steering and brake system components.
Steering accumulator precharge too high or too low.
Check steering accumulator precharge.
Brake Valve plumbed incorrectly.
Correct plumbing.
Internal leakage in brake valve assembly.
Replace brake valve assembly.
Internal leakage in relay valve assembly.
Rebuild or replace relay valve
Steering/Brake pump is worn.
Rebuild or replace pump.
Pump compensator not adjusted correctly.
Adjust pump pressure control.
J4-18
07/04 J04024
KOMATSU CHECK-OUT PROCEDURE

HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL________ UNIT NUMBER________SERIAL NUMBER_______________________
NOTE: Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out
Procedures.
I. PREPARATION
STEP 2 __________Brake accumulators charged to 1400 psi (9.65 MPa).
STEP 6 __________ Front brake pressure when auto-apply releases brakes.
__________Left rear brake pressure when auto-apply releases brakes.
__________Right rear brake pressure when auto-apply releases brakes.
II. BRAKE SYSTEM CHECK-OUT

STEP 1 __________Park brake pressure; brake lock applied, park brake off.
STEP 2 __________Park brake pressure with auxiliary brake applied
__________Front brake pressure with auxiliary brake applied
__________Left rear brake pressure with auxiliary brake applied
__________Right rear brake pressure with auxiliary brake applied
STEP 4 __________Front brake pressure (pedal applied).
__________Rear brake pressure (pedal applied).
STEP 5 __________Front brake pressure (pedal released).
__________Rear brake pressure (pedal released).
NOTE: Steps 7 and 8 apply to trucks equipped with Slippery Road option only.
STEP 7 __________Left rear brake pressure
__________Right rear brake pressure
__________Front brake pressure
STEP 8 __________Left rear brake pressure
__________Right rear brake pressure
__________Front brake pressure
STEP 9 __________Left rear brake pressure (brake lock applied)
__________Right rear brake pressure (brake lock applied)
__________Front brake pressure (brake lock applied)
J04024 07/04
J4-19
KOMATSU CHECK-OUT PROCEDURE

HYDRAULIC BRAKE SYSTEM DATA SHEET
III. Failure Modes Check-out

STEP 13__________Low accumulator pressure (LAP1) after two minutes.
STEP 14__________Low accumulator pressure (LAP1) when warning actuates.

__________Low accumulator pressure (LAP1) when auto-apply occurs.
__________Left rear brake pressure after auto-apply.
__________Right rear brake pressure after auto-apply.
__________Front brake pressure after auto-apply.
STEP 18__________Left rear brake pressure after auto-apply.

__________Right rear brake pressure after auto-apply.
__________Front brake pressure after auto-apply.
STEP 22__________Number of applications prior to Low Brake Accumulator Pressure warning

activating.
STEP 26__________Rear brake pressure at which the front differential fault occurs.
STEP 29__________Front brake pressure at which the rear differential fault occurs.
J4-20
07/04 J04024
FIGURE 4-15. PRIOR TO CALIBRATION
J04024 07/04
J4-21
FIGURE 4-16. PPC PERFORMANCE

(Plot both left and right brake circuit pressures recorded in Figure 4-15.)
J4-22
07/04 J04024
FIGURE 4-17. RELAY VALVE PERFORMANCE

(Plot both right and left brake circuit pressures recorded in Figure 4-15.)
J04024 07/04
J4-23
FIGURE 4-18. TRANSDUCER PERFORMANCE

(Plot both right and left brake circuit pressures recorded in Figure 4-15.)
J4-24
07/04 J04024
FIGURE 4-19. AFTER CALIBRATION
J04024 07/04
J4-25
FIGURE 4-20. RETARD LEVER PERFORMANCE

(Record retard lever output at OFF and ON position.)
J4-26
07/04 J04024
FIGURE 4-21. AFTER RCM CALIBRATION

(Plot left ("F") and right ("G") MOM display pressures from Table in Figure 4-19.
for each retard lever position.)
Name of Mechanic or Inspector Performing Check-Out __________________
J04024 07/04
J4-27
NOTES
J4-28
07/04 J04024
SECTION J5
FRONT WET DISC BRAKES
INDEX
FRONT WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
FRONT DISC BRAKE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Installation
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
BRAKE ASSEMBLY REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J5-5

DISC BRAKE MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J5-5
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Checking Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
WEAR INDICATOR SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
SPEED SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
WET DISC BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
J05020
Front Wet Disc Brakes
J5-1
NOTES
J5-2
J05020
FRONT WET DISC BRAKES

DESCRIPTION
The oil cooled wet disc brake assemblies mounted
on the front wheels are similar in design and operation to the rear wet disc brake assemblies.
The front brake assembly contains the following
major components (refer to Figure 5-1):
Twelve friction discs (4)

Eleven separator plates (3)
Two damper discs (2)
Piston assembly (1)
Cylinder (9)
Stationary ring gear (8)
Rotating inner gear (5)
A brake cooling valve (BCV) is located in the circuit.

If activated (no brake apply signal) 50% of the cooling oil will be routed directly back to tank. If the BCV
is not activated (due to the presence of a brake signal) then 100% of the oil is routed through the front
brake cooling oil circuit. After the cooling oil has
passed through the brake assembly, before entering
the heat exchanger the oil is routed through a one
way orifice check valve. This valve assembly provides a back pressure of 4.6 kg/cm2 (65 psi) in the
front brake cooling circuit. Cooling oil pressure
returns the piston when the brakes are not applied.
(If the cooling oil pressure falls below 4.6 kg/cm2 (65
psi), the piston may not fully release the brake discs
and the brakes could be partially applied.) Cooling oil
then flows through the heat exchanger and then back
to tank.
Floating ring oil seal assembly (7)
Ring gear (8) is internally splined to retain the dampers (2) and separator plates (3). The separator plates
are alternately placed between the friction faced
discs (4) which are splined to the inner gear (5). The
inner gear mounts directly to the front wheel hub (6).
The inboard side of the assembly contains the piston
(1) which is activated by hydraulic pressure supplied
by the brake valve through the front relay valve. As
hydraulic pressure is applied, the piston moves to
compress the rotating friction faced discs against the
stationary steel discs. The friction forces that are
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maximum force is reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The low pressure cooling circuit is completely isolated from the high pressure, piston apply circuit.
Cooling oil flows from the hydraulic tank to the tandem front and rear brake cooling pump. Cooling oil
flows from one section of the pump to the front wet
disc brake cooling circuit.
FIGURE 5-1. FRONT DISC BRAKE ASSEMBLY
(Shown Installed on Spindle with Wheel Hub)
1. Piston
2. Damper
3. Separator Plate
4. Friction Disc
5. Inner Gear
J05020
6. Front Wheel Hub

7. Floating Seal
Assembly
8. Ring Gear
9. Cylinder
J5-3
FIGURE 5-2. FRONT WHEEL BRAKE ASSEMBLY

1. Front Wheel Spindle
2. Capscrews and Flatwashers
3. Disc Brake Assembly
4. Floating Seal Retainer Tool

5. Seal Drain Hose Assembly
6. O-Ring
FRONT DISC BRAKE ASSEMBLY

Removal
1. Refer to Section G, Front Wheel Hub and Spindle, and remove the front wheel hub and bearings.
Be certain floating seal retainer tools (4, Figure 52) (p/n 562-99-3A110) are installed at three places
on the inner gear and hub prior to removing the
brake assembly from the spindle. Seal damage
will occur if tools are not installed!
2. Remove seal drain hose (5, Figure 5-2).
J5-4
3. Attach a lifting device to support the brake

assembly (3) when mounting capscrews are
removed.
The brake assembly weighs approximately 580

kg (1280 lbs.) Be certain lifting device is capable
of handling the load.
4. Remove capscrews and flatwashers (2).
5. Carefully move brake assembly off spindle and
move to a clean work area.
J05020
Installation
Be certain floating seal retainer tools (4, Figure 52) (p/n 562-99-3A110) are installed at three places
on the inner gear and hub prior to installing the
brake assembly on the spindle. Seal damage will
occur if tools are not installed!
1. Attach a lifting device to the brake assembly (3,
Figure 5-2).
2. Install a new O-ring (6) in groove on cylinder.
Use grease to hold O-ring in position.
3. Lift brake assembly into position on front wheel
spindle (1).
FIGURE 5-3. SEAL POSITION CHECK

1. Ring Gear
2. Hub
3. Inner Gear
DISC BRAKE MAINTENANCE

Use caution when positioning brake assembly
over spindle. Do not damage spindle wheel bearing machined surfaces or inner gear teeth.
4. Align tapped holes in brake cylinder with spindle holes. (Verify O-ring remains properly
inserted in groove.)
5. Coat the mounting capscrew threads with Three
Bond #1374. Install capscrews and flatwashers
(2). Tighten capscrews to 94.5 10 kg.m (685
72 ft. lbs.).
6. Measure distance between inner gear and hub
as shown in Figure 5-3. Dimension "A" should
be 99 1.0 mm (3.90 0.04 in).
Brake disc wear should be checked every 1000

hours. using the wear indicator tool (refer to Section
M, Special Tools). The brake disc wear indicator tool
is inserted in the wear gauge plug on the inside of the
brake assembly. Figure 5-4 shows the front brake
location. Refer to Rear Wet Disc Brakes in this section for rear wheel plug location.
Brake Disc Wear Indicator
Consider scheduling front brake disc wear inspections along with the recommended 1000 hr. change
of hydraulic filters. Rear brakes should be inspected
for wear whenever the rear tires are removed.
7. Install seal drain hose (5) at port on bottom of

brake. The opposite end of the hose must be
routed to point downward.
8. Refer to Section G, Front Wheel Hub and Spindle, and install the front wheel hub and bearings.
9. After front wheel(s) are reassembled, bleed air
from brake system. Refer to Wet Disk Brake
Bleeding Procedure.
BRAKE ASSEMBLY REBUILD

The front and rear wet disc brake assemblies are
similar in design. Refer to Rear Wet Disk Brakes in
this section for rebuild instructions for both front and
rear brakes.
J05020
Before removing wear gauge plugs, always bleed

down hydraulic steering and brake accumulators. The steering accumulators can be bled
down with engine shut down, turning the key
switch OFF and waiting 90 seconds. Confirm the
steering pressure is released by turning the
steering wheel - No front wheel movement
should occur.
Open bleed down valves located on the brake
manifold. This will allow accumulators for the
rear brakes and front brakes to bleed down.
wheels are blocked to prevent possible movement.
J5-5
Checking Disc Wear

1. Place the range selector in NEUTRAL, apply
the park brake, turn the key switch OFF and
allow the steering accumulators to bleed down
completely. Block truck wheels.
2. Open the bleeddown valves on the brake manifold (in the hydraulic components cabinet) and
bleed all pressure from the brake accumulators.
Close valves after pressure is released.
3. Thoroughly clean the brake assemblies, especially the area surrounding the wear gauge
plugs.
4. Remove the wear gauge plug (4, Figure 5-4)
and install disc wear measurement gauge
shown in Figure 5-5. (Refer to Rear Wet Disc
Brakes for wear gauge installation location on
rear brake assemblies.)
5. Start the engine and allow the steering system
to stabilize and the brake accumulators to fill.
NOTE: In the following procedures, be certain to
observe the correct mark on the wear gauge
indicator rod (2, Figure 5-5). The first mark (4) is
used when measuring rear brake disc wear and the
second mark (3, near end of indicator rod) is used
when measuring front brake disc wear.
FIGURE 5-5. BRAKE WEAR TOOL

4. Marker
1. Handle
(Rear Brakes)
2. Rod
5. Face of the Case
3. Marker
(Front Brakes)
6. While fully applying the service brake pedal,
check brake wear as follows:
a. Push the wear gauge in until it contacts the
brake piston. Check the position of the
stamped mark on the rod (2, Figure 5-5). If
the stamped mark goes in beyond the face of
the case (5), the disc pack is worn to maximum safe wear limits. Brakes should be
scheduled for rebuild.
b. If the stamped mark on the rod does not go
beyond the face of the case, brake disc wear
is still within allowable limits.
NOTE: If the mark is close to the face, more frequent
inspections should be performed.
7. Release brakes. Shut down engine, allow steering accumulators to bleed down. Open brake
accumulator bleeddown valves to remove all
pressure from the brake system. Close valves
after all pressure is released.
8. Remove the brake disc wear indicator tool and
reinstall wear gauge plug.
9. To check the remaining brake assemblies,
repeat this procedure at the remaining areas.
NOTE: Checking disc wear in all four brake
assemblies is recommended. Disc wear in one
brake assembly may be different from the other due
to dissimilar operation of parts and/or haul profiles
which require repeated braking while steering in one
direction only.
10. Refill the hydraulic tank, as required.
FIGURE 5-4. TOOL INSTALLATION LOCATION

1. Front Brake
Assembly
2. Cooling Oil Ports
J5-6
3. Bleeder Plugs
4. Wear Gauge Plug
11. If brake repairs are necessary, refer to Brake

Assembly Rebuild, in the next chapter. The
front and rear wet disc brake assemblies are
similar in design, and therefore, are outlined
together.
J05020
WET DISC BRAKE BLEEDING

PROCEDURE
NOTE: Rear wheel brakes should be bled prior to

rear tire installation.
1. Be certain the hydraulic brake supply (steering

circuit) is operating properly.
FIGURE 5-6. BRAKE WEAR SENSOR SWITCH

1. Switch Cover
2. Switch
3. Switch Connector
Wire
4. Brake Assembly
2. If necessary, charge the brake system accumulators. Refer to Hydraulic Brake Accumulators,
earlier in this Section of the manual.
3. Be certain bleeddown valves on brake accumulator manifold are closed.
4. Check hydraulic tank oil level and correct if necessary.
5. With the wheels securely blocked, start the
engine and allow accumulators to fill.
6. Slowly depress the brake pedal until the service
brake is partially applied.
WEAR INDICATOR SENSOR

Each wheel is also equipped with a wear indicator
sensor (2, Figure 5-6) which will alert the operator
when brake disc wear is excessive.
The sensor consists of a switch and a wear rod. The
rod, inserted through a port in the brake assembly
(4), is positioned against the piston and follows piston movement during brake applications. If rod travel
exceeds the wear limit, the switch activates and illuminates the maintenance monitor lamp on the instrument panel. In addition, a signal is sent to the "MOM"
display providing a message describing the location
of the sensor that has been activated.
7. Crack open the bleeder valves located at the

top of each brake cylinder. (The upper bleeder
vents the cooling oil and the lower bleeder
vents the piston.) Close bleeder valve after oil
runs clear and free of bubbles.
8. Repeat for remaining wheels.
9. Shut down engine, allow steering accumulators
to bleed down and check hydraulic tank oil
level.
A cover (1) protects the sensor switch from damage

due to mud and dirt accumulation during truck operation.
SPEED SENSOR
Each wheel brake assembly is also equipped with a
speed sensor to monitor wheel speed, providing a
signal to the RCM. Refer to Section D, Speed Sensors for additional information and adjustment procedure.
J05020
J5-7
NOTES
J5-8
J05020
SECTION J6
REAR WET DISC BRAKES
INDEX
REAR WET DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
Checking Disc Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
Wear Indicator Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
Brake Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-6
Brake Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7
BRAKE ASSEMBLY REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-10
Floating Ring Seal Assembly/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
Alternate Procedure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
J06021
Rear Wet Disc Brakes
J6-1
NOTES
J6-2
J06021
REAR WET DISC BRAKES

DESCRIPTION
A wet disc brake assembly, similar to the front wheel
brakes is mounted on both sides of the differential on
the final drive housing, inboard from the wheel hub
and planetary drive. This assembly contains the following major components (refer to Figure 6-1):
Ring gear (4)
Inner gear (9)
Two damper discs (12)
Six separator plates (10)
Seven friction discs (11)
Piston assembly (3)
Floating Seal Assembly (5)
Operation
The housing (4, Figure 6-1) is internally splined to
retain the steel damper (12) and separator discs (10).
The separator discs are alternately placed between
the friction faced discs (11) which are splined to the
rotating inner gear (7). The inboard side of the
assembly contains the piston assembly (3) which is
activated by hydraulic pressure from either the service brake treadle valve or the retarder. As hydraulic
pressure is applied, the piston moves and compresses the rotating friction faced discs against the
stationary steel discs. The friction forces generated
resist the rotation of the wheels (6). As hydraulic
pressure increases, friction forces are increased and
wheel rotation is slowed until maximum force is
reached and the wheel is stopped.
The complete brake disc pack is cooled by hydraulic
oil. The cooling oil circuit is a low-pressure circuit
which is completely isolated from the high-pressure
piston apply circuit. The cooling oil flows from the
tank to the pump, to the brake assembly housing
(from the outside of the housing inward to the rotating hub for maximum cooling), through a heat
exchanger, through two filters, and then to the
hydraulic tank. Additional cooling circuit oil is supplied by the hoist valve when the body is not being
raised.
Dynamic retarding is also provided by the wet disc
brakes. When the operator's retarder lever is actuated, both the front and rear wheel brakes are
applied. The dynamic retarding is used to slow the
truck during normal truck operation or to control
speed descending a grade.
J06021
FIGURE 6-1. REAR DISC BRAKE ASSEMBLY

1. Rear Axle
2. Cylinder
3. Piston
4. Ring Gear
5. Floating Seal
Assembly
6. Wheel Hub
7. Retainer
8. Floating Seal
Assembly
9. Inner Gear
10. Seal Retainer

11. Hub
12. Separator Plate
13. Friction Disc
14. Housing Drain Plug
15. Piston Cavity Plug
16. Damper
17. Brake Mounting Capscrews and Washers
18. O-Ring
J6-3
MAINTENANCE
Checking Disc Wear
Brake disc wear should be checked every 1000

hours using the wear indicator tool (refer to Section
M, Special Tools). The brake disc wear indicator tool
is inserted in the wear gauge port on the brake
assembly cylinder. Figure 6-3 shows the rear brake
wear gauge port plug location. Refer to Front Wet
Disc Brakes for gauge port location on front wheel
brakes

3. Thoroughly clean the brake assemblies, especially the area surrounding the wear gauge
plugs.
Brake Disc Wear Indicator

Consider scheduling front brake disc wear inspections along with the recommended 1000 hr. change
of hydraulic filters. Rear brakes should be inspected
for wear whenever the rear tires are removed.
Before removing any brake assembly port plugs,

always bleed down hydraulic steering and brake
accumulators. The steering accumulators can be
bled down with engine shut down, turning the
key switch OFF and waiting 90 seconds. Confirm
the steering pressure is released by turning the
steering wheel - No front wheel movement
should occur.
4. Remove the wear gauge plug (4, Figure 6-3)

and install disc wear measurement gauge
5. Start the engine and allow the steering system
to stabilize and the brake accumulators to fill.
NOTE: In the following procedures, be certain to

observe the correct mark on the wear gauge
indicator rod (2, Figure 6-2). The first mark (4) is
used when measuring rear brake disc wear and the
second mark (3, near end of indicator rod) is used
when measuring front brake disc wear.
Open bleed down valves located on the brake

manifold. This will allow both accumulators for
the rear brakes and front brakes to bleed down.
wheels are blocked to prevent possible movement.
FIGURE 6-2. BRAKE WEAR TOOL

1. Handle
2. Rod
3. Marker (Front Brakes)
4. Marker (Rear Brakes)

5. Face of the Case
FIGURE 6-3. TOOL INSTALLATION LOCATION
1. Rear Brake Assembly
2. Cooling Oil Ports
J6-4
3. Bleeder Ports
4. Wear Gauge Plug
J06021
6. While fully applying the service brake pedal,

check brake wear as follows:
a. Push the wear gauge in until it contacts the
brake piston. Check the position of the
stamped mark on the rod (2, Figure 6-2). If
the stamped mark goes in beyond the face of
the case (5), the disc pack is worn to maximum safe wear limits. Brakes should be
scheduled for rebuild.
b. If the stamped mark on the rod does not go
beyond the face of the case, brake disc wear
is still within allowable limits.
NOTE: If the mark is close to the face, more frequent

inspections should be performed.
Wear Indicator Sensor

Each wheel is also equipped with a wear indicator
sensor which will alert the operator when brake disc
wear is excessive. The sensor consists of a switch
and a wear rod. The rod, inserted through a port in
the brake cylinder, is positioned against the piston
and follows piston movement during brake applications. If rod travel exceeds the wear limit, the switch
activates and illuminates the Maintenance Monitor
lamp on the instrument panel. In addition, a signal is
sent to the "MOM" display providing a message
describing the location of the sensor that has been
activated. Refer to PMC Fault Code List, E045 E053; E0A9 - E0b3.
NOTE: Sensor Switch Circuit OPEN = FAULT
Sensor Switch Circuit CLOSED = O.K.
7. Release brakes. Shut down engine, allow steering accumulators to bleed down. Open brake
accumulator bleeddown valves to remove all
pressure from the brake system. Close valves
after all pressure is released.
8. Remove the brake disc wear indicator tool and
reinstall wear gauge plug.
9. To check the remaining brake assemblies,
repeat this procedure at the remaining areas.
NOTE: Checking disc wear in all four brake

assemblies is recommended. Disc wear in one
brake assembly may be different from the other due
to dissimilar operation of parts and/or haul profiles.
10. Refill hydraulic tank as required.

11. If brake repairs are necessary, refer to Disc
Brake Rebuild Procedure, on the following
pages.
J06021
J6-5
Brake Assembly Removal

1. Remove rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section G, Drive Axle,
Spindles and Wheels.
kg (2424 lbs.) Use adequate lifting devices.
Be certain floating seal assembly retainer tools
(3, Figure 6-4) are installed at 3 equal spaces to
retain floating seal assembly when the brake is
removed from the rear axle. If retainers are not
installed, seal damage will occur!
5. Remove capscrews and washers (17, Figure 65). Carefully move brake assembly outward
until clear of rear axle.
6. Move brake assembly to a clean work area for
disassembly.
2. If not done previously, drain brake cooling oil

tank. Be prepared to catch 152 gal. (576 liters)
of oil. Remove drain plugs and drain oil from
brake housing and piston cavity. Crack open
bleeder valves at top of brake assembly to facilitate oil removal.
3. Remove cooling oil inlet and outlet tubes from
inner side of brake assembly. Remove brake
apply line.
4. Attach a lifting device to the brake assembly.
FIGURE 6-4. BRAKE ASSEMBLY REMOVAL

1. Brake Assembly
2. Lifting Device
J6-6
3. Floating Seal
Retaining Tool
562-99-3A110
(3 Required)
J06021
Brake Assembly Installation

1. Attach a lifting device to brake assembly. Brake
housing must be properly oriented to align with
hydraulic line connections and mounting holes
on inner side. Be certain O-Ring (18, Figure 65) is installed and remains in position when
brake assembly is seated on axle flange.

lbs. (1100 kg). Use adequate lifting devices.
2. Move brake assembly into position against
flange on axle. Coat mounting capscrew
threads (17 Figure 6-5) with Three Bond (Part
Number TB1374 or 09940-00030). Install capscrews and washers. Tighten capscrews to
1266 ft. lbs. (175 kg.m).
3. Measure distance between inner gear and hub
as shown in Figure 6-6. Dimension "A" should
be 4.65 0.04 in (118 1.0 mm).
4. Install cooling lines on rear of brake housing.
Install brake apply line.
5. Install Floating seal (8, Figure 6-5) and retainer
(7).
6. Install rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section G, Drive Axle,
Spindles and Wheels, for final assembly.
7. Service hydraulic system and bleed air from
brake system. Refer to Front Wet Disc Brakes,
Wet Disc Brake Bleeding Procedure.
FIGURE 6-5. REAR DISC BRAKE ASSEMBLY

1. Rear Axle
2. Cylinder
3. Piston
4. Ring Gear
5. Floating Seal
Assembly
6. Wheel Hub
7. Retainer
8. Floating Seal
Assembly
9. Inner Gear
J06021
10. Seal Retainer

11. Hub
12. Separator Plate
13. Friction Disc
14. Housing Drain Plug
15. Piston Cavity Plug
16. Damper
17. Brake Mounting Capscrews and Washers
18. O-Ring
FIGURE 6-6. SEAL POSITION CHECK

1. Ring Gear
2. Hub
3. Inner Gear
J6-7
BRAKE ASSEMBLY REBUILD

NOTE: Rebuild procedures for the front and rear
brake assemblies (Figure 6-7) are similar. The
following instructions apply to both front and rear
brakes, except as noted.
Disassembly
NOTE: Match mark brake assembly components to
ensure correct orientation of parts during
reassembly.
1. Position brake assembly on work surface as
shown in Figure 6-7. Remove seal retainer tools
(3, Figure 6-4).
2. Install lifting device on inner gear (1, Figure 67). Carefully lift inner gear from assembly.
NOTE: Be careful not to damage the floating seal
when removing inner gear.
3. Remove capscrews and flatwashers (5) from
hub (6).
4. Lift hub from ring gear (7).
5. Noting order of assembly of the discs, remove
dampers (10), separator plates (8) and friction
discs (9). Also note notches at seven locations
on the periphery of the damper plates and separator plates. Discs must be reassembled
correctly to ensure proper oil flow.
6. Remove capscrews and flatwashers (11).
Remove ring gear (7) from cylinder (14).
7. Remove piston (12).
NOTE: If piston removal is difficult, plug any open
ports at piston apply pressure passages and slowly
apply air pressure at one port to push piston out of
cylinder bore.
8. Remove floating seal assembly (4) halves from
hub and seal retainer.
9. Remove and discard all O-ring seals.
10. Remove lip seal (3) from hub (6) bore.
FIGURE 6-7. BRAKE ASSEMBLY COMPONENTS

1. Inner Gear
2. Seal Carrier
3. Lip Seal
4. Floating Seal
6. Hub
7. Ring Gear
8. Separator Plate
9. Friction Disc
J6-8
10. Damper
12. Piston
13. O-Ring
14. Cylinder
15. O-Ring
16. Piston Seals
17. O-Ring
J06021

1. Clean all parts thoroughly prior to inspection.
2. Remove and discard toric rings from floating
seal assembly (4, Figure 6-7) in seal retainer
and hub. Inspect seal ring polished (mating)
surfaces for scratches or other damage. Inspect
the contact band of the mating faces to determine amount of wear.
NOTE: A new seal will have a contact band
(dimension "A", Figure 6-8) approximately 0.06 in.
(1.6 mm) wide. As wear occurs, the contact band will
widen slightly (dimension "B") and migrate inward
until the inside diameter is reached and the entire
seal assembly must be replaced. Remaining seal life
can be estimated by the width of the contact band.
FRONT BRAKE INSPECTION

ITEM
NEW
WEAR LIMIT
PLATE
2.4 mm
(0.095 in)
2.15 mm
(0.085 in)
DISC
5.1 mm
(0.201 in)
4.6 mm
(0.181 in)
DAMPER
6.9 mm
(0.272 in)
5.1 mm
(0.201 in)
DISC
WARPING
0.45 mm
(0.018 in)
0.7 mm
(0.028 in)
PLATE
WARPING
0.50 mm
(0.012 in)
0.7 mm
(0.028 in)
ASSEMBLED
THICKNESS
OF DISCS AND
PLATES
101.4 mm
(3.992 in)
93.4 mm
(3.667 in)
Table 1: FRONT BRAKE WEAR LIMITS
REAR BRAKE INSPECTION

ITEM
FIGURE 6-8. SEAL WEAR PROGRESSION
3. Inspect piston cylinder (14, Figure 6-7) for nicks

or scratches in piston seal area. If nicks or
scratches cannot be removed by polishing,
replace cylinder.
4. Inspect piston seal assembly grooves for damage.
5. Inspect friction discs, separator plates, and
damper plates for friction material wear, warping and tooth wear. Refer to Tables 1 and 2 for
wear limits.
J06021
NEW
WEAR LIMIT
PLATE
3.1mm
(0.122 in)
2.85 mm
(0.112 in)
DISC
6.7 mm
(0.264 in)
6.2 mm
(0.244 in)
DAMPER
7.6 mm
(0.299 in)
5.8 mm
(0.228 in)
DISC
WARPING
0.70 mm
(0.028 in)
0.9 mm
(0.004 in)
PLATE
WARPING
0.50 mm
(0.020 in)
0.7 mm
(0.028 in)
ASSEMBLED
THICKNESS
OF DISCS AND
PLATES
80.70 mm
(3.177 in)
75.2 mm
(32.961 in)
Table 2: REAR BRAKE WEAR LIMITS
J6-9
Assembly
Clean all parts, and check for dirt or damage. Coat
the sliding surfaces of all parts with hydraulic oil
before installing.
4. Lubricate and install two O-rings (3, Figure 610) (front brake assembly, only). The two Orings seal the bleeder port between gear (4)
and cylinder housing (1).
NOTE: When assembling the floating seals, use

alcohol to remove all the white powder from the Oring surface before assembling.
1. Refer to Floating Ring Seal Assembly/Installation for proper seal installation procedures.
a. Install floating seal assembly (4, Figure 6-7)
to seal carrier (2) and hub (6).
b. After installing the floating seal, measure
dimension "a" (Figure 6-9) between the hub
and floating seal ring at four places around
the circumference, and check that the measurement is within 1 mm (0.039 in).
c. Repeat, measuring dimension "a" between
the seal carrier and the floating seal ring.
Measurement must be within 1 mm (0.039
in).
FIGURE 6-10. BLEEDER PORT O-RINGS
(Front Brake Assemblies, Only)
1. Cylinder
2. Bleeder
3. O-Ring
4. Gear
5. Install ring gear (7, Figure 6-7) onto cylinder

housing (14).
FIGURE 6-9. SEAL INSTALLATION
NOTE: When assembling brake components, be
certain to align individual parts according to match
marks made during disassembly.
2. Position cylinder on work surface as shown in
Figure 6-7. Install new seals on piston (12),
lubricate and install in cylinder (14).
3. Lubricate and install O-ring (17).
J6-10
On front brake assemblies, guide studs must be

used to mate gear (7) and cylinder housing (14).
Failure to use guide studs could cause O-rings
(3, Figure 6-10) to be twisted during assembly,
resulting in leakage.
6. Install capscrews and flatwashers (11, Figure 67). Tighten capscrews to 405 43 ft. lbs. (56
6 kg.m).
J06021
7. Install damper discs, friction discs, and separator plates in the following order:
a. Insert the first damper disc with the cork face
against the piston.
b. Insert a friction disc.
c. Insert one separator plate, with notches
aligned with damper disc notches (as noted
during disassembly).
d. Continue installing separator plates and friction discs. Internal teeth must be kept in
alignment when friction discs are installed.
Be certain separator plate notches are
aligned.
Front wheel brake - eleven (11) separator
discs,
twelve
(12)
friction
discs.
Rear wheel brake - six (6) separator plates,
seven (7) friction discs.
e. Install the remaining damper disc with the
cork material facing up (against hub) and the
notches aligned with the separator plates.
9. With new O-ring and lip seal installed, install

hub (6) to ring gear (7). Tighten capscrews to
405 43 ft. lbs. (56 6 kg.m).
NOTE: Coat the sliding surfaces of the floating seals

thinly with engine oil. Assemble slowly and be careful
not to damage the floating seals.
10. Attach a lifting device to the inner gear (1) and

carefully lower over assembly, mating gear
teeth with disc teeth.
11. Install seal assembly retainer tools (3, Figure 64) at tapped holes in hub and inner gear holes
at 3 equal spaces to retain floating seal in position until the brake assembly is installed.
Required tool part numbers are:
Front Wheel Brake: 562-99-3A110
Rear Wheel Brake: 562-99-3A120
8. Install a new lip seal in hub (6):

a. Front wheel brake; press the seal into the
hub and coat lip area with grease.
b. Rear wheel brake: Apply Loctite #648 to
O.D. of seal and press into hub. Coat lip area
with grease.
J06021
J6-11
Floating Ring Seal Assembly/Installation

Failures are usually caused by combinations of factors rather than one single cause, but many failures
have one common denominator: ASSEMBLY
ERROR!
Floating ring seals should ALWAYS be installed in
MATCHED pairs: that is, two new rings OR two rings
that have previously run together. NEVER assemble one new ring and one used ring; or two used
rings that have not previously run together.
ALWAYS USE NEW TORIC RINGS!!
1. Inspect seal surfaces and mounting cavities for
rough tool marks or nicks that may damage rubber seal rings. Hone smooth and clean, if
required. Remove any oil, dust, protective coating or other foreign matter from the metal seal
rings, the toric rings, and both the housing and
seal ring ramps. Use a non-petroleum base,
rapid drying solvent that leaves no film. Allow
surfaces to dry completely. Use clean, lint-free
material such as "Micro-Wipes #05310" for
cleaning and wiping.
When using any solvent, avoid prolonged skin

contact. Use solvents only in well ventilated
areas and use approved respirators to avoid
breathing fumes. Do not use near open flame or
welding operations or other heated surfaces
exceeding 482 C (900 F). Do not smoke around
solvents.
Both ramps must be dry. Use clean, lint-free cloths

or lint-free paper towels for wiping.
NOTE: Oil from adjacent bearing installations or seal
ring face lubrication MUST NOT get on the ramp or
toric until after both seal rings are together in their
final assembled position.
2. Install the rubber toric on the seal ring. Make
sure it is straight. Make sure the toric ring is not
twisted and that it is seated against the retaining lip of the seal ring ramp. Use the flash line
as a reference guide to eliminate twist. The
flash line should be straight and uniform around
the toric.
NOTE: Handle seal carefully; nicks and scratches

on the seal ring face cause leaks.
3. Place installation tool (9, Figure 6-10) onto seal
ring with toric. Lower the rings into a container
of solvent until all surfaces of toric ring are wet.
FIGURE 6-11. SEAL TERMINOLOGY

1. Seal Ring
2. Rubber Toric
3. Housing Retainer Lip
4. Housing Ramp
5. Seal Ring Housing
J6-12
6. Seal Ring Face

7. Seal Ring Ramp
8. Seal Ring Retainer
Lip
9. Installation Tool
J06021
Alternate Procedure:
After positioning the seal squarely over the retaining
lip, thoroughly lubricate the ring by spraying with solvent.
6. If small adjustments are necessary, DO NOT

PUSH DIRECTLY ON THE SEAL RING. Make
any required adjustments with installation tool.
DO NOT USE Stanosol or any other liquid that

leaves an oily film or does not evaporate quickly.
4. With all surfaces of toric ring wet, use installation tool to position seal ring and toric ring
squarely against the seal housing.
APPLY SUDDEN AND EVEN PRESSURE to
pop (push) toric under housing retaining lip.
7. Toric can twist if it is dry on one spot or if there
are burrs or fins on the housing retaining lip.
A bulging toric or cocked seal can contribute to
eventual failure.
5. CHECK WITH SIGHT GAGE. Check variation

in seal ring "assembled height" in four places,
90 apart. Height variation around the assembled ring should be within 1.0 mm (0.0391 in).
J06021
NOTE: Toric ring must not slip on ramps of either

seal ring or housing. To prevent slippage, WAIT at
least two minutes. Let all solvent evaporate before
further assembly. Once correctly in place, the toric
ring must roll on the ramps only. If correct installation
is not obvious, repeat Steps 3 through 6.
J6-13
10. Be certain both housings are in correct alignment and are square and concentric. Move the
parts slowly and carefully toward each other.
8. Wipe the polished metal seal surfaces with
clean solvent to remove any foreign material or
fingerprints. No foreign particles of any kind
should be on the seal ring faces. Something as
small as a paper towel raveling will hold the seal
faces apart and cause leakage.
NOTE: Do not slam, bump or drop seals together.

High impact can damage the seal face and cause
leakage.
9. Apply a thin film of clean oil on the seal faces.

Use a lint-free applicator or a clean finger to distribute the oil evenly. Make sure no oil comes in
contact with the rubber toric rings or their mating surfaces.
Before assembling both seals & housing
together wait at least two minutes. Let all solvent evaporate. (Some may still be trapped
between toric and housing ramp.)
J6-14
J06021
SECTION J7
PARKING BRAKE
INDEX
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Parking Brake Service Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
PARKING BRAKE SPRING CYLINDER REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J7-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
AUTOMATIC SLACK ADJUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
PARKING BRAKE CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
J07012 01/04
Parking Brake
J7-1
NOTES
J7-2
Parking Brake
01/04 J07012
PARKING BRAKE
Description
Parking Brake Service Criteria
The disc type parking brake, mounted on the final

drive input, utilizes three brake heads with spring
cans (hydraulic cylinders) containing internal springs
which apply the parking brake when hydraulic pressure is released.
The following specifications should be used to determine the state of parking pads and the disc. Replace
if any of the limits have been exceeded.
When the engine is running and the park brake

switch is in the OFF position, hydraulic oil is routed to
the spring cans to extend the pistons and mechanically retract the disc brake pads to release the park
brake.
Parking Brake Wear Limits
A slack adjuster, mounted between each brake head

and spring can, automatically maintains the correct
disc pad adjustment. Automatic adjustment occurs
when the parking brake is applied.
Item
New
Limit
Disc Face Runout
0.4 mm
(0.016 in.)
0.8 mm
(0.032 in.)
Disc Thickness
25 mm
(0.99 in.)
20 mm
(0.79 in.)
Pads
(Includes plate thickness)
20.0 mm
(0.787 in.)
12.2 mm
(0.48 in.)
Before removing any brake lines or brake circuit

components, be certain the steering system and
brake system accumulators are bled down. To
bleed down accumulators:
Block truck wheels
Turn the key switch OFF and wait
approximately 90 seconds for the steering
accumulators to bleed down. Rotate the
steering wheel; no wheel movement should
occur.
Bleed the brake accumulators (located in the
hydraulic components cabinet) by opening
(turning counterclockwise) the bleeddown
valves (NV1, NV2) located on the brake
manifold. Wait approximately 90 seconds to
let accumulators bleed down. When brake
accumulators are completely bled down,
close the bleeddown valves completely by
turning clockwise.
J07012 01/04
Parking Brake
J7-3
Installation
Removal
3. Thoroughly clean the brake assemblies, especially the area around any hose connections
where dirt might enter the system.
4. Remove the capscrews (6, Figure 7-1), lock
washers (7) and brake line clamps (8).
5. Disconnect the hoses (4, 5, and 14) from the
spring cans.
6. Disconnect the three hoses at the junction block
(1).
7. Remove fittings (2 & 26) at the junction block.
8. Remove the junction block from the bracket
(15) by removing the capscrews (16), washers
(17), and nuts (18).
9. Remove the bracket (5) by removing capscrews
(3). (Re-Install capscrews and washers but do
not tighten.)
1. Install the brake disc (20, Figure 7-1) onto the

companion flange with capscrews (10) and flat
washers (9). Tighten to standard torque.
2. Install dowel pins (23) into the parking brake
cage.
3. Install each brake assembly (13) over the disc.
4. Install the plates (19) onto the dowel pins and
align with slots in the brake assembly.
5. Assemble the springs (11& 12) onto the bracket
(24). Take note of the left and right spring positions. Attach brackets with springs to the plates
with capscrews (25) and flat washers (17), paying special attention that the springs are positioned correctly between the brake pads.
Tighten to standard torque.
6. Remove capscrews and flat washers and install
bracket (15) using the longer capscrews (3) and
re-using the same flat washers. Tighten to standard torque.
7. Install junction block (1) to bracket with capscrews (16), flat washers (17) and nuts (18).
Tighten to standard torque.
8. Install fittings (12 & 10) into the junction block.
9. Attach hoses (4, 5 & 14) onto the junction block.
NOTE: Repeat steps 10 through 13 for each of the

three brake assemblies.
10. Attach the other end of the hoses to the spring

cans.
10. Remove brackets (24) with springs (11 and 12).
11. Install the hose clamps (8) onto the case with
capscrews (6) and lock washers (7). Tighten to
standard torque.
11. Remove capscrews (21) and flat washers (22).

Remove plates (19) from dowel pins (23).
12. Lift brake assembly (13) from brake disc (20).
13. Remove dowel pins (24) from assembly.
14. Loosen and remove capscrews (10) and flat
washers (28), then remove brake disc (20) from
companion flange.
J7-4
Parking Brake
01/04 J07012
FIGURE 7-1. PARKING BRAKE ASSEMBLY

1. Junction Block
2. Fitting
3. Capscrew
4. Hose
5. Hose
6. Capscrew
7. Washer
J07012 01/04
8. Clamp
9. Washer
10. Capscrew
11. Spring
12. Spring
13. Brake Assembly
14. Hose
15. Bracket
16. Capscrew
17. Washer
18. Nut
19. Plate
20. Disc
21. Capscrew
Parking Brake
22. Washer
23. Dowel Pin
24. Bracket
25. Capscrew
26. Fitting
J7-5
PARKING BRAKE SPRING CYLINDER

REPLACEMENT
AUTOMATIC SLACK ADJUSTER

(Refer to Figure 7-2):
1. With the brake assembly in place as shown in
Figure 7-1, remove the pin (2, Figure 7-2) connecting the clevis (4) and slack adjuster (1).
Park the truck on level ground. Block the wheels

securely. Raise the dump body and lock in position.
Removal
1. Remove cotter pin (3, Figure 7-2), and pin (2).
2. Disconnect clevis (4) from slack adjuster (1).
3. Loosen and remove the locking nut (6) on the
free end of the stud (5).
4. Remove the stud from the threaded rod of the
spring can (9).
5. Loosen and remove the nuts (7) and flat washers (8).
2. Remove the bolt (13) connecting the anchor

bracket (11) and the slack adjuster control arm
bracket (12). Position slack adjuster away from
clevis.
3. Pressurize the spring can (9) to fully extend the
clevis. Verify cast arrow on the slack adjuster
indicates the apply direction (towards spring
can).
4. Turn adjuster nut (14) clockwise to align holes
in slack adjuster and clevis.
5. Rotate slack adjuster control arm bracket (12)
as far as possible following the radial direction
of the cast arrow:
a. Align holes in anchor bracket and slack
adjuster control arm bracket. (If necessary,
loosen nuts on anchor bracket and rotate
until holes align.)
6. Disconnect the spring can from the brake head

(10).
Installation
b. Install bolt (13) and tighten.
1. Install the spring can (9, Figure 7-2) securely to

the brake head (10) with flat washers (8) and
nuts (7).
6. Turn adjuster nut (14) clockwise until no clearance exists between brake pads and disc.
3. Install the stud (5) into the threaded rod of the

spring can.
7. Turn adjuster nut counterclockwise to obtain

0.040 - 0.060 in. (1.0 - 1.5 mm) between brake
pads and disc. Note: a loud clicking noise will
be heard when adjuster nut is turned.
4. Place the locking nut (6) on the free end of the

stud. Install the clevis (4) onto the stud.
8. Repeat steps 1 through 7 for the remaining

slack adjusters.
5. Attach the clevis to the slack adjuster (1) with

pin (2) and cotter pin (3).
9. Start engine and allow hydraulic system to

reach normal operating pressure.
2. Install locking nut (5) on the stud (2).
6. Position the slack adjuster perpendicular to the

linkage by rotating the stud. Once the position is
achieved, lock the stud by tightening the two
locking nuts against the clevis and spring can
rod end.
7. Refer to Automatic Slack Adjuster, Adjustment
Procedure for final adjustment after installation
on truck.
10. Apply and release parking brake several times.

11. With each application, the adjuster nuts will
rotate a small amount. When no further rotation
occurs, the brake is properly adjusted. Shut
down engine.
12. Check the following:
a. Measure the stroke of the spring can push
rod. Stroke should be 1.73 - 1.89 in. (44.0 48.0 mm).
b. Using a feeler gauge, measure clearance
between
brake
pads
and
disc.
Minimum clearance should be 0.020 in.
(0.5 mm) per side [0.040 in. (1.0 mm)
total].
13. If clearance is less, repeat steps 1 through 12.
J7-6
Parking Brake
01/04 J07012
FIGURE 7-2. PARKING BRAKE ACTUATOR

1. Slack Adjuster
2. Pin
3. Cotter Pin
4. Clevis
5. Stud
6. Locking Nut
7. Nut
8. Flat Washer
9. Spring Can
10. Brake Head
11. Anchor Bracket

12. Slack Adjuster Control
Arm Bracket
13. Bolt
14. Adjuster Nut
PARKING BRAKE CHECK-OUT

Refer to Brake Circuit Checkout in this section to
check and troubleshoot the parking brake hydraulic
circuit and components.
J07012 01/04
Parking Brake
J7-7
NOTES
J7-8
Parking Brake
01/04 J07012
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-1
STEERING CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-1
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-1
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-1
HIGH PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-1
L01033
Index
L1-1
NOTES
L1-2
Index
L01033
SECTION L2
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3

HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
Brake Cooling Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
Brake Control Valve (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
Low pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-5
L02035
Hydraulic System
L2-1
NOTES
L2-2
Hydraulic System
L02035
HYDRAULIC SYSTEM
HYDRAULIC SYSTEM DESCRIPTION
The following information describes the major components of the Model 530M hydraulic system, including the hoist circuit, steering circuit, and brake
cooling circuit. Detailed information for the hydraulic
brake system can be found in Section J of the manual. Refer to hydraulic system schematic in Section
R.
Hydraulic Tank
The hydraulic tank (Figure 2-1) is divided into two
sections. The front section (1) provides the oil supply
for the steering and brake circuits. The rear section
(2) provides the oil supply for the hoist and wet disc
brake cooling oil. The total hydraulic system requires
approximately 710 liters (187.6 gal). Refer to Section
P, Lubrication and Service for the recommended oil
specification for use under various ambient temperatures and tank refill capacity. The oil level should be
checked periodically with the body down, engine
stopped, and the truck parked on level ground.
FIGURE 2-2. HYDRAULIC PUMPS

1. PTO
2. Hoist Pump
3. Steering/Brake Pump
4. Transmission Cooling
Pump
In the front section of the tank, oil used for steering

and brakes flows from the bottom of the tank to the
inlet housing of the pump, mounted to the transmission pump on the lower left PTO of the transmission.
In the rear section of the tank, oil flows from the bottom of the tank to the inlet housing of the pump (2,
Figure 2-2) mounted on the left top of the PTO (1) of
the transmission, for the hoist circuit.
As the truck body is raised and lowered, some tank
pressurization occurs as the hoist cylinders are
retracted and oil returns to the tank. Excess pressure
is relieved by a breather valve (5, Figure 2-1)
mounted on top of the tank.
FIGURE 2-1. HYDRAULIC TANK
1. Tank Front Section
2. Tank Rear Section
3. Drain
4. Hoist Valve
L02035
5. Breather Valve
6. Pressure Release
7. Filter
Oil also flows, from another area of the rear section

of the tank, to the inlet housing of the pump (5)
mounted on the right top PTO of the transmission for
the brake cooling circuit.
Hydraulic System
L2-3
FIGURE 2-3. STEERING CIRCUIT COMPONENTS

1. High Pressure Filter
2. Bleeddown Manifold
3. Accumulators
4. Flow Amplifier Valve
5. Manifold
6. Steering Cylinders
Bleeddown Manifold
The steering and brake pump (3, Figure 2-2) supplies
oil to a high pressure filter (1, Figure 2-3) then to the
bleeddown manifold (2), located on the inside left
frame rail just forward of the filter.
Oil within the bleeddown manifold is directed to the
accumulators (3), flow amplifier (4), steering valve
and steering cylinders (6), via the flow amplifier. Oil is
also supplied from the bleeddown manifold to the wet
disc brake system for service brake application.
The steering and brake pump has a compensator set
at 193.3 kg/cm2 (2750 psi) to regulate the steering
and brake pressure. Oil returning from the steering
and brake circuits flows back to the tank (1, Figure 24) through a defuser (5) mounted in the bottom of the
tank.
FIGURE 2-4. HOIST VALVE
Hoist Valve
Hoist valve (2, Figure 2-4) is located on the rear of
the hydraulic tank, between the tank and the left
frame rail. The hoist valve is controlled by a hoist
pilot control valve.
L2-4
1. Hydraulic Tank
2. Hoist Valve
3. Hoist Pilot Valve Supply
Hydraulic System
4. To Hoist Pilot Valve

5. Diffusers
(Inside Tank)
L02035
Hoist Pump
Filters
Oil from the tandem gear pump (2, Figure 2-2),

mounted on the left side of the transmission PTO, is
directed to the split spool hoist valve. Whenever the
truck body is not being raised, the oil is directed
through the rear brake cooling circuit before returning
to tank. On its path it will pass through a pair of filters
and a heat exchanger. This circuit also utilizes a
brake control valve (BCV). If the rear brakes are not
applied, 50% of the oil returning from the hoist valve
will be bypassed around the rear brake cooling circuit
and flow directly to tank.
High Pressure Filter
An internal, adjustable relief valve protects the hoist

circuit from pressures in excess of 193 kg/cm2 (2750
psi).
The truck is equipped with one high pressure filter

with a Beta 12 = 200 rating, for the steering and
brake system. The filter assembly has a built-in
bypass system which activates a message in the
"MOM" display panel when the differential pressure
across the filter exceeds 2.5 kg/cm2 (35 psi).
The filter should be changed as soon as possible
after the indication in "MOM", before actual by-pass
occurs. For the regular filter service interval, refer to
Lubrication and Service, Section P, or replace when
the indicator light turns on.
Low pressure
Brake Cooling Pump
The tandem gear pump (5, Figure 2-2), mounted on
the right side of the transmission PTO, directs oil flow
to the front and rear brake cooling circuits. The front
(drive shaft end) section provides oil for the front
brake circuit while the other section provides oil for
the rear brake circuit.
Brake Control Valve (BCV)
The truck is also equipped with three low pressure filters, for the hoist and brake cooling circuits. All three
filters have a built in bypass system which also activates a display message in "MOM" when the differential pressure indicates by-pass for any of the filters.
The filter elements should be changed as soon as
possible after the indication in "MOM", before actual
by-pass occurs. For the regular filter service interval,
refer to Lubrication and Service, Section P, or replace
when the indicator light turns on.
Each circuit has its own brake control valve (BCV). If

the brakes are not applied, 50% of the cooling oil is
bypassed around the brakes and heat exchanger to
be returned directly to the tank. This reduces power
loss caused by excessive oil flowing through the
brake housing. Also built into the BCV's is a relief
valve which will activate at 9 kg/cm2 (128 psi). When
actuated, the pilot relief valve will cause the main
relief valves to open allowing the excess oil to return
to tank.
L02035
Hydraulic System
L2-5
NOTES
L2-6
Hydraulic System
L02035
SECTION L3
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
Gap Measurement - Hydraulic Tank Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
HYDRAULIC TANK STRAINERS AND DIFFUSERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8
HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-8
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9
HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-11
Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-13
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-14
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
TROUBLESHOOTING GUIDE (HOIST PUMP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
L03031
5/04
Hydraulic Component Repair
L3-1
NOTES
L3-2
5/04 L03031
HYDRAULIC COMPONENT REPAIR

HYDRAULIC TANK
Filling Instructions
1. Lower the dump body, and turn the keyswitch
OFF to shut down the engine.
The hydraulic tank may be pressurized! Depress

relief valve (2, Figure 3-1) and release hydraulic
tank filler cap slowly to remove any internal pressure.
2. Depress relief valve (2, Figure 3-1) for 30 - 45
seconds to release any internal tank pressure.
Turn oil filler cap (4) slowly counterclockwise to
release any possible residual tank pressure.
3. Using a filtered (3 micron) filling apparatus, fill
the tank with recommended oil, until oil is visible
in top sight glass (5). Refer to Lubrication Chart,
Section P, for oil recommendations.
NOTE: If the hydraulic tank has been completely
drained, refill capacity is: 576 Liters (152 gal.)
4. Replace fill cap.

5. Oil Level Upper Sight
1. Hydraulic Tank
Glass
2. Pressure Relief Valve
6. Oil Level Lower Sight
3. Breather
Glass
4. Filler Cap
7. Oil Drain
5. Start the engine, and raise and lower the dump

body 2-3 times to circulate oil and fill lines/components.
6. Lower the dump body, and turn the keyswitch
OFF to shut down the engine. If the oil level falls
below lower sight glass (6), repeat Steps 2
through 4.
Service
When servicing the hydraulic tank, always refer

to Filling Instructions to relieve any internal tank
pressure before opening tank.
1. When checking oil level, or any other service,
inspect breather (3, Figure 3-1) to be certain
that it is open to the atmosphere. Clean any
excess accumulations of dirt/mud, etc. from
around the breather. Clean/replace breather
element as necessary.
2. Whenever oil is drained from the tank, clean diffusers (7 & 11, Figure 3-2) and strainers (8, 9, &
10).
L03031
5/04
L3-3
Removal

component connection until engine is stopped
and key switch has been OFF for at least 90 seconds.
physician familiar with this type of injury is not
received immediately.
has been operating. Avoid spillage and contamination.
1. Turn key switch OFF and allow at least 90 seconds for the steering accumulators to bleed
down.
2. Drain hydraulic tank (1, Figure 3-1) by use of
the drains (7) located in the bottom of the tank.
3. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
4. Disconnect hydraulic lines. Plug lines to prevent
spillage and possible contamination to the system. Tag each line as removed for proper identification during installation.
FIGURE 3-2. HYDRAULIC TANK (TOP VIEW)

7. Diffusers
1. Hydraulic Tank
8. Strainers
9. Wire Mesh Strainer
3. Breather
10. Strainer
4. Filler Cap
11. Diffuser
5. Sight Glass Guard
6. Access Cover
5. Attach a lifting device to the hydraulic tank.

6. Remove the capscrews and lockwashers securing the hydraulic tank to the frame.
7. Move the hydraulic tank to a clean work area for
disassembly or repair.
L3-4
5/04 L03031
FIGURE 3-3. HYDRAULIC TANK MOUNTING

1. Tank Mount
2. Nut
3. Washer
L03031
5/04
4. Capscrew
5. Hydraulic Tank
6. Capscrew
7. Spacer
8. Capscrew
9. Shim
L3-5
Installation
1. Lift the hydraulic tank into position, and secure
with the four upper capscrews and lockwashers, only. DO NOT install the lower capscrews
at this time.
Gap Measurement - Hydraulic Tank Mounting
2. Ensure the upper mounting capscrews are
tightened to 549 55 Nm (405 40 ft.lb.).
3. Measure the gaps (dimension X, Figure 3-4)
behind the two lower mounting capscrew holes.
If either of the gaps exceed 0.397 mm (0.0156
in.), shims are required. (Use the larger of the
two gaps to determine a shim pack.)
4. Install shims, accordingly.

5. Install spacers (7, Figure 3-3), and the lower
mounting capscrews and washers. Tighten the
capscrews to 549 55 Nm (405 40 ft.lb.).
6. Uncap hydraulic lines and attach to the proper
connections.
7. Fill the tank with hydraulic oil.
8. Bleed all air from hydraulic pump suction lines
before starting engine.
FIGURE 3-4. HYDRAULIC TANK MOUNTING - GAP MEASUREMENT
L3-6
5/04 L03031
HYDRAULIC TANK STRAINERS AND

DIFFUSERS
Removal
1. Shut engine down by turning the key switch
OFF. Wait at least 90 seconds for the accumulators to bleed down.
NOTE: Be prepared to contain approximately 152
gal. (576 l) of hydraulic oil. If oil is to be re-used,
clean containers must be used with a filtering system
available for refill.
2. Open the drain valves (14, Figure 3-5) at the
bottom of the hydraulic tank and drain the oil
from both front and rear tank sections.
3. Remove nuts and lockwashers securing the
pump inlet line and return line to the hydraulic
tank. Plug or cap lines to prevent contamination.
4. Remove capscrews (8 & 13). Remove covers
(8, 9, and 14) and gaskets.
5. Remove strainers (9 & 11) and diffusers (6)
from hydraulic tank.
6. Remove diffuser (3, Figure 3-6) from the
hydraulic tank.
7. Remove capscrews and washers (1) securing
cover (2) to the hydraulic tank. Remove the
cover and gasket.
8. Remove wire mesh strainer (10, Figure 3-5).
FIGURE 3-5. STRAINER/DIFFUSER SERVICE

1. Hydraulic Tank
3. Breather
4. Filler Cap
5. Access Cover
6. Diffusers
7. Cover
8. Capscrews
9. Strainers
11. Strainer
12. Cover
13. Capscrews
14. Oil Drain
15. Diffuser

NOTE: Inspect the strainer and diffuser thoroughly
for damage or metallic particles. The quantity and
size of any particles found may provide an indication
of excessive component wear in the hydraulic
system.
1. Clean the strainers with cleaning solvent from

the inside out.
2. Inspect the strainers for cracks or damage.
Replace, if necessary.
3. Clean the diffusers with cleaning solvent from
the outside in.
4. Inspect the diffusers for cracks or damage.
Replace, if necessary.
5. Clean any sediment from bottom of hydraulic
tank.
L03031
5/04
L3-7
HYDRAULIC TANK BREATHER

The hydraulic tank breather, mounted on the top
cover of the hydraulic tank access cover, will relieve
internal tank pressure automatically if pressure it
reaches 0.7 kg/cm2 (10 psi). It also contains a vacuum relief valve to allow the pumps to pick up oil
when no pressure is present in the tank.
The breather should be serviced every 250 hours of
operation.
Service
1. Shut off the engine and relieve any internal
pressure using the relief valve on top of the
hydraulic tank.
2. Clean dirt accumulation from the area around
the breather.
3. Remove breather from the tank.
4. Remove snap ring (1 Figure 3-7), cover (2), and
filter element (3).
FIGURE 3-6. SIDE COVER AND DIFFUSER
1. Capscrews &
Washers
2. Cover
3. Diffuser
5. Clean the breather in solvent and dry thoroughly.

6. Install a new filter element, making sure to lubricate the o-rings with oil during the assembly.
7. Install the breather on the hydraulic tank.
Installation
1. Install strainers (9 & 11, Figure 3-5) and diffusers (6).
2. Using new gaskets, install covers (7 & 12).
Install capscrews (8 & 13). Tighten to standard
torque.
3. Install diffuser (3, Figure 3-6) in the hydraulic
tank.
4. Install wire mesh strainer (10, Figure 3-5).
5. Place cover (2) and a new gasket into position
on the hydraulic tank. Install capscrews and
washers (1). Tighten the capscrews to standard
torque.
6. Uncap and connect inlet and outlet lines.
7. Fill hydraulic tank with clean hydraulic oil.
8. Loosen connection at hydraulic pump inlets to
bleed out all trapped air from inlet line and make
sure pump housing is filled with oil. Tighten
pump inlet connections.
FIGURE 3-7. HYDRAULIC TANK BREATHER

1. Snap Ring
2. Cover
3. Element
9. Refer to Filling Instructions.
L3-8
5/04 L03031
HYDRAULIC SYSTEM FLUSHING

PROCEDURE
b. Steer full left (keeping pressure against the

steering wheel) and hold for 10 seconds.
The following instructions outline the procedure for

flushing the hydraulic system.
c. Steer full right (keeping pressure against the

steering wheel) and hold for 10 seconds.
NOTE: If a system component fails, an oil analysis

should be performed before replacing any
component. If foreign particles are present, the
system must be flushed. All flexible hoses should be
removed and backflushed with cleaning solvent.
Inspect for small particles which may be trapped
inside the hose.
10. Increase engine speed to full throttle and steer

full left, and then full right.
1. Shut the engine off. Allow at least 90 seconds

for the accumulators to bleed down.
2. Thoroughly clean the exterior of the tank. Drain
the hydraulic tank and remove top cover. Flush
the interior of hydraulic tank with a cleaning solvent. Inspect all hydraulic hoses for deterioration or damage.
3. Remove, clean and replace the hydraulic tank
strainers. Replace the hydraulic filter elements.
4. Fill the hydraulic tank with clean filtered hydraulic oil. Replace top cover.
NOTE: The final filter in the filling apparatus must be
3 micron.
11. Return all controls to NEUTRAL.

12. Reduce engine speed to 1000 RPM and perform the following:
a. Fully extend the hoist cylinders, and then
allow the cylinders to float down - repeat four
times.
NOTE: As third stage starts out of hoist cylinder in
the power up mode, slowly decrease engine speed to
prevent full extension of the third stage.
b. Extend hoist cylinders and hold at full extension for 10 seconds. The hoist control lever
must be held in the RAISE position.
c. Lower hoist cylinders and hold lever in the
LOWER position for 10 seconds after cylinders are fully retracted.
5. Set all controls in the NEUTRAL position. Do

not steer the truck or operate controls until the
next step is completed.
6. Start the engine, and operate at 1000 RPM for
four minutes. This will circulate oil with all
valves in the NEUTRAL position.
7. To increase flow and turbulence in the system,
increase engine speed to full throttle and maintain for four minutes. This will carry contaminates to the hydraulic tank.
for the accumulators to bleed down. This will
return all contaminants in accumulators to the
hydraulic tank.
NOTE: Hydraulic tank oil temperature should be
110-130F (43-54C) after performing Step 11. If
not, repeat Step 9 to increase oil temperature to the
proper operating range.
Do not continue to hold in RAISE/LOWER excessive hydraulic oil heating can occur.
13. Increase engine speed to full throttle and perform the following:
a. Hoist up to full extension (see NOTE above),
then allow cylinders to float down.
b. Return hoist control to NEUTRAL.
for the accumulators to bleed down.
15. Remove hydraulic filters, clean housings and
install new filters.
16. With hydraulic system charged, inspect all connections and fittings for leaks. Tighten or repair
any leaking connections. Refill hydraulic tank if
necessary.
9. Start the engine and operate at 1000 RPM

while performing the following:
a. Steer truck full left then full right - repeat four
times.
L03031
5/04
L3-9
HYDRAULIC PUMPS
The hoist circuit pump (2, Figure 3-8) and the brake
cooling circuit pump (7) are similar in design.
Removal and installation procedures below are applicable to either pump. Pump rebuild instructions are
also applicable to both pumps.
Removal
1. Turn key switch OFF and allow at least 90 seconds for the accumulators to bleed down.

lines. Tighten all connections securely before
this type of injury is not received immediately.
2. Drain the hydraulic tank by use of the drain
valves on the bottom of both sides of the
hydraulic tank.
3. Loosen the capscrews securing the pump suction hoses to the pump and allow oil to drain.
Remove suction hoses.
4. Disconnect pump outlet lines. Cap or cover
lines to prevent contamination of the hydraulic
system.
The hydraulic pumps weigh approximately 55 kg

(121 lbs.) each. Use a suitable lifting device that
can handle the load safely.
5. Attach a suitable lifting device to the pump that
6. Remove capscrews and lockwashers securing
the pump to the mounting. Remove pump.
7. Move pump to a clean work area for disassembly.
FIGURE 3-8. PUMP REMOVAL AND

INSTALLATION
1. Suction Hoses
2. Hoist Pump
3. Outlet Hoses
4. Brake Control Valve
(BCV)
5. Hoist Valve
6. PTO
Installation
1. Using a new O-ring, lift pump into position on
PTO mounting studs. Install hardened flatwashers and nuts. Tighten nuts evenly to standard
torque.
2. Using new O-rings on flange fittings, install suction hoses and outlet hoses. Install capscrews
and lockwashers but do not tighten.
3. Refill the hydraulic tank.
4. Loosen suction hose flange clamps until air is
discharged from lines. Tighten all hose flange
clamp capscrews to standard torque.
5. Start engine, check for leaks and proper
hydraulic tank oil level.
L3-10
5/04 L03031
FIGURE 3-9. HYDRAULIC PUMP ASSEMBLY

(Hoist Circuit Pump Shown)
1. Front Drive Gear
2. Snap Ring
3. Seal
4. Plug
5. Flange Plate
6. Body (Front)
7. O-Ring
8. Bearing Plate
9. Splined Coupling
10. Rear Drive Gear
11. Body (Rear)
12. Cover Plate
13. Stud
14. Nut
15. Hardened Flatwasher
16. Rear Idler Gear
17. O-Ring
18. Dowel Pin
19. O-Ring
20. O-Ring
21. Steel Ball
22. Front Idler Gear
Disassembly
1. Clean the outside of the pump thoroughly.
PUMP REBUILD
The following rebuild procedures are applicable to
both the hoist circuit pump and the brake cooling circuit pump.
This rebuild procedure describes the disassembly,
inspection, and reassembly for a typical gear type
pump as used on this truck. Slight design variations
may be noted. Refer to the Parts Manual for actual
parts installed and for seal service kits available.
2. Place the pump on a workbench and mark the

pump sections on the side nearest the drive
shaft extension. These marks will be used for
correct matching of parts when reassembling
the pump.
3. Remove nuts (14, Figure 3-9) and washers
(15).
4. Remove flange (5). If the flange is stuck, use a
plastic hammer or wooden mallet and tap the
edges of the flange to loosen it.
NOTE: If shaft seal replacement only is required,
further disassembly is not necessary. Refer to Seal
Replacement for instructions.
L03031
5/04
L3-11
FIGURE 3-10. ISOLATION PLATE REMOVAL

1. Isolation Plate
2. O-Ring
3. Backup Ring
4. Ring Retainer
FIGURE 3-11. DRIVE GEAR REMOVAL

1. Drive Gear
2. Pressure Plate
5. Remove ring retainer (4, Figure 3-10), O-ring

(2), back-up ring (3), and isolation plate (1).
6. Grasp the drive gear shaft extension (1, Figure
3-11) and lift it upward to dislodge the pressure
plate (2). Grasp the plate between thumb and
forefinger and lift it straight up off the shafts.
When removing the rolled up metal, do not

attempt to remove gear track-in grooves.
NOTE: When disassembling the tandem pump, as

parts are removed from each pumping section, they
should be laid out in a group and in the same order in
which removed.
7. Lift drive gear and idler gear straight up out of
the bore of the body.
8. Examine the gear bores in body (1, Figure 312):
During the initial break-in at the factory the gears
cut into body. The nominal depth of this cut is
0.20 mm (.008 in.) and should not exceed 0.38
mm (.015 in.). As the gear teeth cut into the
housing, metal is rolled against the pressure
plates.
Using a knife or sharp pointed scraper,
remove the metal that was rolled against
the top pressure plate. Also, remove the
metal that is rolled against the pressure
plate in the bottom of the body. Blow out
the metal chips that were broken loose.
This will help to keep the pressure plate
from hanging as it is lifted from the bottom
of the gear bores.
L3-12
FIGURE 3-12. GEAR BORE INSPECTION

1. Body
2. Gear Track-in
Grooves
5/04 L03031
9. To remove bottom pressure plate (2, Figure 313), insert an expandable bearing puller (1) in
the shaft bore of the plate and tighten it.
a. By applying a light forward and back force to
the puller handle, the plate can be dislodged.
b. Lift the plate straight up and out.
10. If a bearing puller is not available, grind a
screwdriver shape on the short end of an Allen
wrench. Insert the ground end of the wrench
into the shaft bore and lift the plate up.
a. Move the wrench to the opposite bore and lift
up, repeating this action until the plate has
been dislodged.
b. With thumbs in the bores of the plate, lift it
straight up and out.
Use extreme care in removing the plate. Do not

pry or force. If the plate hangs, work it up and
down until free, then lift it out.
FIGURE 3-13. PRESSURE PLATE REMOVAL

1. Bearing Puller
2. Pressure Plate
11. Remove ring retainer, O-ring, back-up ring, and

isolation plate located under the pressure plate
removed in step 9 (or 10).
12. Lift the body straight up and off of the studs. If
the body is stuck on the dowels, use a plastic
hammer or wooden mallet and tap around the
body to loosen it.
13. Remove spline coupling (9, Figure 3-9) from the
rear drive shaft.
NOTE: Some pumps have O-rings (19) installed
around the studs in the top surface of the bearing
plate (8). These O-rings are used to prevent vibration
of the studs under load conditions.
14. Remove the O-rings and lift the bearing plate
off. It may be necessary to tap the plate lightly
with the mallet to loosen it from the dowels.
15. To complete the disassembly of the pump
repeat steps 5 through 11 as applicable to the
rear section.
16. Refer to Seal Replacement for flange plate seal
removal instructions.
17. Inspect all parts to determine which if any,
should be replaced.
L03031
5/04
Inspection Of Parts
1. Visually inspect the gear bores in the pump
bodies. During initial break-in at the factory, the
gears cut into the housing. The nominal depth
of this cut is 0.20 mm (.008 in.) and should not
exceed 0.38 mm (.015 in). Due to the hydraulic
loading of the gears, the cut will start on the
suction side of the body and will continue about
one third of the way around each gear bore.
The cut should be smooth with no deep grooves
or deep scratches. Reject the body if the depth
of the groove is greater than 0.38 mm (.015 in.),
or if the gear bores look like they have been
sand blasted. Reject the body if it is cracked or
otherwise damaged.
2. Examine the pressure plates They should not
show excessive wear on the bronze side. If
deep curved wear marks are visible, reject
them.
3. Examine the gears. If excessive wear is visible
on the journals, sides, or face of the gears, or at
the point where the drive gear rotates in the lip
seal, reject them.
L3-13
Assembly
1. Refer to Seal Replacement for flange plate seal
installation instructions.
2. Place rear pump body (11, Figure 3-9) so that
the matching mark made in disassembly step 2
will be facing you. If a new body must be used,
make sure the side facing you is the same as
the one marked on the old body.
NOTE: Observe that the body has a wide and a
narrow boss. The side having the wide boss is
always the suction side of the body.
3. Using clean hydraulic oil, coat the inside of
pump body (11).
4. Out of the group of parts from the rear section,
examine the two isolation plates. You will find
that they are slightly different. Choose the one
having the rounded edge as shown by the
arrow in Figure 3-14. With the rounded edge
down, install the plate (on the suction side) in
the bottom of the body.
5. Install back-up ring (7, Figure 3-15), O-ring (6),
and ring retainer (2).
6. With the bronze side facing up and the rounded
trap slots toward the outlet side of the body,
slide pressure plate (2, Figure 3-16) down into
the gear bores until it rests firmly at the bottom
of the pump body. Do not force the plate down
the gear bores. If the plate hangs or binds on
the way down, work it back and forth carefully
until it slides freely into position.
FIGURE 3-14. ISOLATION PLATE INSTALLATION

1. Isolation Plate (Rounded Edge)
L3-14
FIGURE 3-15. ISOLATION PLATE ASSEMBLY

1. Pump Body
2. Ring Retainer
3. Stud
4. Dowel Pin
5. Isolation Plate
6. O-Ring
7. Back-up Ring
8. Drive Gear
7. Coat rear drive gear (10, Figure 3-9) with clean

hydraulic oil. With the splined end up, install the
drive gear in the bore nearest the mark that was
made in step 2.
8. Coat rear idler gear (16) with clean hydraulic oil
and install it in the bore opposite the drive gear.
FIGURE 3-16. PRESSURE PLATE INSTALLATION

1. Outlet Side (Body)
2. Pressure Plate
3. Trap Slots
4. Inlet Side(Body)
5/04 L03031
12. Install isolation plate on the suction side of the

pump body, then the back-up ring, O-ring, and
ring retainer.
13. Lay the bearing plate so the side faces up which
has the bearing extending out of the bore.
Install O-ring (7, Figure 3-9). Use clean heavy
grease to hold the O-ring in the groove.
14. Turn the bearing plate (8) over, with the O-ring
facing down, and the mark that was made in
step two facing you, slide bearing plate down on
the shafts until contact is made with the dowels.
Keep the bearing plate true with the dowels and
tap the plate gently with a plastic hammer or
wooden mallet until the O-ring rests firmly
against the rear pump body (11).
15. Install spline coupling with snap ring (9).
16. To install the studs (13), lubricate the threads
and screw the studs in until they are snug.
FIGURE 3-17. REAR DRIVE GEAR POSITIONING
17. Install stud O-rings (19).
2. Body Dowel Pin
18. Install O-ring (7) and dowels (18) in the bearing

plate.
9. Install dowels (18, Figure 3-9) in body (11).
19. With the gear bores turned up and the matching

mark facing you, slide front pump body (6)
down the studs until it rests firmly on the O-ring
in the bearing plate.
1. Rear Drive Gear
10. Before continuing to assemble the pump, the

rear set of gears must be positioned for proper
timing with the front set of gears. Refer to Figure 3-17:
a. Rotate the gears until the point of a tooth on
the drive gear (1, Figure 3-17) is in line with
the center of the dowel (2) in the body that is
nearest to the drive gear (See arrows).
20. Install dowels (16) in body (3).

21. To assemble the parts in the front pump section
repeat steps 3 through 6, as applicable.
b. This set of gears must remain in this position

until all remaining parts have been assembled.
11. With the bronze side facing down and the
rounded trap slots toward the discharge side of
the body, install pressure plate over rear drive
and idler gears.
L03031
5/04
L3-15
26. If the drive shaft extension is keyed, cover the

keyway with tape or thin shim material. If the
drive shaft extension is splined, coat the spline
with heavy grease. This will prevent damage to
the sealing lips as the flange plate and seals are
installed.
27. With the O-ring in the flange plate (5) facing
down, slide flange plate down over the studs
and shafts until the plate makes contact with the
dowels in pump body. With the plastic hammer
or wooden mallet, tap the flange plate gently
into place
FIGURE 3-18. FRONT DRIVE GEAR TIMING

1. Front Drive Gear
2. Tooth Valley
22. In step 10, the rear set of gears was positioned

for timing. The drive gear in the front section
must now be correctly positioned.
a. With the extension end of drive gear (1, Figure 3-18) up, slide the gear down to the
splined coupling.
b. Before engaging the shaft spline into the
coupling, rotate the shaft until the valley (as
shown by the arrow in Figure 3-18) between
two gear teeth is lined up with the center of
the dowel nearest to the gear.
28. Lubricate the threads and install washers (15)

and nuts (14) on two opposite studs. Tighten
nuts to 22.1 to 24.2 kg.m (160 to 175 ft. lbs.).
29. Using a 10" adjustable wrench, check to see if
the drive shaft will turn. The shaft will be tight
but should turn freely with a maximum of 0.7 to
1.4 kg.m (5 to 10 ft. lbs.).
30. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or foreign material causing build-up or interference
between the parts.
31. Remove the cause and reassemble as before.
32. When the shaft turns properly, lubricate the
threads and install the remaining nuts and
washers on the studs. Tighten nuts to 22.1 to
24.2 kg.m (160 to 175 ft. lbs.) in an alternating,
progressive pattern.
c. If you find the spline will not enter the coupling without the valley being off center with
the dowel, lift the shaft slightly and rotate it to
the next valley and try again.
d. Continue to do this until you find the combination of valley and spline that will allow the
valley to be centered with the dowel
23. Install idler gear (22, Figure 3-9) and pressure
plate. Make certain the bronze side of the plate
faces down and the traps face the discharge
side of this body.
24. Install isolation plate, back ring, O-ring, and ring
retainer over pressure plate.
25. Install O-ring (20) in the flange plate (5). Use
clean heavy grease to hold the O-ring in the
groove.
L3-16
5/04 L03031
Bearing Replacement
If the bearings are worn beyond the gray teflon into
the bronze material, the complete flange or body
housing should be replaced. Installing a new bearing
in an old flange or body is not recommended.
Seal Replacement
Seal kits are available for replacing the shaft seals
only, if desired. If only the shaft seals are to be
replaced, refer to disassembly and assembly instructions for removal procedures for the flange plate only.
Complete pump disassembly is not required.
1. Remove the snap-ring from the bore. Lay the

flange plate on a work bench or other suitable
work surface as shown in Figure 3-19. Face the
pilot down and prevent the machined surfaces
from being dented or scratched by using a
piece of clean wood, heavy cardboard, or other
suitable material between the plate and the
work surface.
FIGURE 3-19. SEAL REMOVAL PREPARATION

1. Flange
2. Bearings
3. Wooden Blocks
2. Using a punch and mallet, tap the old seal (or

seals) out of the bore (See Figure 3-20).
Do not mar or scratch the bore surfaces. Do not

mar the bearing surfaces and/or their end projections
3. Drive the seal straight out by moving the punch
around the seal as it moves down the bore.
4. If the flange contains two (double) seals,
remove the outer seal completely before
attempting removal of the inner seal. After the
outer seal is out, remove the snap ring, then the
inner seal.
5. After the seal is out, clean the bore thoroughly
and inspect for scratches or gouges which
might interfere with installation of the new seal.
6. If necessary, the bore may be smoothed with
No. 400 emery paper. Clean the bore again
afterwards.
7. A suitable seal press ring or plug, and two
wooden blocks 25 mm x 100 mm (1 in. x 4 in.),
approximately 250 mm (10 in.) long should be
at hand for use in installing the new seal (or
seals).
FIGURE 3-20. SHAFT SEAL REMOVAL

1. Flange
2. Punch
L03031
5/04
3. Bearings
L3-17
8. The following procedures are outlined for use

with a vise, but they can be adapted to the use
of a press if an appropriate one is available.
9. Open the vise jaws wide enough to accept the
combined thickness dimensions of the flange,
the wood blocks and the press ring (or plug).
10. Refer to Figure 3-21. Place the two wood blocks
(2) flat against the fixed jaw of the vise. Place
the flange plate (1) against the blocks in such a
position that the bearing projections (3) are
between the blocks and clear of the vise jaw.
11. The flange requires two replacement seals.
Position the first seal so that the rubber face
enters the bore first; the second seal should
enter the same way.
12. Place the press ring in position, centered over
the seal. Make sure that the seal stays centered
and true with the bore, and start applying pressure with the vise. Continue until the seal just
clears the snap-ring groove in the bore.
13. Open the vise and remove the press ring. Install
the snap-ring in its groove in the bore so that
the weep-hole is directly over the gap in the
snap-ring.
FIGURE 3-21. SEAL INSTALLATION (VISE)

1. Flange Plate
2. Wooden Blocks
3. Bearing Projection
14. Make sure the snap-ring has seated properly in

the groove. Observe orientation and positioning
procedures outlined in steps 11 and 12, and
start the second seal in the bore. Press it in until
it bottoms against the snap-ring.
15. Remove the flange plate from the vise, wash it
clean and blow it dry.
L3-18
5/04 L03031
TROUBLESHOOTING GUIDE
(Hoist Pump)
TROUBLE
POSSIBLE CAUSE
CORRECTIVE CHECKS
1. Sandblasted band around pressure plate bores
Was clean oil used?
2. Angle groove on face of pressure

plate
Was filter element change period

correct?
3. Lube groove enlarged and edges Abrasive wear caused by fine partirounded
cles - dirt (fine contaminants, not
4. Dull area on shaft at root of tooth visible to the eye).
Were correct filter elements used?

Hoist cylinder rod wiper and seals in
good condition?
5. Dull finish on shaft in bearing area
Cylinder rods dented or scored?
6. Sandblasted gear bore in housing
Was system flushed properly after

previous failure?
1. Scored pressure plates
Was system flushed properly after

previous failure?
2. Scored shafts
3. Scored gear bore
Abrasive wear caused by metal par- Contaminants generated elsewhere

ticles - (coarse contaminants, visible in hydraulic system?
to the eye).
Contaminants generated by wearing
pump components?
1. External damage to pump
Interference between pump and

adjacent components?
2. Damage on rear of drive gear and Incorrect pump installation

rear pressure plate only
Did shaft bottom in mating part?
1. Eroded pump housing
Tank oil level correct?
2. Eroded pressure plates
Aeration-cavitation
a. Restricted oil flow to pump
b. Aerated oil
Oil viscosity correct?

Restriction in pump inlet line?
Air leak in pump inlet line?
Loose hose or tube connection?
1. Heavy wear on pressure plate

2. Heavy wear on end of gear
Was oil level correct?

Lack of oil
1. Housing heavily scored

2. Inlet peened and battered
Tank strainers restricted?

Metal object left in system during initial assembly or previous repair?
Damage caused by metal object
Metal object generated by another

failure in system?
3. Foreign object caught in gear

teeth
1. Pressure plate black
2. O-rings and seals brittle
Metal object left in system during initial assembly or previous repair?

Excessive heat
3. Gear and journals black
Was relief valve setting too low?

Oil viscosity correct?
Oil level correct?
1. Broken shaft
Overpressure
2. Broken housing or flange
L03031
5/04
Relief valve setting correct?

Relief valve functional?
L3-19
NOTES
L3-20
5/04 L03031
SECTION L4
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3

STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
Steering Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
High Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16
L04040
Steering Circuit
L4-1
NOTES
L4-2
Steering Circuit
L04040
STEERING CIRCUIT
STEERING CIRCUIT OPERATION
The hydraulic pump supplies oil to the bleeddown
manifold (2, Figure 4-1). The bleeddown manifold
supplies oil to the steering accumulators (3) and the
steering control valve via the flow amplifier (4). Oil
entering the accumulators pushes the floating pistons within the accumulators upward, compressing
the nitrogen on the opposite side of the pistons. The
nitrogen pressure increases directly with steering circuit pressure. The top side of the pistons are precharged to 98.4 kg/cm2 (1400 psi) with pure dry
nitrogen. When the steering circuit pressure reaches
193.3 kg/cm2 (2750 psi) the accumulators will contain approximately 23 l (4 gal.) of hydraulic oil in
each accumulator under pressure. The accumulators supply hydraulic oil to the steering circuit in an
emergency situation should the hydraulic steering oil
supply be lost for any reason.
If a loss in steering pressure occurs, stop the

truck immediately. Pressure in the accumulators
allows the operator to steer the truck only for a
short period. Do not attempt further operation
until the problem is located and corrected.
Hydraulic oil from the bleeddown manifold flows to

the closed center steering control unit via the flow
amplifier. Oil entering the steering control unit is
blocked until the steering wheel is turned in a
desired direction. The steering control unit then
directs oil to the flow amplifier then to the steering
cylinders. Hydraulic oil at the opposite ends of the
steering cylinders flows back through the flow amplifier, bleeddown manifold and low pressure return filters to the hydraulic tank.
COMPONENT DESCRIPTION
Steering Control Valve
The steering control valve is mounted in the front
compartment of the of the cab, behind the access
panel.
Operation of the steering valve is, in effect, both
manual and hydraulic. The steering valve incorporates a hydraulic control valve. Steering effort
applied to the steering wheel by the operator actuates the valve, which in turn directs hydraulic oil
through the flow amplifier valve to the steering cylinders to provide the operator with power steering.
FIGURE 4-1. STEERING CIRCUIT COMPONENTS

1. High Pressure Filter
L04040
3. Accumulators
Steering Circuit
5. Manifold
L4-3
Bleeddown Manifold
High Pressure Filter
All check valves, relief valves and the bleeddown

solenoid are replaceable. Valves and solenoids are
replaced as a unit and are not repairable.
The high pressure filter is a secondary filtering system, filtering oil for the steering and brake apply circuits. Oil is filtered through a Beta 12=200 filter to
reduce the possibility of contamination and subsequent damage to the hydraulic system.
The steering circuit pressure is normally maintained

at 193.3 kg/cm2 (2750 psi) by the compensator
located in the steering/brake pump. Should a malfunction occur and system pressure exceed this setting, the bleeddown manifold relief valve will relieve
the pressure at 228.5 kg/cm2 (3250 psi).
The bleeddown solenoid will bleed off pressure contained in the steering accumulators each time the key
switch is turned to the OFF position.
Bleeddown Solenoid
Each time the key switch is turned OFF, it activates a
timer that energizes the bleeddown solenoid. When
the bleeddown solenoid is energized, all hydraulic
steering pressure, including the accumulators, is bled
back to the hydraulic tank.
After approximately 90 seconds the timer will deenergize to close the return port to tank. By this time
all the oil in the accumulators should have returned
to tank.
Accumulators
The accumulators are a floating piston type. The top
side of the accumulators are charged to 98.4 kg/cm2
(1400 psi) with pure dry nitrogen. Oil entering the
accumulators pushes the piston upward compressing the nitrogen on the top side of the piston. The
nitrogen pressure increases directly with steering circuit pressure. When steering circuit pressure
reaches 193.3 kg/cm2 (2750 psi) the accumulators
will contain a quantity of oil under pressure which is
available for steering the truck. The accumulators
also provide oil to be used in case of an emergency
situation should the pump become inoperative.
Located at the bottom of one accumulator is a pressure switch. The switch is a normally closed device
used to activate a warning buzzer and a red warning
light when the key switch is turned to ON position.
These alarms will signal anytime steering circuit
pressure is less than 130 kg/cm2 (1850 psi). At the
top of each accumulator is another pressure switch.
These pressure switches are electrical devices used
to activate the accumulator precharge warning light
should the nitrogen pressure fall below 5.86 kg/cm2
(850 psi). Should the precharge warning light come
on anytime the keyswitch is ON, the nitrogen must be
recharged to 98.4 kg/cm2 (1400 psi).
L4-4
If flow through the steering filter becomes restricted,

a switch located near the filter inlet will activate the
Maintenance Monitor warning lamp in the cab. Steering circuit filter element restriction will be recorded
and can be displayed on the "MOM"display. The indicator may activate when oil in the system is cold. If
this occurs, the light should go out when system
warms up. If the warning light illuminates after the oil
warms up, notify maintenance personnel at earliest
opportunity.
The high pressure filter element should be changed
every 1000 hours or when the steering pump filter
warning comes on. If the pressure differential indicator switch becomes defective, replace it with a new
part.
Warning Devices
Several methods are used to warn the operator of
impending problems in the hydraulic system.
Warning lamps on the left monitor display will illuminate if a problem occurs with low steering pressure
or low accumulator nitrogen precharge. If either or
both of these lights are on, the Central Warning
Lamp will illuminate. "MOM" will also display a fault
code indicating the exact problem, including the
accumulator with the low precharge or open switch
circuit. "MOM" will also display a course of action for
the operator to follow.
Flow Amplifier
The flow amplifier (Figure 4-2) is located on the left
frame rail forward of the front suspension. The flow
amplifier is used in the steering circuit due to the
large volume of oil displacement required for steering. The flow amplifier uses the amount of flow from
the steering control valve to determine the amount of
amplified flow to send from the bleed down manifold
to the steering cylinders.
Steering Circuit
L04040
FIGURE 4-2. FLOW AMPLIFIER
L04040
Steering Circuit
L4-5
FLOW AMPLIFIER SYSTEM OPERATION
No Steer
Refer to Figures 4-3 through 4-6 for oil flow paths

during the following conditions:
Neutral
Steering left
Steering right
External shock load
L4-6
High pressure oil from the steering pump and steering accumulators is available through the steering
bleeddown manifold to the HP port on the flow amplifier assembly.
Upon Entering the priority valve, it goes past the
spool to the closed amplifier valve and also out port P
through a hose to port P on the steering control unit.
In the control unit, it goes to a closed area in the control valve. As pressure builds up in these two areas,
oil passes through orifices in the end of the priority
valve and builds pressure on the end of the valve and
port PP. When pressure reaches approximately 35.2
kg/cm2 (500 psi), the spool moves compressing its
spring and closes off oil supply through area "A"
resulting in high pressure at PP but only 35.2 kg/cm2
(500 psi) at the amplifier spool and steering control
unit.
Steering Circuit
L04040

(No Steer)
L04040
Steering Circuit
L4-7
Steering Left
When the operator turns the steering wheel "left", the
steering control unit valve is opened to allow oil coming in port P to pass to the gerotor section of the control unit to turn the rotor. Oil in the other side of the
gerotor flows through other passages in the control
unit valve and out steering control unit port L. This oil
enters port L of the flow amplifier assembly and goes
to a closed area B in the directional valve.
This oil now inside sleeve E pushes valve F against

its spring to give the oil access to a series of holes K
that are in the same plane as hole G. The passage of
oil through holes K past the valve body is metered by
holes K being opened the same proportion as is hole
G. The number of holes K (7) in sleeve E determine
the amount of additional oil that is added to the steering control unit oil passing through hole G.
As pressure in this area builds, it also passes into the

spool through orifice C to the spring area on the end
of the directional valve. The pressure then moves the
spool compressing the springs on the opposite end.
This movement allows the oil entering area B to pass
through the directional valve to area D of the amplifier valve through sleeve E holes to a passage
between sleeve E and valve F, through hole G in
sleeve E where it initially is blocked by the valve
body.
This combined oil going to the center area Q of the

directional valve passes out port CL of the flow amplifier assembly and travels to the steering cylinders to
steer the front wheels to the left. As the cylinders
move, oil is forced to return out the opposite ends,
enter port CR of the flow amplifier assembly, pass
through the directional valve to area M, passes
through the return check valve N, and exit port HT to
the hydraulic reservoir.
As pressure builds up in this area, oil also flows from

area D around the outside of sleeve E around pin H
through orifice J to build pressure on the end of the
amplifier valve and opens hole G only enough to
allow the flow of oil coming from the steering control
unit to pass to the control area of the directional
valve.
At the same time, the movement of sleeve E opened
the holes near the spring end to allow the oil from the
priority valve to flow into the center of sleeve E.
L4-8
At the steering control unit when the operator turned

the steering wheel, supply oil from port P was also
delivered through the control unit valve to port LS.
This oil enters the flow amplifier assembly through its
LS port and builds pressure in the spring area of the
priority valve. This additional force on the spring end
of the priority valve causes area A to open and allow
the necessary flow and pressure to pass through the
amplifier valve to operate the steering cylinders.
The flow amplifier includes a relief valve in the priority spring area that is used to control maximum steering working pressure to 193 kg/cm2 (2750 psi) even
though supply pressure coming in to port HP is
higher. When 193 kg/cm2 (2750 psi) is obtained, the
relief valve prevents the LS pressure from going
higher and thereby allows the priority valve to compress the spring enough to close off the area A when
193 kg/cm2 (2750 psi) is present.
Steering Circuit
L04040

(Steering Left)
L04040
Steering Circuit
L4-9
Steering Right
Only a few differences occur between steer left and
steer right. When the operator turns the steering
wheel right, oil is supplied out ports R and LS of the
steering control unit.
The oil enters the flow amplifier assembly at port R

and shifts the directional valve the opposite direction.
The oil flows through the amplifier valve exactly the
same. The combined oil from the amplifier valve
passes through the center area Q of the directional
valve to port CR where it goes to the opposite ends
of the steering cylinders to turn the wheels right.
The returning oil comes back through port CL to go to
the tank. The LS oil operates exactly the same as
steer left.
L4-10
Steering Circuit
L04040

(Steering Right)
L04040
Steering Circuit
L4-11
No Steer, External Shock Load

When the operator is not turning the steering wheel,
the steering control unit valve supply is closed. The
directional valve remains centered by its springs thus
closing the passages to ports CL and CR. This creates a hydraulic lock on the steering cylinders to prevent their movement.
If the tires hit an obstruction to cause a large shock
load to force the wheels to the left, increased pressure will occur in the ends of the cylinders connected
to port CR. The shock and suction relief valve inside
the flow amplifier assembly at port CR will open at its
adjusted setting (218 kg/cm2 (3100 psi)) and allow oil
to escape from the pressurized ends of the cylinders
preventing a higher pressure.
L4-12
As the cylinders are allowed to move, the other ends

will have less than atmospheric pressure on port CL.
This low pressure permits oil that is escaping through
the CR port relief valve to flow through the check
valve portion of the shock and suction relief valve
connected to port CL. The oil then flows to the low
pressure ends of the cylinders to keep the cylinders
full of oil and prevent cavitation. A shock load in the
opposite direction merely reverses the above procedure.
Steering Circuit
L04040

(No Steer, External Shock Load)
L04040
Steering Circuit
L4-13
STEERING/BRAKE PUMP
Construction
The steering pump (Figure 4-7) is mounted on the

rear of the transmission pump, located at the lower
left side of the PTO. The steering pump driveshaft
connects to the transmission pump driveshaft
through a splined coupling. This pump also provides
the oil supply for the wet disc service brake application circuits.
A driveshaft (1, Figure 4-7) runs through the center

line of the pump housing (5) and valve plate (31) with
the pump cylinder barrel (30) splined to it.
The pump is a pressure compensated, piston type

pump, delivering oil through a high pressure filter
assembly to the bleeddown manifold. At the bleeddown manifold, oil is directed to the steering circuit
(accumulators, flow amplifier, etc.) and to the brake
system components mounted in the hydraulic cabinet.
The pump pressure compensator, located in the control group (mounted on the pump valve plate), maintains 193 kg/cm2 (2750 psi) oil pressure in both
circuits.
L4-14
A ball bearing (2) supports the driven end of the

driveshaft. A bushing, (part of the valve plate assembly) supports the other end.
The pump cylinder barrel is carried in a journal type
cylinder bearing, (35). The valve plate (31) has two
crescent shaped ports. Pumping piston/shoe assemblies (29) in the cylinder barrel are held against a
swashblock (27) by a shoe retainer (34). The shoe
retainer is held in position by the fulcrum ball (33)
which is forced outward by shoe retainer spring (32).
The spring acts against the pump cylinder barrel forcing the piston shoes against the swashblock. The
semi-cylindrical shaped swashblock limits the piston
stroke and can be swiveled in an arc shaped saddle
bearing (36). The swashblock is swiveled by the control group (not shown).
Steering Circuit
L04040
FIGURE 4-7. STEERING/BRAKE PUMP (Cross Section)

25. Guide Plate
13. Capscrew
1. Drive Shaft
26. Flat Head Screw
14. Plug
2. Driveshaft Bearing
27. Swashblock
15. O-Ring
3. Shaft Seal
28. Retainer Ring
16. Plug
4. Roll Pin
29. Piston/Shoe Assembly
17. O-ring
5. Housing
30. Cylinder Barrel
18. Roll Pin
6. Gasket
31. Valve Plate
19. O-Ring
7. Socket Head Screw
32. Shoe Retainer Spring
20. Seal Retainer
8. O-Ring Seal
33. Fulcrum Ball
21. Bearing Retainer Ring
9. Rear Shaft Cover
34. Shoe Retainer
22. Shaft Bearing Retainer Ring
10. Roll Pin
35. Cylinder Bearing
23. Roll Pin
11. Socket Head Screw
36. Saddle Bearing
24. Roll Pin
12. Spline Cover
37. Roll Pin
L04040
Steering Circuit
L4-15
Principle of Operation
Full Pump Volume (Figure 4-8):
Rotating the driveshaft clockwise turns the splined
cylinder, which contains the pumping pistons. When
the cylinder is rotated, the pistons move in and out of
their bores as the shoes "ride" against the angled
swashblock.
As the cylinder rotates, the individual piston bores
are connected, alternately, to upper (Port A) and
lower (Port B) crescent shaped ports in the valve
plate. While connected to the upper side (suction)
Port A, each piston moves outward, drawing fluid
from Port A into the piston bore until it's outermost
stroke is reached. At that point, the piston bore
passes from upper crescent port to the lower crescent port.
FIGURE 4-8. PUMP AT FULL VOLUME
While rotating across the lower crescent, each piston

moves across the angled swashblock face. Thus,
each piston is forced inward. Each piston displaces
fluid through the lower crescent to Port B until it's
innermost stroke is reached. At that point, the piston
bore passes from the lower to the upper crescent
again and the operating cycle is repeated.
Half Pump Volume (Figure 4-9):

A study of the diagram will show that the degree of
swashblock angle determines the length of piston
stroke (difference between outermost and innermost
position) thereby determining the amount of delivery
from the pump. In this case, the stroke angle is onehalf of the stroke angle shown in Figure 4-8. Therefore, the piston stroke is one half and pump delivery
is one half the delivery in Figure 4-8.
FIGURE 4-9. PUMP AT HALF VOLUME
Neutral Position (Figure 4-10):

Neutral position results when the control centers the
swashblock. The swashblock angle is now zero and
the swashblock face is now parallel to the cylinder
face. Therefore, no inward or outward motion of the
pump pistons exist as the piston shoes rotate around
the swashblock face. The lack of inward and outward
motion results in no fluid being displaced from the
piston bores to the crescents in the valve plate and
consequently no delivery from pump ports.
FIGURE 4-10. PUMP IN NEUTRAL POSITION
L4-16
Steering Circuit
L04040
SECTION L5
STEERING CONTROL UNIT
INDEX
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
REBUILD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-7
L05028
L5-1
NOTES
L5-2
L05028
STEERING CONTROL UNIT

Removal
NOTE: Clean steering control unit and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.
1. Shut off engine and bleed down steering circuit.
NOTE: To insure the hydraulic oil has completely
drained from the accumulators, turn the steering
wheel. If the wheels do not turn, all the hydraulic
pressure has been drained from accumulators.
2. Disconnect hydraulic lines. Plug lines securely
to prevent spillage and possible contamination
to the system. Tag each line as removed for
proper identification during installation.
Use care to avoid contact with hot oil. Avoid spillage and contamination.
3. Remove capscrews (7, Figure 5-1) from steering unit mounting bracket and remove control
unit.
FIGURE 5-2. STEERING CONTROL UNIT

5. "T" Port Hose
1. Brake valve
6. "P" Port Hose
2. Steering Control Unit
7. "R" Port Hose
3. "LS" Port Hose
4. "L" Port Hose
Installation
1. Lubricate external splines of stub shaft (11, Figure 5-1) with a molybdenum disulphide or multipurpose NLGI grease.
2. Place steering control unit (9) into position on
the mounting bracket. Install capscrews and
washers (7) and tighten to standard torque. It
may be necessary to loosen capscrews (10) to
ease in the alignment of the stub shaft and the
control unit.
FIGURE 5-1. STEERING CONTROL UNIT

INSTALLATION
1. Steering Column
2. Trim Cover
8. Front Access Cover
3. Capscrews & Washers 9. Steering Control Unit
4. Capscrews & Washers 10. Capscrews & Washers
5. Saddle Bracket
11. Stub Shaft
6. Capscrew & Nut*
L05028
3. With capscrews (3) loosened, allow steering

column to slide downward until stub shaft (11)
splines bottom in steering control unit (9). When
the stub shaft is at rest at the bottom of the input
collar, slide column out to obtain 0.08 to 0.120
in. (2 to 3 mm) clearance between end of stub
shaft and steering control unit. Tighten capscrews (3) to standard torque.
NOTE: The gap in Step 3 can be measured by
etching a line across saddle bracket (5) and the
bracket mounting face while the stub shaft is at rest
in the control unit. Pull the column away from the
control unit until the correct gap exists between the
mark on the bracket and the mark on mounting face.
L5-3
4. Carefully tighten capscrews (7 & 10). It is important to use care when tightening to be certain no
binding occurs between stub shaft and steering
unit splines.
Note: Be certain that the clearance adjusted in Step
3 remains between 0.08 and 0.120 inches (2 to 3
mm) when capscrews are tightened.
5. Remove plugs from the hydraulic lines. Be certain that the previously tagged hydraulic lines
are connected to their respective ports according to the markings on the steering control unit.
Serious personal injury to the operator or to anyone positioned near the front wheels may occur if
a truck is operated with the hydraulic steering
lines improperly installed. Improperly installed
lines can result in uncontrolled steering and/or
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
REBUILD PROCEDURE
Tools required for disassembly and assembly:
2 Screwdrivers (4-6 in. long, 1/8 in. flat blade)
1/2 inch Socket (12 point)
Breaker Bar
Torque wrench, 90 ft. lbs. (120 n.m) capacity.
Plastic hammer or rubber hammer
Retaining ring pliers
Fabricated spring installation tool (Figure 5-4).
The steering control valve is a precision unit manufactured to very close tolerances. Complete cleanliness is therefore a must when rebuilding the valve.
Work in a clean area and use lint free wiping materials or dry compressed air. Use a wire brush to
remove foreign material and debris from around
exterior joints of unit before disassembly. Clean solvent and hydraulic oil should be used to insure cleanliness and initial lubrication.
After servicing the steering control unit, hydraulic steering lines should be checked for correct
hook-up before starting the engine.
FIGURE 5-4. SPRING INSTALLATION TOOL

NOTE: This tool is extremely helpful during
centering spring installation.
FIGURE 5-3. VALVE PORT IDENTIFICATION

1. Steering Control
Valve
"T" - Return to Tank
"P" - Supply from Pump
"L" - Left Steering

"R" - Right Steering
"LS" - Load Sensing
6. Check for proper steering wheel rotation without

binding. Be certain wheel returns to neutral after
rotating 1/4 turn left and right. If necessary,
repeat steps 3 & 4.
L5-4
FIGURE 5-5. CLAMPING STEERING VALVE
L05028
Disassembly
1. Clamp unit in vise, meter end up. Clamp lightly
on edges of mounting area (See Figure 5-5).
Use protective material on vise jaws and DO NOT

over tighten jaws.
2. Match mark gear wheel set and end cover to
insure proper relocation during assembly. Refer
to Figure 5-6.
NOTE: Although the illustrations do not show the unit
in a vise, it is recommended that the unit be kept in
the vise during disassembly.
FIGURE 5-7. END COVER REMOVAL

1. End Cover
3. Gear Wheel Set
2. O-ring
4. Housing
FIGURE 5-6. MARKING VALVE COMPONENTS

1. Steering Control
Valve
2. Match Marks
3. Capscrew With
Rolled Pin
4. Pin Location Mark
3. Remove end cover capscrews and washers.

Remove capscrew with rolled pin (3, Figure 56). Mark location of capscrew with rolled pin to
facilitate reassembly.
4. Remove end cover (1, Figure 5-7) and O-ring
(2). Remove gear wheel set (3).
5. Remove Cardan Shaft (11, Figure 5-9) distribution plate (15) and O-ring (14).
6. Remove threaded bushing (4) and ball (3). Separate the spools from the housing. Remove Oring (5), kin ring (6) and bearing assembly (7).
7. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
8. Press the neutral position springs (10) out of
their slot in the inner spool.
9. Remove dust seal (2, Figure 5-8) using a
screwdriver. Use care not to scratch the seal
bore.
L05028
FIGURE 5-8. DUST SEAL REMOVAL

1. Screwdriver
2. Dust Seal
3. Housing

1. Clean all parts carefully with fresh cleaning solvent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to assembly
thoroughly lubricate all parts with clean hydraulic oil.
L5-5
FIGURE 5-9. STEERING CONTROL VALVE

1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-ring
6. Kin Ring
7. Bearing Assembly
8. Ring
L5-6
9. Pin
10. Neutral Position Springs
11. Cardan Shaft
12. Spacer
13. Tube
14. O-ring
15. Distribution Plate
16. Gear Wheel Set
17. O-ring
18. O-ring
19. End Cover
20. Washers
21. Rolled Pin
22. Capscrew With Bore
23. Capscrews
L05028
FIGURE 5-10. SPOOL AND SLEEVE ASSEMBLY

1. Slots
2. Hole
3. Spool
4. Sleeve
FIGURE 5-11. INSTALLING CENTERING

SPRINGS
Assembly
NOTE: When assembling the spool and sleeve, only
one of the two possible matching positions of the
spring slots can be used. The reason is that in the
other end of the sleeve and spool (opposite end of
the spring slots) there are three slots in the spool and
three holes in the sleeve. These must be opposite
each other on assembly so that the holes are partly
visible through the slots in the spool, refer to Figure
5-10.
1. Assemble spool and sleeve carefully so that the

centering springs slots line up.
2. Apply a light film of clean oil to the outside
diameter of the spool. Rotate spool while sliding
parts together.
The spool and sleeve are machined to very close

tolerances. DO NOT use force when rotating
parts during assembly. Be careful not to burr the
sleeve.
3. Test for free rotation. Spool should rotate
smoothly in sleeve with finger tip force applied
at splined end.
4. Align springs slots of spool and sleeve, then
stand parts on bench. Insert spring installation
tool (see Figure 5-11) through spring slots of
both parts.
L05028
1. Spring Installation
Tool
2. Centering Springs
NOTE: If spring installation tool is not available,

follow steps a. through d. under Alternate Method.
5. Position centering springs (two sets of four
each) on the bench so that the extended edge
is down and center section is together.
6. In this position insert one end of the entire
spring set into installation tool (Figure 5-11).
7. Compress expanded end of centering spring
set and push into spool and sleeve assembly.
Keep pressure on spring ends when withdrawing installation tool, push forward on spring set.
Alternate Method for Installing Centering Springs
a. To install the neutral position springs (without the aid of an installation tool), place a
screwdriver in the spool slot as shown in Figure 5-12.
b. Place one flat neutral position spring on each
side of the screwdriver blade. Do not remove
screwdriver.
c. Push two curved neutral position springs in
between one side of the screwdriver blade
and a flat spring. Repeat for the opposite
side. Remove the screwdriver.
d. Slide the inner spool in the sleeve. Compress the ends of the neutral position springs
and push the neutral position springs in
place in the sleeve. Install the cross pin.
L5-7
FIGURE 5-12. NEUTRAL POSITION SPRING INSTALLATION

8. Install ring (1, Figure 5-13) rear bearing race
(2), bearing (3) and front bearing race (4) in that
order. The chamfer on the rear bearing race
must be facing away from the bearing. Position
the O-ring and kin ring on the spool.
9. Place the dust seal in position. Using a flat, iron
block over the seal, tap into position.
10. Position the steering control valve with the
housing horizontal. While gently rotating the
parts, guide the spool and sleeve assembly into
the housing bore. Refer to Figure 5-14.
11. Install the check ball in the hole shown in Figure

5-15. Install threaded bushing and lightly
tighten.
12. Grease the housing O-ring with vaseline and
install in the housing groove.
13. Install the distribution plate (15, Figure 5-9),
aligning the channel holes to match the corresponding holes in the housing. Guide the cardan shaft (11) down into the bore. The slot in
the cardan shaft must be parallel to the cross
pin.
FIGURE 5-14. SPOOL AND SLEEVE

INSTALLATION

1. Ring
2. Rear Bearing Race
3. Bearing
L5-8
4. Front Bearing Race

5. Spool
6. Sleeve
1. Housing
2. Spool & Sleeve
L05028
FIGURE 5-15. CHECK BALL INSTALLATION

1. Housing
3. Check Ball Hole
2. Check Ball
4. O-ring
NOTE: Position the cardan shaft as shown in Figure
5-16, so that it is held up and in position by a
mounting fork. The mounting fork can be fabricated
from a small piece of thin gauge metal.
14. Grease the O-rings on both sides of the gear
wheel set with petroleum jelly and install.
15. Install gearwheel set.
NOTE: The gearwheel (rotor) and cardan shaft must
be assembled with a tooth base in the rotor
positioned in relation to the slot of the cardan shaft as
FIGURE 5-17. GEARWHEEL ROTOR

INSTALLATION
NOTE: Rotor and cross pin must now be in the
position shown in relation to each other. Refer to
Figure 5-18.
16. Install end cover. Install capscrews with washers.
NOTE: Install the special capscrew with rolled pin in
the position shown in Figure 5-5.
17. Tighten cover capscrews in a criss-cross pattern to 2 0.4 ft. lbs. (3 0.5 N.m) torque.
FIGURE 5-18. GEARWHEEL SET INSTALLATION
FIGURE 5-16. CARDAN SHAFT INSTALLATION
L05028
1. Gearwheel Set
2. Cross Pin (Outline)
3. Rotor
4. Cardan Shaft
L5-9
NOTES
L5-10
L05028
SECTION L6
STEERING CIRCUIT COMPONENT REPAIR
INDEX
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

BLEEDDOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Adjusting Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Testing and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
STEERING CYLINDER REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
L06029
Steering Circuit Component Repair
L6-1
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
PUMP REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Control Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
L6-2
L06029
STEERING CIRCUIT COMPONENT REPAIR

BLEEDDOWN MANIFOLD

component connection until engine is stopped
and keyswitch has been "off" for at least 90 seconds.
immediately.
Removal
NOTE: It may not be necessary to remove the
Bleeddown Manifold from the truck to replace
components. If a problem area has been isolated,
simply remove the inoperative component and
replace with a new part.
Adjusting Relief Valve

1. Bleed down the system and install a 350 kg/cm2
(5000 psi) pressure gauge in the pressure test
port (6, Figure 6-1) of the bleeddown manifold.
FIGURE 6-1. BLEEDDOWN MANIFOLD

6. Test Port
1. Brake Circuit Supply
7. From Accumulator
8. To Flow Amplifier
3. Return to Tank
9. From Flow Amplifier
5. Supply From Steering 10. Accumulator BleedPump
down Solenoid
2. Start engine and run at low idle speed.

3. Loosen locknut on compensator valve on steering pump.
4. Adjust the pump compensator valve, raising
pressure until bleeddown manifold relief valve
opens at 228 kg/cm2 (3250 psi).
5. If bleeddown manifold system relief valve setting is above or below 228 kg/cm2 (3250 psi),
carefully loosen the locknut on the relief valve
(4) and adjust the bleeddown relief valve pressure setting until 228 kg/cm2 (3250 psi) is
obtained.
NOTE: Each 1/16 turn of the adjusting screw is

equivalent to a setting change of approximately 7 kg/
cm2 (100 psi).
L06029
6. Secure bleeddown manifold system relief valve

with locknut, install acorn nut and tighten.
7. Turn steering pump pressure compensator
adjustment screw counterclockwise to reduce
pressure. (Steer truck and adjust to allow circuit
pressure to drop to approximately 175 kg/cm2
(2500 psi)).
8. Turn pressure compensator adjustment screw
clockwise to obtain 193.3 kg/cm2 (2750 psi) on
the gauge at the steering bleeddown manifold
test port. Tighten jam nut to lock adjustment
screw when correct pressure is obtained.
L6-3
Testing and Adjustment

1. Shut down engine, bleed down steering accumulators before opening circuit to take measurements, make repairs or to install or remove
a gauge.
2. Disconnect return to tank line (3, Figure 6-1)
from bleeddown manifold.
3. Start engine and run at low idle.
4. With oil at normal operating temperature, check
leakage; maximum allowable leakage is 32.8 ml
(1 oz.) per minute.
Never shut off key switch to activate accumulator

bleeddown with steering return lines open.
Return lines will contain accumulator oil flow
during the bleeddown cycle.
5. If leakage is excessive, reconnect return line at
bleeddown manifold valve.
6. Turn key switch to the "Off" position and allow
at least 90 seconds for the accumulators to
bleed down.
7. Remove the bleeddown solenoid valve (10) and
the 228 kg/cm2 (3250 psi) relief valve(4).
Replace O-rings on both valves and reinstall.
8. Repeat test procedure.
9. If leakage is still excessive, replace both the
bleeddown solenoid valve and the 228 kg/cm2
(3250 psi) relief valve.
L6-4
FIGURE 6-2. BLEEDDOWN VALVE SCHEMATIC

1. Accumulator Precharge Pressure Switch:
[60 kg/cm2 (850 psi)]
2. Nitrogen Charging Valve
3. Accumulators
4. Steering Pressure Switch: [130 kg/cm2 (1850
psi)]
5. Differential Valve
6. Outlet to Flow Amplifier
7. Return from Flow Amplifier
8. Piloted Check Valve
9. Relief Valve: [35.2 kg/cm2 (500 psi)]
10. Accumulator Bleeddown Solenoid
11. Supply to Brake System
12. Return to Tank
13. Relief Valve: [228 kg/cm2 (3250 psi)]
14. Supply from Steering Pump
15. Pressure Test Port
L06029
FLOW AMPLIFIER
Disassembly
Removal

applying pressure.
immediately.
1. Turn key switch "Off" and allow 90 seconds for

the accumulators to bleed down. Disconnect,
plug, and identify and tag each hydraulic line.
2. Support the flow amplifier valve and remove the
mounting capscrews. Remove valve.
3. Move valve to a clean work area for disassembly.
Installation
1. Support the flow amplifier and move into position.
2. Install mounting capscrews and tighten to standard torque.
3. Identify hydraulic line location, unplug lines and
connect at proper location. Tighten fittings
securely. Use new O-rings on the flange fittings.
The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the flow amplifier
valve. Work in a clean area and use lint free wiping
materials or dry compressed air. Use a wire brush to
remove foreign material and debris from around the
exterior of the valve before disassembly. Clean solvent and hydraulic oil should be used to insure cleanliness and initial lubrication.
1. Remove counterpressure valve plug (17, Figure
6-3), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove relief valve plug (18) and seal (19).
Using an 8 mm hex head allen wrench, remove
the relief valve assembly (20). Remove steel
seal (21).
3. Remove capscrew (37) and capscrews (36)
using a 10 mm and 13 mm hex head allen
wrench. Remove lockwashers (38 & 39).
Remove end cover (47).
4. Remove spring stop (41) and spring (42).
Remove spring stop (34) and springs (32 & 33).
Remove O-rings (40 & 49) and seal plate (50).
5. Remove spring control (31) and main spool
(29). Remove priority valve spool (43). Remove
spring control (25), springs (23 & 24) and spring
stop (22).
6. Remove amplifier valve spool assembly (51).
Set amplifier valve spool assembly aside for further disassembly, if required.
7. Remove shock and suction valve (28). Set
shock and suction valve aside for further disassembly, if required.
8. Remove capscrews (1 & 3) using a 10 mm and
13 mm hex head allen wrench. Remove lockwashers (2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and seal plate (9).
Remove spring (55).
10. Remove shock and suction valve assembly
(12). Set the shock and suction valve aside for
further disassembly, if required. Remove orifice
screw (13).
11. Remove orifice screw (53). Remove check valve
(54).
NOTE: If further disassembly is required for the

shock and suction valves refer to Figure 6-4.
L06029
L6-5
FIGURE 6-3. FLOW AMPLIFIER VALVE
L6-6
L06029
FIGURE 6-3. FLOW AMPLIFIER VALVE

1. Capscrew
2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-ring
7. O-ring
8. O-ring
9. Seal Plate
10. O-ring
11. O-ring
12. Shock/Suction Valve (Complete)
13. Orifice Screw
14. Valve Housing
15. Counterpressure Valve (Complete)
16. O-ring
17. Plug
18. Plug
19. Seal
20. Relief Valve (Complete)
21. Steel Seal
22. Stop
23. Spring
24. Spring
25. Spring Control
26. Orifice Screw
27. O-ring
28. Shock/Suction Valve (Complete)
29. Main Spool
30. O-ring
31. Spring Control
32. Spring
33. Spring
34. Spring Stop
35. Orifice Screw
36. Capscrews
37. Capscrew
38. Lockwasher
39. Lockwasher
40. O-rings
41. Stop
42. Spring
43. Spool
44. Name Plate
45. Orifice Screw
46. Spring
47. Cover
48. Pins
49. O-rings
50. Seal Plate
51. Amplifier Spool Assembly (Complete)
52. O-ring
53. Orifice Screw
54. Check Valve
55. Spring
L06029
FIGURE 6-4. SHOCK AND SUCTION VALVE

ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
NOTE: The flow amplifier valve is equipped with two

shock and suction valves and they are identical. The
shock and suction valves are only serviced as
complete valve assemblies. O-rings 1 & 3, Figure 6-4
are replaceable. Relief valve (20, Figure 6-3) check
valve (54) and counterpressure valve (15) are also
serviced only as assemblies.
NOTE: Disassembly of the amplifier spool assembly

is only necessary should O-ring (2, Figure 6-5),
spring (9) or orifice screw (11) require replacement,
otherwise replace the amplifier spool assembly as a
complete unit. For complete disassembly refer to
steps 12 & 13.
56. Remove retaining ring (7, Figure 6-5), remove

pin (5). Remove plug (10) and spring (9).
Remove retaining ring (6) and pin (4) and
remove inner spool (8).
57. Unthread check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
58. Clean and inspect all parts carefully. Make any
replacements necessary.
L6-7
6. Install seal (21). Install relief valve assembly

(20), seal (19), and plug (18). Tighten plug to
0.25 kg.m (22 in. lbs.) torque.
7. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 28)
as complete units. Install spring stop (22)
springs (23 & 24) and spring control (25). Install
orifice screws (26 & 35) if removed from main
spool (29). Install main spool (29).
9. Install amplifier spool assembly (51). Install priority valve spool (43) and spring (42). Install
spring (55).
FIGURE 6-5. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve
2. O-Ring
3. Spool
4. Pin
5. Pin
6. Retaining Ring
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Screw
Assembly
1. Thoroughly lubricate each part prior to installation using clean hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to steps 12 & 13, and Figure 6-5 under disassembly.
3. Install orifice screw (13, Figure 6-3). Tighten orifice screw to 0.05 kg.m (4 in. lbs.) torque.
4. Install check valve (54). Tighten check valve to
0.10 kg.m (8 in. lbs.) torque.
10. Install spring control (31), springs (32 & 33) and
spring stop (34).
11. Lubricate O-rings (6, 7 & 8) with molycote
grease and position on cover (5) with seal plate
(9). Install end cover (5). Install capscrews (3)
with lockwashers (4). Tighten capscrews to 0.27
kg.m (2 ft. lbs.) torque. Install capscrew (1) and
lockwasher (2). Tighten capscrew to 0.81 kg.m
(6 ft. lbs.) torque.
12. Lubricate O-rings (40 & 49) with molycote
grease and install on cover (47). Position seal
plate (5) on end cover. Install end cover (47).
Install capscrews (36) with lockwashers (39).
Tighten capscrews to 0.27 kg.m (2 ft. lbs.)
torque. Install capscrew (37) with lockwasher
(38). Tighten capscrew to 0.81 kg.m (6 ft. lbs.)
torque.
13. To prevent contamination, fit plastic plugs to
each valve port.
5. Install orifice screw (53). Tighten orifice screw

to 0.10 kg.m (8 in. lbs.) torque.
L6-8
L06029
ACCUMULATORS
Removal
1. Insure key switch has been "Off" for at least 90
seconds to allow accumulator oil to drain back
to tank.
2. Remove charging valve guard (3, Figure 6-7)
and loosen small hex on charging valve three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
3. Remove oil lines from bottom of accumulators.

Plug all hoses and openings to prevent possible
contamination of the system. Disconnect and
mark electrical wiring to pressure switch.
4. Attach a lifting device to the top of the accumulator to be removed.
5. Loosen the mounting band capscrews and
remove the mounting bands (4, Figure 6-6).
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for disassembly.
Installation
Make certain only the small swivel hex nut turns.

Turning the complete charging valve assembly
may result in the valve assembly being forced
out of the accumulator by the nitrogen pressure
inside.
Wear protective face mask when discharging
nitrogen gas.
1. Lift accumulator into position on the mounting

bracket (3, Figure 6-6). Accumulator should be
positioned with the anti-rotation block positioned between the two stop blocks on the lower
mounting bracket.
2. Secure the accumulator to the mounting
bracket using mounting band (4), capscrew,
lockwashers and nut. Do not overtighten nuts,
as this could distort the accumulator.
3. If pressure switches were removed, install at
this time. Connect electrical wiring to pressure
switches and reconnect oil lines to the bottom of
the accumulators.
4. Precharge both accumulators with pure dry
nitrogen as outlined in "Steering Accumulator
Charging Procedure".
FIGURE 6-6. ACCUMULATOR MOUNTING

1. Accumulators
2. Pressure Switch (Oil)
L06029
3. Mounting Bracket
4. Mounting Band
FIGURE 6-7. PRESSURE SWITCHES

1. Accumulator
2. Pressure Switch
Cover
3. Charging Valve
Guard
4. Charging Valve
L6-9
Disassembly
1. Remove charging valve (3, Figure 6-8).
2. Remove gland (4). Figure 6-9 illustrates a tool
that can be fabricated locally to aid in removing
and installing the gland.
3. Remove plugs (11). Using a round rod, push
piston (7) out of accumulator.
1. Clean parts using fresh cleaning solvent, lint
free wiping cloth and filtered compressed air. All
parts must be absolutely free of any foreign
matter larger than 3 microns.
2. Inspect piston for damage. If scored or otherwise damaged, replace with a new part.
3. Minor defects in the housing bore may be corrected by honing.
a. Measure the bore at several places along
the length of the housing. Make two measurements 90 apart at each point to verify
tube is not out-of-round.
FIGURE 6-8. STEERING ACCUMULATOR

1. Capscrew
2. Cover
3. Charging Valve
4. Gland
5. O-ring & Backup
Ring
L6-10
6. Piston Seal Lube Oil

7. Piston
8. Bearing
9. T Ring Seal
10. Housing
11. Plug
12. Plug
FIGURE 6-9. GLAND REMOVAL TOOL

(Fabricate Locally)
L06029
Testing
b. Verify housing I.D. does not exceed 8.002 in.
(203.25 mm).
c. Check dimensions frequently during honing
operation to prevent removal of too much
material. Do not hone gland seal area.
4. If housing defects can not be removed within
the above limits, replace the housing.
Repair of the housing by welding, machining or

plating to salvage a worn area is NOT
APPROVED. These procedures may weaken the
housing and result in serious injury to personnel
when pressurized.
5. Clean parts thoroughly to remove abrasive residue after honing.
Assembly
To carry out the testing required, it will be necessary

to check for internal and external leaks at high pressure. A source of 350 kg/cm2 (5000 psi) hydraulic
pressure and nitrogen pressure of 98.6 kg/cm2 (1400
psi) will be required. A small water tank with the necessary safety guards in place will be necessary for a
portion of the test.
Do not stand near gland during test procedure. A

box enclosure made of heavy steel plate is recommended to contain the accumulator during oil
pressurization test.
1. Fill each end of the accumulator with approximately 22.7 liters (6 gallons) of clean type C-4
hydraulic oil. Install an adaptor on the oil end to
connect to hydraulic power source. Plug
remaining ports.
a. Apply 350 kg/cm2 (5000 psi) oil pressure.
b. Verify no external leakage exists.
c. Verify no structural damage occurs.
2. Release pressure and remove oil side fitting.
Assemble the accumulators in a dust and lint free

area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. Install a new seal (9, Figure 6-8) on piston.

Install new bearings (8). Coat seal and bearings
with a small amount of petroleum jelly.
2. Install the piston with the concave side toward
gas end (gland end) of accumulator cylinder
housing (10). Push the piston to the center of
the housing.
3. Install new O-rings and backup rings (5) on
gland (4). Coat seals with a small quantity of
type C-4 hydraulic oil.
4. Install gland and tighten to 118 kg.m (850 ft.
lbs.) torque using tool as shown in Figure 6-9.
5. Install charging valve (3) with new O-ring.
Tighten charging valve large hex nut to 2.3
kg.m (16.5 ft.lbs.) torque.
6. Install pressure switch. Install pressure test fittings in bottom of housing. (See "Testing"
below.)
L06029
3. Drain oil. Leave port open.

4. Pressurize gas end of accumulator with approximately 7.0 kg/cm2 (100 psi) nitrogen pressure
to move piston to bottom of housing.
5. Submerge oil end of assembly in water.
6. Apply 98.6 kg/cm2 (1400 psi) nitrogen pressure
to gas end and observe for 20 minutes. No leakage (bubbles) is permitted.
7. Release nitrogen pressure and remove assembly from water.
8. Drain any remaining oil or water.
9. If the accumulator is to be placed in storage,
add 1.5 liters (3 pints) of rust preventive oil in
the nitrogen side of the accumulator. Add 0.5
liters (1 pint) in the oil side. If the accumulator
will be used immediately, type C-4 hydraulic oil
may be used instead of rust preventive oil. Plug
all open ports.
10. Verify all warning and caution labels are
attached and legible (Refer to parts book if
replacements are required).
L6-11
STEERING ACCUMULATOR CHARGING

PROCEDURE
wheel back and forth or by actuating the bleed down

solenoid by turning the key switch "On" and then
"Off".

component until engine is stopped and key
switch has been "Off" for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the steering accumulators. The accidental
charging of oxygen or any other gas in this compartment may cause an explosion. Be sure pure
dry nitrogen gas is being used to charge the
accumulators.
When charging or discharging the nitrogen gas
in the accumulators, be sure the warning labels
are observed and the instructions regarding the
charging valve are carefully read and understood.
1. With engine shut down and key switch "Off",
allow at least 90 seconds for accumulators to
bleed down. Turn the steering wheel to be certain no oil remains in accumulators.
2. If present, remove charging valve guards.
If nitrogen pressure is present in the accumulators, make certain only the small swivel hex nut
is turned during the next step. Turning the complete valve assembly may result in the valve
assembly being forced out of the accumulator by
the nitrogen pressure inside.
3. Remove charging valve cap (1, Figure 6-10).
Turn small swivel hex nut (4) three complete
turns counterclockwise.
4. Depress the valve stem and hold down until all
nitrogen has been released.
5. If a loss in nitrogen pressure is the reason for
charging, inspect the charging valve and accumulator for damage. Replace or repair items, as
necessary, before charging procedure.
6. Connect the nitrogen charging kit to the charging valves. Open the regulator and charge the
accumulators simultaneously to 98.6 kg/cm2
(1400 psi).
NOTE: If a loss in nitrogen pressure occurred during
operation, oil may still be present in the accumulator
below the piston. This oil can be bled off during the
nitrogen charging procedure by turning the steering
L6-12
FIGURE 6-10. CHARGING VALVE

1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
NOTE: When charging the accumulators, allow

adequate time for the system to fully charge. Insure
all oil has returned from the accumulators to the
hydraulic tank.
7. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 98.6 kg/cm2
(1400 psi) continue charging procedure until
pressure is stabilized.
8. Remove the charging kit and tighten small hex
nut on charging valve to 0.6 kg.m (4 ft.lbs.)
torque.
NOTE: If a new charging valve was installed, the
valve stem must be seated as follows:
a. Tighten small hex swivel nut to 1.5 kg.m
(10.5 ft.lbs.) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 1.5 kg.m (10.5
ft.lbs.) torque.
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 0.6 kg.m (4
ft.lbs.) torque.
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 3.5 kg.m (25 ft. lbs.) torque.
10. Operate truck and check steering.
L06029
STEERING CYLINDER
Removal
1. Disconnect lubrication lines (if equipped) at
mounting pins.
2. Remove head pin (4, Figure 6-11).
NOTE: Support the steering cylinder (5) with a

suitable jack. Start the engine and operate the
steering to retract the piston rod, then disconnect the
cylinder from the frame.
3. Remove head hose (2).
4. Remove rod hose (3).
5. Remove rod pin (1).
6. Remove steering cylinder assembly.
FIGURE 6-11. STEERING CYLINDER PIPING

1. Rod Pin
2. Head Hose
3. Rod Hose
4. Head Pin
Installation
1. Lift steering cylinder (5, Figure 6-11) into position. Position rubber boot (1, Figure 6-12) and
install head pin. Install pin retaining capscrew
with washer and tighten to standard torque.
2. Position piston rod eye in bracket bore. Install
rubber boot (1) and pin. Install pin retaining capscrew with washer and tighten to standard
torque.
3. Connect lubrication lines (if equipped).
4. Using a new O-ring, install rod hose (3, Figure
6-11).
5. Using a new O-ring, install head hose (2).
FIGURE 6-12. TYPICAL MOUNTING PIN

1. Rubber Boot
L06029
2. Pin
L6-13
STEERING CYLINDER REBUILD

Disassembly
1. Remove capscrews (9, Figure 6-13).
2. Pull rod assembly (10) and gland out of cylinder housing (1).
3. Remove locknut (2) and piston (3). Remove
bearing (4) and seal assembly (5) from piston.

Clean parts thoroughly and inspect cylinder
housing (1, Figure 6-13), piston (3), piston rod
(10), and gland (8) for evidence of scoring,
pitting, or excessive wear.
Discard all seals, O-rings, backup rings, and
bearings.
4. Slide gland off rod. Remove O-ring (6) and

backup ring (7) from gland.
Inspect bushing (16) in rod eye and housing for

excessive wear or damage. Replace if
necessary. Always replace O-rings (15).
5. Remove rod wiper (11) and rod seal (12).

Remove bearing (13).
During assembly, coat sliding surfaces with

hydraulic oil.
FIGURE 6-13. STEERING CYLINDER ASSEMBLY

1. Housing
2. Locknut
3. Piston
4. Bearing
L6-14
5. Seal Assembly
6. O-Ring
7. Backup Ring
8. Gland
9. Capscrew
10. Rod
11. Wiper
12. Seal
13. Bearing
14. Retaining Ring
15. O-Ring
16. Bushing
L06029
Assembly
Cylinder Assembly:
Piston Seal and Bearing Installation:

1. Install new piston seal (5, Figure 6-13) on piston
(3) as follows:
a. Heat piston seal assembly (5) in boiling
water for 3 to 4 minutes.
b. Remove piston seal from water and assemble on piston. DO NOT take longer than 5
seconds to complete as the seal will take a
permanent set. The piston bearing (4) may
be used to position the seal assembly in the
groove. Apply pressure evenly to prevent
cocking seal.
c. If seal has taken a slightly larger set (loose
on piston), a belt type wrench or similar tool
can be used to compress O.D. of seal until it
fits tightly on piston.
1. Install new bearing (13, Figure 6-13), rod seal

(12), rod wiper (11), backup ring (7) and O-ring
(6) in gland (8).
2. Push rod (10) through top of gland, slowly
advancing rod over seal and rod wiper.
3. Install piston assembly (3) on rod. Install locknut
(2) and tighten to 276 kg.m (2000 ft. lbs.)
torque.
4. Carefully install rod and gland assembly into
cylinder housing (1). Insure O-ring and backup
ring are not damaged during installation of
gland.
5. Install capscrews (9). Tighten to 58 kg.m (310
ft. lbs.) torque.
2. Install bearing (4) in piston groove.
L06029
L6-15
STEERING/BRAKE PUMP
Removal
NOTE: Clean the steering pump and surrounding
area carefully to help avoid contamination of
hydraulic oil when lines are opened.

applying pressure.
immediately.
1. Turn keyswitch "Off" and allow 90 seconds for

the accumulators to bleed down. Turn the steering wheel to be sure no oil remains under pressure.
2. Drain the hydraulic tank by use of the drain
valves located at the bottom of the tank.
NOTE: Be prepared to contain approximately 576
liters (152 gal) of hydraulic oil. If the oil is to be
reused, clean containers must be used with a 3
micron filtering system available for refill.
3. Disconnect the suction (3, Figure 6-14) and outlet hoses (6) at the steering pump (5). Also disconnect and cap pump case drain line (2) from
fitting (4). Plug all lines to prevent oil contamination.
FIGURE 6-14. STEERING/BRAKE PUMP

1. Transmission Pump
2. Case Drain Line
3. Suction Hose
4. Drain Line Fitting

5. Steering/Brake Pump
6. Outlet Hose
4. Support the steering pump and remove the two

pump mounting capscrews.
5. Move the steering pump forward to disengage
the drive coupler splines from the transmission
pump (1) and remove the pump.
6. Clean the exterior of steering pump.
7. Move the steering pump to a clean work area
for disassembly.
The steering pump weighs approximately 50 kg

(110 lbs.). Use a suitable lifting device capable of
handling the load safely.
L6-16
L06029
Installation
1. Install a new O-ring on pump mounting flange.
2. Inspect the splined coupler to verify the internal
snap ring is properly seated. Install coupler on
transmission pump drive shaft.
11. Loosen suction hose (3) capscrews (at the

pump) to bleed any trapped air. Then loosen
pressure outlet (6) hose capscrews (at the
pump) to bleed any trapped air. Tighten hose
connection capscrews to standard torque.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
The steering pump weighs approximately 50 kg

(110 lbs.). Use a suitable lifting device capable of
handling the load safely.
3. Move the steering pump (5, Figure 6-14) into
position. Engage steering pump shaft with
transmission pump splined coupler.
4. Align capscrew holes and install steering pump
mounting capscrews. Tighten mounting capscrews to standard torque.
12. If required, top-off the oil level in the hydraulic

tank, to the level of the upper sight glass.
13. In the hydraulic brake cabinet, open both brake
accumulator needle valves completely to allow
the steering pump to start under a reduced
load.
14. Move the hoist pilot control valve to the
"FLOAT" position.
15. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
5. Remove plugs from suction (3) and outlet (6)

hoses and install to steering pump using new Orings. Tighten capscrews securely.
6. Do not connect steering pump case drain line
(2) to the steering pump, at this time (See Step
7). Cap the drain hose securely.
7. Remove fitting (4) and add clean oil to pump
through opening until steering pump housing is
full. This may require 2 to 3 liters (2-3 qts) of oil.
8. Uncap the case drain line and reconnect hose
(2), to steering pump fitting (4). Tighten case
drain line.
9. Replace the hydraulic filter elements. Refer to
"Hydraulic Filters", earlier in this section.
Do not allow the engine to run with the needle

valves in the open position for longer than this
recommendation: excessive hydraulic system
heating will occur.
Do not start any hydraulic pump for the first time
after an oil change, or pump replacement, with
the truck dump body raised; the oil level in the
hydraulic tank may be below the level of the
pump(s) causing premature pump wear during
initial pump start-up.
16. Shut-off the engine and fully close both brake
accumulator needle valves in the brake cabinet.
NOTE: Use only Komatsu filter elements, or

elements that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. With the body down and the engine shut-off, fill
the hydraulic tank with clean hydraulic oil (as
specified on the truck Lubrication Chart) until oil
is visible in the top sight glass. Refill capacity is:
576 liters (152 gal.).
L06029
17. Verify the oil level in the hydraulic tank is at the

upper sight glass when the engine is off and the
body is resting on the frame. If the hydraulic oil
level is not at the upper sight glass, follow service manual instructions for filling/adding oil.
18. Start engine and check for proper pump operation. If necessary, refer to "Steering Circuit
Checkout Procedure", later in this Section. Also,
refer to "Trouble Shooting Chart" for additional
information.
L6-17
PUMP REBUILD
When disassembling or assembling unit:
Choose a work area where no traces of dust,
sand or other abrasive particles which could
damage the unit are in the air.
Do not work near welding, sand-blasting, grinding
benches and the like.
Place all parts on a CLEAN surface.
To clean parts which have been disassembled, it
is important CLEAN solvents are used.
All tools and gauges should be clean prior to
working with these units and new, CLEAN and
threadless rags used to handle and dry parts.
NEVER attempt to remove or install any component or assembly while the truck is running.
Always stop the engine, shut-off power and
release pressure from the system before servicing or testing. Be sure provisions have been
made to allow the case drain line to be disconnected from the pump without causing the line to
drain (siphon) the tank.
Disassembly
1. Drain off excess hydraulic oil from pump inlet,
discharge and case drain ports.
2. Thoroughly clean and dry the outside surface of
the pump housing.
NOTE: Depending upon what part or parts are to be
inspected, it may not be necessary to completely
take apart all assemblies.
3. For complete pump disassembly, follow instructions for each pump assembly group on the following pages.
L6-18
L06029
Control Group
NOTE: Prior to removing the control group from the
pump housing, loosen all external plugs for easier
removal during disassembly.
1. Remove capscrews (2, Figure 6-15).
2. Lift control housing (1) off pump housing.
3. Remove gasket (8), O-Ring (9), plug (11) and
piston control pin (10).
6. Remove plugs (12 & 21) and orifice (30).

7. Remove plug (28), spring (27), orifices (25 &
26) and 4-way valve spool (24).
8. Remove relief valve bonnet (14), Spring (15),
shim (16), and poppet (17).
9. Remove relief valve seat (18), O-ring (19), and
orifice (20).
4. Remove capscrews (3). Remove end cap (23)

and gasket (31). Remove O-rings (4).
5. Carefully remove bias control piston (7), spring
(6), and main control piston (5) from control
housing.
FIGURE 6-15. PUMP CONTROL GROUP

1. Control Housing
2. Capscrew
3. Capscrew
4. O-Ring
5. Main Control Piston
6. Spring
7. Bias Control Piston
8. Gasket
L06029
9. O-Ring
10.Control Piston Pin
11.Plug
12.Plug
13.O-Ring
14.Relief Valve Bonnet
15.Spring
16.Shim
17.Relief Poppet
18.Relief Valve Seat
19.O-Ring
20.Orifice
21.Plug
22.O-Ring
23.End Cap
24.4-Way Valve Spool
25.Orifice
26.Orifice
27.Spring
28.End Plug
29.O-Ring
30.Orifice
31.Gasket
L6-19
Rotating Group
Valve Plate Group

10. Support the pump assembly on the workbench
with the driveshaft facing down and remove
the four hex head capscrews (18, Figure 6-16).
11. Remove the valve plate (17) by lifting straight
up.
12. Remove the valve plate gasket (16) and O-ring
(10).
The rotating group weighs approximately 7 kg.

(15 lbs.). Extreme care must be taken not to
damage cylinder wear face of cylinder wear
plate face, bearing diameters or piston shoes.
Assistance from others and use of proper lifting
techniques is strongly recommended to prevent
personal injury.
13. Place the pump in a horizontal position and
remove the rotating group by turning the driveshaft (6) slowly while pulling the cylinder/piston
barrel assembly (15) from the housing.
FIGURE 6-16. PUMP PISTON SECTION

1. Bearing Retainer Ring
2. Shaft Retainer Ring
3. Ball Bearing
4. Seal Retainer
5. Shaft Seal
6. Drive Shaft
7. Screw
8. Guide Plate
L6-20
9. Roll Pin
10. O-Ring
11. Roll Pin
12. Roll Pin
13. Saddle Bearing
14. Swashblock
15. Cylinder/Piston Assembly
16. Gasket
17. Plate
18. Capscrew
19. Plug
20. O-Ring
21. Plug
22. O-Ring
L06029
17. Remove the fulcrum ball (3) and shoe retainer

spring (2).
18. Remove the retaining ring (6, Figure 6-18) and
pull the cylinder bearing (7) from the housing.
19. If necessary, remove roll pins (8) from the
housing. Note the position of the roll pins in the
case.
Driveshaft Group
20. Remove the bearing retainer ring (1, Figure 616).
FIGURE 6-17. PISTON/SHOE REMOVAL

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
4. Piston/Shoe Assembly
5. Shoe Retainer
14. Place the cylinder barrel on a clean, protective

surface with the piston shoes facing upward.
15. Mark each piston, its cylinder bore and location
in the shoe retainer for ease of inspection and
assembly.
16. Piston/shoe assemblies (4, Figure 6-17) can
be removed individually or as a group by pulling upward on the shoe retainer (5).
21. Grasp the outboard end of the driveshaft and

pull shaft and bearing out from the pump housing.
22. Remove the shaft retaining ring (2) and bearing (3).
23. Remove the shaft seal retainer (4) and the
shaft seal (5) from the housing only if necessary.
Swashblock Group
24. Remove the flat head screws (7, Figure 6-16)
and guide plate (8).
25. Reach inside the case and remove the swashblock (14) and the saddle bearings (13).
FIGURE 6-18. ROTATING GROUP

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
L06029
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
7. Cylinder Bearing
8. Roll Pin
L6-21
12. Check all piston and shoe assemblies (5) to be

sure they ride properly on the swashblock.
Inspection
13. Check all pump piston assemblies for smooth

action in their bores.
Always wear safety goggles when using solvents
or compressed air. Failure to wear safety goggles
could result in serious personal injury.
1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
springs for cracking or signs of fatigue.
Control Group
4. Carefully check the control piston pin (10, Figure 6-15) for cracks and/or signs of fatigue.
Check fit of pin in swashblock. It should be a
slip fit without "side-play".
5. Verify all orifices and passages are free of
obstructions.
14. Check piston walls and bores for scratches or

other signs of excessive wear. (Pistons should
not have more than a few thousandths clearance). Replace if necessary.
15. Piston shoes (2, Figure 6-31) must pivot
smoothly, but end play must not exceed 0.152
mm (0.006 in.).
16. Measure each shoe at dimension "A" as shown
in Figure 6-19. All shoes must be equal within
0.025 mm (0.001 in.) at this dimension.
17. Check each shoe face (3). Faces must be free
of nicks or scratches. If one or more piston/shoe
assembly needs to be replaced, replacement of
all piston/shoe assemblies is necessary.
18. When installing new piston/shoe assemblies or
rotating group, make sure pistons are free in
their respective bores.
6. Check main control piston (5), bias control piston (7), and housing (1) for excessive wear or
scoring.
Valve Plate Group
7. Inspect the valve plate (17, Figure 6-16) surface
that mates with the cylinder barrel (15) for
excessive wear, scoring or grooves. If faces are
not flat and smooth, the cylinder side will "lift off"
from the valve plate resulting in delivery loss
and damage to the pump.
8. Remove minor defects on the face by lightly
stoning the surface with a hard stone that is flat
to within 0.03 mm (0.001 in.). Be sure to stone
lightly. Any excessive stoning will remove the
hardened surface. If wear or damage is extensive, replace the valve plate.
Rotating Group
9. Inspect cylinder barrel (1, Figure 6-18) piston
bores and the face that mates with the valve
plate for wear and scoring.
10. Remove minor defects on the face by lightly
stoning or lapping the surface. If defects can not
be removed by this method, replace the cylinder
barrel.
FIGURE 6-19. PISTON/SHOE INSPECTION

1. Piston
2. Shoe
3. Shoe Contact Face
11. Inspect the cylinder bearing (7) for damage and

replace if necessary.
L6-22
L06029
Swashblock Group
19. Inspect the swashblock (14, Figure 6-16) for
wear and scoring. If defects are minor, stone the
swashblock lightly. If damage is extensive,
replace the swashblock.
20. Check the very small holes in the face of the
swashblock. These passageways provide "porting" for the hydrostatic balance fluid (of the piston/shoe assembly) to be channelled through
the swashblock to the face of the saddle bearing (providing pressure lubrication).
21. Compare saddle bearing (13) thickness in wear
area to thickness in a non-wear area. Replace
saddle bearing if difference is greater than 0.40
mm (0.015 in.).
22. Check mating surface of swash block for cracks
or excessive wear. Replace if necessary.
23. Swashblock movement in saddle and saddle
bearing must be smooth. Replace if necessary.
Driveshaft Group
24. Remove shaft seal (5, Figure 6-16).
25. Check the shaft bearing (6) for galling, pitting,
binding or roughness. Replace if necessary.
26. Check rear shaft bushing in valve plate.
27. Check shaft and its splines for wear. Replace
any parts necessary.
2. Press new shaft seal (5, Figure 6-16) into front

of pump housing.
3. Place housing on workbench with mounting
flange side down.
4. If removed or replaced, press two roll pins (11)
into the pump housing until pins extend 1.3 to
1.6 mm (0.050 to 0.065 in.) from case.
5. Grease back side of saddle bearings (13) and
place on the pins to locate the bearing in pump
case. Make sure the pin does not protrude.
6. Partially insert swashblock (14) into pump housing.
7. Insert insert guide plate (8) into the case, so flat
head cap screws (7) can be used to fasten the
guide plate to the housing.
8. Place the swashblock on the guide plate making sure the guide plate is in the groove of the
swashblock.
9. Once in place, be sure swashblock swivels in
the saddle bearings. (With new bearings, swivelling may be stiff -not always smooth).
10. Make sure the two roll pins (8, Figure 6-20) are
inserted into the cylinder bearing (7).
11. Position the cylinder bearing with the pins
located nearest the control facing the outboard
end of the driveshaft. The bearing should be
positioned with "scarf" cuts positioned top and
bottom with pins (8) located on top of internal
cast boss. The bearing should fit into place with
little difficulty and be square to the axis of the
pump.
Assembly
12. Tap bearing into place if necessary using

extreme care not to damage the bearing.
The procedure for assembling the pump is basically

the reverse order of disassembly procedure. During
assembly, install new gaskets, seals, and O-rings.
13. Insert the retaining ring (6) to hold bearing in

place.
1. Apply a thin film of CLEAN grease or hydraulic

fluid to sealing components to ease assembly. If
a new rotating group is used, lubricate thoroughly with CLEAN hydraulic fluid. Apply fluid
generously to all wear surfaces.
Swashblock Group
Driveshaft Group
14. Place the housing on its side with the axis horizontal and then install seal retainer (4, Figure 616).
15. Place front driveshaft bearing (3) onto the driveshaft (6) and lock in place with the shaft retaining ring (2).
16. Lubricate the shaft seal (5) and shaft.
Extreme care should be used not to damage saddle bearing surfaces while installing the saddle
into the pump housing.
L06029
17. Insert the driveshaft and bearing assembly into

the housing and lock in place with the driveshaft
bearing retainer ring (1).
L6-23
Rotating Group
18. Mating surfaces should be greased. Place the
cylinder barrel (1, Figure 6-20), wear surface
down, on a clean cloth.
19. Place the shoe retainer spring (2) in the center
of the barrel with the fulcrum ball (3) on top of
it.
20. Insert the pistons (5), that were numbered on
disassembly, into their corresponding, numbered, holes of the shoe retainer (4).
21. As a unit, fit the pistons into their corresponding, numbered, bores in the cylinder barrel. DO
NOT FORCE - If aligned properly, the pistons
will fit smoothly.
24. Push cylinder barrel forward until the cylinder

spline reaches the driveshaft spline and rotate
the cylinder slightly to engage shaft splines.
25. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (7). Lifting the
driveshaft slightly helps cylinder barrel (1) and
cylinder bearing engagement. Continue pushing cylinder forward until the piston shoes contact the swashblock.
26. At this point, the back of the cylinder barrel
should be located approximately 10.2 mm (0.4
in.)inside the back of the pump bearing.
Valve Plate Group

27. Place pump housing on bench with open end
facing up.
The assembled rotating group weighs approximately 15 lbs (7 kg). Assistance from others and
proper use of proper lifting techniques is
strongly recommended to prevent personal
injury.
22. The rotating group can now be carefully

installed over the end of the driveshaft and into
the pump housing.
28. Using assembly grease (to hold desired position) install new O-ring (10, Figure 6-16) and
install gasket (16) over roll pins on housing.
29. Install rear valve plate (17). Make sure the end
of the driveshaft engages the bushing in the
rear valve plate, while positioning valve plate
on pins (11) and housing.
30. Finger tighten hex head cap screw (18) closest
to O-ring (10) first then alternately tighten the
other capscrews.
23. When installing the rotating group, support the

weight of the cylinder barrel as the cylinder
spline is passed over the end of driveshaft to
avoid scratching or damage.
FIGURE 6-20. ROTATING GROUP ASSEMBLY

1. Cylinder Barrel
2. Spring
3. Fulcrum Ball
L6-24
4. Shoe Retainer
5. Piston & Shoe Assembly
6. Retainer Ring
7. Cylinder Bearing
8. Roll Pin
L06029
FIGURE 6-21. PUMP CONTROL GROUP

1. Control Housing
2. Capscrew
3. Capscrew
4. O-Ring
5. Main Control Piston
6. Spring
7. Bias Control Piston
8. Gasket
9. O-Ring
10. Control Piston Pin
11. Plug
12. Plug
13. O-Ring
14. Relief Valve Bonnet
15. Spring
16. Shim
17. Relief Poppet

18. Relief Valve Seat
19. O-Ring
20. Orifice
21. Plug
22. O-Ring
23. End Cap
24. 4-Way Valve Spool
25. Orifice
26. Orifice
27. Spring
28. End Plug
29. O-Ring
30. Orifice
31. Gasket
Control Group
31. Insert orifice (20, Figure 6-21), and relief valve
seat (18) using a new O-ring (19) in end cap.
Tighten seat securely.
37. Install new O-rings (4), gasket (31), and position

end cap assembly (23) on housing.
32. Install relief poppet (17), shim (16) and spring

(15).
39. Install plugs (11 & 12).
33. Install relief valve bonnet (14) and tighten.

34. Install orifice (30), plugs (21) and O-rings (22)
35. Place 4-way valve spool (24) in bore. Install orifices (25 & 26), spring (27), O-ring (29) and end
plug (28).
38. install capscrews (3) and tighten evenly.

40. Using a new gasket (8), and O-ring (9), position
control group assembly over pump housing,
insert control piston pin (10) and align control
group over opening in pump housing.
41. Install capscrews (2) and tighten evenly.
36. Lubricate and insert main control piston (5),

spring (6), and bias control piston (7) in housing
(1).
L06029
L6-25
TROUBLESHOOTING CHART
POSSIBLE CAUSES
TROUBLE: Slow Steering, Hard Steering or Loss of Power Assist

Overloaded Steering Axle
Reduce Axle Loading
Malfunctioning flow amplifier valve allowing system

pressure to be lower than specified
Repair or replace flow amplifier valve
Worn or malfunctioning pump
Replace pump
TROUBLE: Drift - Truck Veers Slowly In One Direction.

Rod end of cylinder slowly extends without turning the
steering wheel
A small rate of extension may be normal on a closed

center system
Worn or damaged steering linkage
Replace linkage and check alignment or toe-in of the

front wheels
TROUBLE: Wander - Truck Will Not Stay In Straight Line

Air in system due to low oil level, pump cavitation, leaking fitting, pinched hoses, etc.
Correct oil supply problem
Loose cylinder piston
Repair or replace defective components
Broken centering springs (Spool Valve, Steering Unit)
Replace centering springs
Worn mechanical linkage
Repair or replace
Bent linkage or cylinder rod
Repair or replace defective components
Severe wear in steering control unit
Repair steering control unit
TROUBLE: Slip - A Slow Movement of Steering Wheel Fails To Cause Any Movement of the Steered
Wheels
Cylinder piston seal leakage
Replace seals
Worn steering control unit meter
Replace steering control unit
TROUBLE: Spongy or Soft Steering

Low oil level.
Service hydraulic tank and check for leakage
Air in hydraulic system. Most likely air trapped in cylinders or lines
Bleed air from system. Placing ports on top of cylinder

will help avoid trapping air
TROUBLE: Erratic Steering

Air in system due to low oil level, cavitating pump,
leaky fittings, pinched hose, etc.
Correct condition and add oil as necessary
Loose cylinder piston
Replace cylinder
L6-26
L06029
POSSIBLE CAUSES
TROUBLE: Free Wheeling - Steering Wheel Turns Freely with No Back Pressure or No Action of the Front
Wheels
Lower splines of steering column may be disengaged
or damaged
Repair or replace steering column
No flow to steering unit can be caused by:

1. Low oil level
2. Ruptured hose
3. Broken gerotor drive pin
1. Add oil and check for leakage

2. Replace hose
3. Replace drive pin
TROUBLE: Excessive Free Play at Steered Wheels

Broken or worn linkage between cylinder and steered
wheels
Check for loose fitting bearings at anchor points in

steering linkage between cylinder and steered wheels
Leaky cylinder seals
Replace cylinder seals
TROUBLE: Binding or Poor Centering of Steered Wheels

Binding or misalignment in steering column or splined
column or splined input connection
Align column pilot and spline to steering control unit
High back pressure in tank can cause slow return to

center
Reduce restriction in the lines or circuit by removing

obstruction or pinched lines, etc.
Large particles can cause binding between the spool

and sleeve in the steering control valve
Clean the steering control unit and filter the oil. If

another component has malfunctioned generating contaminating materials, flush the entire hydraulic system
TROUBLE: Steering Control Unit Locks Up

Large particles in meter section
Clean the steering control unit
Insufficient hydraulic power
Check hydraulic power supply
Severe wear and/or broken pin
Replace the steering control unit
TROUBLE: Steering Wheel Oscillates or Turns By Itself

Lines connected to wrong ports
Check line routing and connections
Parts assembled wrong. Steering control unit improperly timed
Reassemble correctly and time control unit
TROUBLE: Steered Wheels Turn in Opposite Direction When Operator Turns Steering Wheel
Lines connected to wrong cylinder ports
L06029
Check proper line connections
L6-27
NOTES
L6-28
L06029
SECTION L7
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3

HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Power Up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Power Down Spool Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
POWER UP Operation (Figure 7-5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8
HOLD Operation (Figure 7-6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10
POWER DOWN Operation (Figure 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12
FLOAT Operation (Figure 7-8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
L07028
Hoist Circuit
L7-1
NOTES
L7-2
Hoist Circuit
L07028
HOIST CIRCUIT
HOIST CIRCUIT OPERATION
The following information describes the basic hoist
circuit. Further circuit description is outlined under
the individual component descriptions.
Hydraulic oil from the pump is directed to the hoist

valve (12) mounted outboard of the left hand frame
rail, behind the hydraulic tank.
Hydraulic fluid is supplied from the rear section of a

two section tank located on the left frame rail. Refer
to Figure 7-1, Hoist Circuit Diagram. Hydraulic oil is
routed to a tandem gear pump (4). The pump is
driven by a PTO gear case mounted on the front of
the transmission.
The hoist valve directs oil to the body hoist cylinders

(15) for raising and lowering of the dump body. The
hoist valve functions are controlled by the operator
through a flexible cable to the hoist pilot valve (8) in
the hydraulic component cabinet located to the right
of the operator's cab. Also in the hydraulic cabinet
are the power up hoist limit solenoid (10), piloted
check valve (11), Hoist power down solenoid (9).
FIGURE 7-1. HOIST CIRCUIT DIAGRAM

1. Hydraulic Tank (Rear Section)
2. Heat Exchanger
3. Low Pressure Filters
4. Hydraulic Pump
5. Rear Disc Brakes
L07028
6. Manifold
7. Brake Control Valve (BCV)
9. Power Down Hoist Limit
Solenoid
Hoist Circuit
10. Power Up Hoist Limit Solenoid

11. Pilot Operated Check Valve
12. Hoist Valve
13. Snubber Valve
14. Hoist Cylinders
L7-3
COMPONENT DESCRIPTION
Hydraulic Tank
The hydraulic tank supplies hydraulic oil for the hoist,
steering, and brake circuits. The tank is located on
the left hand frame rail forward of the rear wheels.
The service capacity of the tank is 576 L (152 gal).
Refer to Section P for the correct type hydraulic oil
recommended for use in the hydraulic system.
Oil used in the hoist circuit flows through two 100
mesh wire suction strainers to the inlet housing of the
hoist pump. Air drawn into the tank during operation
is filtered by a breather located on the top of the tank.
Oil level can be checked visually at sight glasses
located on the face of the tank. Oil level should be
maintained between the sight glasses with the body
down and the engine shut down.
Hoist Pump
The hoist pump is a tandem gear type pump driven
by the transmission PTO gear case. The pump has a
total output of 845 l/min (224 gpm) at 2100 RPM.
Maximum hoist pump output pressure is 193 kg/cm2
(2750 psi). Pump output pressure is limited by relief
valves located within the hoist control valve.
If the operator is not raising the truck body, hoist circuit oil is routed to the rear disc brake cooling circuit
and the rear brake control valve. If the brakes are not
applied, 50% of the oil will be routed directly back to
the hydraulic tank by the brake control valve and the
remaining 50% is routed to the disc brake housings.
Oil leaving the brake housings is routed through low
pressure filters and a heat exchanger before returning to the hydraulic tank.
FIGURE 7-2. HYDRAULIC CABINET

COMPONENTS
1. Power Up Spool Limit
Solenoid
3. Power Down Spool
Limit Solenoid

5. Control Cable
Hoist Valve
The hoist valve (Figure 7-3) is mounted outboard of
the left hand frame rail, between the frame rail and
hydraulic tank. The hoist valve is a split spool design.
(The term "split spool" describes the spool section of
the valve.)
Separate spools control oil flow to each end of the
cylinders. The valve consists of two identical inlet
sections, a spool section, and a separator plate.
The hoist valve precisely follows differential pressure
input signals generated by the hoist pilot valve (4,
Figure 7-2).
L7-4
The inlet sections of the hoist valve consist of the following components:
Flow control and main relief valve (system relief).
Low pressure relief valve.
Load check poppet.
Anti-void poppet.
The flow control portion of the flow control and main
relief valve allows pump flow to the brake cooling circuit or return directly to tank through the inlet section
with low pressure loss. The relief portion of the valve
is direct acting and has the capacity to limit the working pressure at full pump flow.
Hoist Circuit
L07028
The work ports provide for line connections between

the spool section (4) and the hoist cylinders. One
main spool for each work port is spring centered at
both ends to close the work port from the high and
low pressure cores when there is no flow to the pilot
ports.
When there is flow through a pilot port to a spool, a
positive differential pressure at the top of the spool
will overcome the bottom spring bias causing the
spool to shift to connect the high pressure core to the
work port. When there is flow from the main valve
work port to the pilot port through the cross-holes, a
positive differential pressure at the bottom of the
spool will overcome the top spring bias and the spool
will shift to connect the work port to the low pressure
core.
The check poppets located in the main spools permit
free flow from the work port to the pilot port and
restrict flow from the pilot port to the work port. These
check poppets control spool response and spool
movements.

1. Inlet Section
2. Top Spool Section
Cover
3. Inlet Section
4. Spool Section
Hoist Pilot Valve
The low pressure relief is located between the low

pressure core and the outlet, and provides a controlled back pressure in the low pressure core when
oil is returning to tank.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and prevents flow from the high pressure core to the low
pressure core.
The spool section of the hoist valve consists of the
following components:
Two pilot ports
Two main spools
Two work ports
The hoist pilot valve is located in the hydraulic component cabinet to the right of the operators cab.
(Refer to Figure 7-2.) The hoist pilot valve spool is
spring centered to the HOLD position. The hoist pilot
valve is controlled directly by the operator through a
lever and cable (5) arrangement. The control lever is
located between the operator and center console.
When the operator moves the lever, the pilot valve
spool moves and directs pilot flow to the appropriate
pilot port on the hoist valve causing the main spools
to direct working pump flow to the hoist cylinders.
The hoist pilot valve is equipped with a one way load

check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The hoist pilot valve is also equipped with a power
down relief valve. The power down relief valve is
located between the power down control port and
return galley. The power down relief valve limits
power down pressure at 105.5 kg/cm2 (1500 psi).
Check poppets
The pilot ports are located in the top spool section
cover (2, Figure 7-3). These ports provide connections for pilot lines from the hoist pilot valve. Each
pilot port has a corresponding work port.
L07028
Hoist Circuit
L7-5
Power Up Limit Solenoid
HOIST CIRCUIT OPERATION
The power up spool limit solenoid (1, Figure 7-2) is

used in the hydraulic circuit to prevent maximum
hoist cylinder extension.
The following outline describes the hoist circuit operation in the FLOAT, POWER UP, HOLD, and
POWER DOWN positions. (Refer to Figures 7-4
through 7-8.)
The solenoid valve is "normally closed" and is controlled by a proximity switch (hoist limit switch)
located inside the rear frame rail near the body pivot
and above the right rear suspension. When the solenoid is signalled to open by the proximity switch, the
raise pilot line is opened to tank to stop the raise
operation. This locks the power up spool in the
HOLD position.
Pilot Operated Check Valve
Pilot operated check valve (2, Figure 7-2) is opened
by the power down pilot pressure line to allow oil in
the raise port to bypass the hoist up limit solenoid for
initial power down operation while the solenoid is
activated by the hoist limit switch.
Power Down Spool Limit Solenoid
The power down spool limit solenoid valve (3, Figure
7-2) activates along with the power up spool limit
solenoid, locking the power down spool in the HOLD
position. This solenoid is only activated when the
body is raised and is positioned with the hoist cylinders near full extension, in the hoist limit zone.
Ensuring the hoist valve is in the HOLD position, prevents the body from floating down if the hoist lever is
held in the POWER UP position. In addition, it prevents the body from floating up and the cylinders fully
extending if an external force is applied to the tail of
the body such as if the truck were backed into a
berm.
L7-6
FLOAT Position Of Pilot Valve And Body On

Frame
This is the condition while the truck is driving. The
pilot valve spool position is as shown in Figure 7-4;
however all hoist valve components are in position
shown in Figure 7-6. Oil from the hoist pumps enters
each inlet section of the hoist valve in port (11),
passes through check valve (18), and stops at the
closed high pressure passage (19) at the two main
spools. Pressure builds to approximately 60 PSI on
the pilot of the flow control valve (2) causing the
valve to compress the spring and open, allowing the
oil to return to the tank through hoist valve port (10)
and (21). Oil also flows out hoist valve port (12) to
port (12) on the pilot valve, through the hoist pilot
valve spool, and out pilot valve port (10) to the tank.
This oil flow is limited by orifices in the inlet sections
of the hoist valve and therefore has no pressure
buildup.
FIGURE 7-4. HOIST CIRCUIT FLOAT POSITION
1. Hoist Relief Valve 193 kg/cm2 (2750 psi)
2. Flow Control Valve
3. Low Pressure Relief Valve 5.3 kg/cm2 (75 psi)
4. Snubber Valve
5. Rod End Work Port
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
9. Head End Work Port
10. Return to Tank Port
11. Supply Port
12. Pilot Supply Port
13. Power Up Limit Solenoid
14. Raise Pilot Port
15. Down Pilot Port
16. Power Down Relief Valve 105.5 kg/cm2 (1500
psi)
17. Anti-void Check Valve
18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
21. Brake Cooling Oil/Return to Tank
23. Power Down Hoist Limit Solenoid
Hoist Circuit
L07028
FIGURE 7-4. HOIST CIRCUIT, FLOAT POSITION
L07028
Hoist Circuit
L7-7
POWER UP Operation (Figure 7-5)

The hoist pilot valve spool is moved to the POWER
UP position when the operator moves the lever in the
cab. The pilot supply oil coming in port (12) is prevented from returning to the tank and, instead, is
directed out port (14) and into port (14) of the hoist
valve. There it goes to the top of the head end spool
(8), builds pressure on the end of the spool, causes
the spool to move down compressing the bottom
spring, and connects the high pressure passage (19)
to head end port (9). Working oil flow in the high
pressure passage is now allowed to flow through the
spool and out port (9) to extend the hoist cylinders.
Even though a small amount of oil flows through the
check poppet in the top of spool (8), raise pilot pressure at ports (14) increases to slightly higher pressure than the required hoist cylinder pressure. As a
result, the pilot supply pressure in port (12) also
increases causing back pressure to occur in the
spring area of flow control valve (2). This overcomes
the pilot pressure on the other end of the flow control
valve causing it to close and direct the incoming
pump oil through head end spool (8) to the hoist cylinders to extend them.
If at any time the resistance to the flow of the pump
oil coming into the inlet section causes the pressure
to increase to 193 kg/cm2 (2750 psi), the pilot pressure against hoist relief valve (1) causes it to open
and allow flow to exit out port (21) and return to the
tank.
As the hoist cylinders extend, oil in the annulus area
of the second and third stages must exit from the cylinders. Initially, the rod end spool (7) ports are
closed. As the returning oil entering port (5) builds
low pressure, it flows through the check-poppet in the
top of the spool, through ports (15), through the pilot
valve spool, and out port (10) of the pilot valve to the
tank. No pressure is present on the top of spool (7).
Cylinder return pressure passes through the checkpoppet in the bottom of spool (7) to build pressure
under the spool which moves the spool upward compressing the top spring. This movement allows the
returning cylinder oil to flow into the low pressure
passage (20) to the low pressure relief valve (3).
Approximately 5.3 kg/cm2 (75 psi) causes this valve
to open, allowing the oil to flow out port (10) to the
tank.
L7-8
If the load passing over the tail of the body during

dumping attempts to cause the body to raise faster
than the oil being supplied by the pump, the oil
returning from the annulus area of the hoist cylinders
passing through the snubber valve (4) controls how
fast the hoist can extend because of the external
force of the load. The speed is controlled by the
restriction of the snubber valve. When the operator
releases the lever, the valves change to the HOLD
position.
If the body raises to the position that activates the
hoist limit switch before the operator releases the
lever, the hoist limit solenoid (13) is energized. The
solenoid valve opens and releases the raise pilot
pressure at ports (14) to tank, allowing the head end
spool (8) to center and shut off supply of oil to the
hoist cylinders. This prevents maximum extension of
the hoist cylinders.
FIGURE 7-5. HOIST CIRCUIT, POWER UP

POSITION
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
psi)
Hoist Circuit
L07028
FIGURE 7-5. HOIST CIRCUIT, POWER UP POSITION
L07028
Hoist Circuit
L7-9
HOLD Operation (Figure 7-6)

The pilot valve spool is positioned to allow the pilot
supply oil entering port (12) to return to the tank
through port (10). Pilot supply pressure in ports (12)
then decreases to no pressure allowing flow control
valve (2) to open and return the incoming pump oil to
the tank through port (10). Both pilot ports (14&15) in
the pilot valve are closed by the pilot valve spool. In
this condition pressure is equalized on each end of
each main spool allowing the springs to center the
spools and close all ports to trap the oil in the cylinders and hold the body in its current position.
L7-10
FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION

4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
psi)
Hoist Circuit
L07028
FIGURE 7-6. HOIST CIRCUIT, HOLD POSITION
L07028
Hoist Circuit
L7-11
POWER DOWN Operation (Figure 7-7)

When the operator moves the lever to lower the
body, the hoist pilot valve is positioned to direct the
pilot supply oil in ports (12) through ports (15) to the
top of the rod end spool (7). Pilot pressure increases
to move the spool down compressing the bottom
spring. Movement of the spool connects the high
pressure passage (19) to the rod end (annulus area)
of the hoist cylinders. At the same time, the flow control valve (2) is forced to close as pilot pressure
increases thus directing the incoming pump oil to the
hoist cylinders through spool (7) and snubber valve
(4) rather than back to the tank.
The pilot pressure in port (14) is open to tank through
the pilot valve spool. As oil attempts to return from
the head end of the hoist cylinders, it initially encounters the closed head end spool (8). Pressure
increases on the bottom end of the spool causing it to
move upward. This allows the returning oil to go into
the low pressure passage (20), build up 5.3 kg/cm2
(75 psi) to open the low pressure relief (3), and exit
the hoist valve through port (10) to the tank.
L7-12
FIGURE 7-7. HOIST CIRCUIT, POWER DOWN

4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
psi)
Hoist Circuit
L07028
FIGURE 7-7. HOIST CIRCUIT, POWER DOWN
L07028
Hoist Circuit
L7-13
FLOAT Operation (Figure 7-8)

When the operator releases the lever as the body
travels down, The hoist pilot valve spool returns to
the FLOAT position. In this position all ports (10, 12,
14, & 15) are common with each other. Therefore;
the pilot supply oil is returning to tank with no pressure build-up thus allowing the flow control valve (2)
to remain open to allow the pump oil to return to the
tank through hoist valve port (21). With no blockage
of either raise or down pilot ports (14&15) in the pilot
valve, there is no pressure on the top of either main
spool. The oil returning from the head end of the
hoist cylinders builds pressure on the bottom of the
head end spool (8) exactly like in power down allowing the returning oil to transfer to the low pressure
passage (20). The back pressure in the low pressure
passage created by the low pressure relief valve (3)
causes pressure under the rod end spool (7) to move
the spool upward. This connects the low pressure
passage to the rod end of the hoist cylinders. The 5.3
kg/cm2 (75 psi) in the low pressure passage causes
oil to flow to the rod end of the cylinders to keep them
full of oil as they retract. When the body reaches the
frame and there is no more oil flow from the cylinders, the main spools center themselves and close
the cylinder ports and the high and low pressure Passages.
L7-14

4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
11. Supply Port
15. Down Pilot Port
psi)
Hoist Circuit
L07028
L07028
Hoist Circuit
L7-15
NOTES
L7-16
Hoist Circuit
L07028
SECTION L8
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-11
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-12
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16
Assembly - Quill And Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-17
Installation Of Check Balls And Plugs In Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-18
Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-19
Power Up Spool Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20
Power Down Hoist Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-20
L08033
Hoist Circuit Component Repair
L8-1
NOTES
L8-2
L08033
HOIST CIRCUIT COMPONENT REPAIR

HOIST VALVE
Removal
1. Shut down engine and turn key switch to the off
position. Allow at least 90 seconds for the accumulators to bleed down before removing any
hydraulic lines.
2. Thoroughly clean the exterior of the hoist valve.

lines. Hydraulic fluid escaping under pressure
can have sufficient force to enter a person's body
by penetrating the skin and cause serious injury
or death if proper medical treatment by a physician familiar with this type injury is not received
immediately.
3. Disconnect and cap or plug all line connections

to help prevent hydraulic oil contamination, refer
to Figure 8-1. Tag lines to ensure proper
hookup when valve is re-installed.
4. Remove capscrews, washers and nuts (3, Figure 8-1) securing the hoist valve to its mounting
bracket.
5. Attach a suitable lifting device to the hoist valve
and remove from truck.
The hoist valve weighs approximately 55 kg (121

lbs.). Use a lifting device capable of handling the
load safely.
6. Move the hoist valve to a clean work area for
disassembly.
Installation
NOTE: The hoist valve weighs approximately 55 kg
(121 lbs.).
1. Move the hoist valve into position and secure in
place with capscrews, nuts and washers.
2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange capscrews to
standard torque. Refer to Figure 8-1 for hydraulic line location.
FIGURE 8-1. HOIST VALVE REMOVAL
1. Supply From Pump
2. Return To Manifold/
BCV
& Nuts
L08033
4. To Hydraulic Cabinet
5. To Hoist Cylinders
6. Return To Tank
7. To Hoist Cylinders
8. Snubber Valve
3. Connect pilot supply lines, tighten fittings

securely.
4. Start the engine. Raise and lower body to check
for proper operation. Observe for leaks.
5. Service hydraulic tank if necessary.
L8-3
FIGURE 8-3. TIE ROD INSTALLATION

3. Lubricate the new O-rings lightly with multipurpose grease. Replace O-rings between sections. Stack the sections together making sure
O-rings between the sections are properly positioned.

7. Outlet Port
1. Inlet Section
8. Inlet Port
2. Spool Section Cover
9. Tie Rods
3. Spool Section
10. Nuts and Washers
4. Spacer
11. Inlet Section Cover
5. Inlet Section
6. Relief Valve Cover
4. Install the four tie rods with the dished washer

between the nut and housing as shown in Figure 8-3.
5. A torque wrench should be used to torque the
nuts in the pattern shown in Figure 8-4. The tie
rods should be torqued evenly to 22.1 kg.m
(160 ft. lbs.) torque in the following sequence.
a. Torque nuts evenly to 2.77 kg.m (20 ft. lbs.)
torque in order 1, 4, 2, 3.
b. Torque nuts evenly to 6.92 kg.m (50 ft. lbs.)
torque in order 1, 4, 2, 3.
O-Ring Replacement
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless
emergency field repair is required to replace the Orings between sections to prevent leakage.
Loosening and tightening of the main valve tie rod
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.
c. Torque nuts evenly to 22.1 kg.m (160 ft.

lbs.) torque in order 1, 4, 2, 3.
The following procedure is for replacing the O-rings

between the valve sections.
1. Remove the four tie rod nuts (10, Figure 8-2)
from one end of the valve. Slide the tie rods (9)
from the valve and separate the sections.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
FIGURE 8-4. TORQUE SEQUENCE
L8-4
L08033
FIGURE 8-5. TIE ROD INSTALLATION

1. Capscrew
2. Inlet Cover
3. Spring (Orange)
5. Spring
6. Sleeve
7. Low Pressure Relief
8. O-Rings
9. Inlet Valve Body

10. O-Rings
11. Poppets
12. Springs
13. Cover
14. Capscrews
INLET SECTION
Disassembly
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end
and remove. Remove capscrews (14, Figure 85), remove cover (13). Remove springs (12),
poppets (11) and O-rings (10).
NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove capscrews (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4).
Remove sleeve (6), low pressure relief (7) and
O-rings (8). Do Not attempt to disassemble or
change the adjustment of the main relief valve
(4). The main relief is factory preset at 193 kg/
cm2 (2750 psi). Replace as a complete assembly only.
NOTE: If restrictor poppet removal in cover (1) is
required, refer to step 4 and figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
5. Repeat steps 1 through 4 for the opposite inlet
section if disassembly is required.
L08033
FIGURE 8-6. RESTRICTOR POPPET REMOVAL

1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
L8-5
SPOOL SECTION

1. Discard all O-rings and backup rings. Clean all
parts in solvent and dry with compressed air.
2. Inspect all springs for breaks or distortion.
Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect poppets in their respective bore for fit.
Poppets should move freely, without binding,
through a complete revolution.
5. Inspect fit and movement between sleeve and
low pressure relief valve.
Reassembly
1. Coat all parts including housing bores with
clean hydraulic oil. Lubricate O-rings lightly with
a multipurpose grease.
2. If restrictor poppet (2, Figure 8-6) was removed,
reassemble in the order shown.
3. Install poppets (11, Figure 8-5) in their respective bores. Install springs (12).
4. Install O-rings (10), and cover (13). Install capscrews (14). Tighten capscrews to 8.3 kg.m (60
ft. lbs.).
5. Install low pressure relief (7) in sleeve (6) and
install assembly in housing (9). Install main
relief valve (4). Install springs (3 & 5). Install
cover (2). Install capscrews (1). Tighten capscrews to 8.3 kg.m (60 ft. lbs.). Connect external tube, tighten nuts to 3.5 kg.m (25 ft. lbs.).
Disassembly
NOTE: It is not necessary to remove the inlet
sections (1 & 5, Figure 8-2) to accomplish spool
section (3) disassembly.
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove capscrews and remove spool section
cover (2, Figure 8-2).
3. Remove poppet (1, Figure 8-7) from cover.
Remove and discard O-ring (3).
NOTE: The poppet (1) is equipped with a small steel
ball (2). Do not misplace.
4. Remove and discard seal ring (4, Figure 8-8)
and O-rings (5).
5. Remove restrictor poppet (1). Remove and discard O-ring (2) and backup ring (3), if used.Note
the position of the restrictor when removed to
insure correct reassembly.
6. Remove spool assembly (2, Figure 8-9). Note
the color of the lower spring (Blue) to insure
proper location during reassembly. Also note
the "V" groove (1) on end of spool.
7. Remove plug (3, Figure 8-10) from end of spool
(20). Remove spring seat (2) and spring (11).
Remove poppet (21) and spool end (15).
FIGURE 8-7. POPPET AND BALL

1. Poppet
2. Steel Ball
L8-6
3. O-Ring
L08033
NOTE: Pay special attention to poppets (12, 21 and

22, Figure 8-10) during removal to ensure proper
location during reassembly. Poppets may be
identified with a colored dot; red, white or green.
8. Repeat step 7. for the opposite end of spool.
9. Remove spool assembly (14) from adjacent
bore.
10. Remove plug (3) from end of spool. Remove
spring seat (2) and spring (11). Remove poppet
(12) and spool end (15).
11. Repeat step 10 to remove the spring, spring
seat, and spool end for the other end of spool.
Note there is no plug or poppet installed in the
lower end of this spool.
12. Remove cover (19). Remove O-rings (4, 5, &
10).
FIGURE 8-9. SPOOL REMOVAL
1. V Groove
2. Spool Assembly
3. Spool

1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow dry with compressed
air.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL

2. O-ring *
3. Backup Ring *
4. Seal Ring
5. O-Ring
* NOTE: Items 2 and 3 not used on all valves.
L08033
2. Inspect all springs for breaks or distortion.

Inspect poppet seating surfaces for nicks or
excessive wear. All seats must be sharp and
free of nicks.
3. Inspect all bores and surfaces of sliding parts
for nicks, scores or excessive wear.
4. Inspect all poppets in their respective bore for
fit. Poppets should move freely without binding
through a complete revolution.
L8-7
FIGURE 8-10. SPOOL SECTION ASSEMBLY

1. Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Ball
8. O-Ring
L8-8
10. O-Ring
11. Spring
12. Restrictor Poppet (Green)
13. Spool Housing
14. Spool Assembly
15. Spool End
16. Spring (Blue)
17. O-Ring
18. Poppet
19. Spool Cover
20. Spool Assembly
21. Restrictor Poppet (Red)
22. Restrictor Poppet (White)
L08033
Reassembly
1. Lubricate O-rings (4, 5 & 10, Figure 8-10), with
clean hydraulic oil. Install O-rings in spool housing. Install poppet (18) and install cover (19).
Secure cover in place with capscrews. Tighten
capscrews to 8.30 kg.m (60 ft. lbs.).
2. Install spring (11) in spool (20). Install spring
seat (2). Apply Loctite to the threads of spool
end (15). Install spool end and tighten to 3.46
kg.m (25 ft. lbs.) torque. Install Red poppet (21).
Apply Dri-loc #204 to the threads of plug (3).
Install plug and tighten to 2.1 kg.m (15 ft. lbs.).
NOTE: Poppets 12, 21 and 22 may be color coded
and must be installed in their original location.
3. Repeat step 2 for the opposite end of spool
(20). Make sure poppet (22) is white and spring
(16) is blue in color.
4. Lubricate spool assembly and carefully install in
spool housing (13). Make sure the "V" groove in
spool is in the up position, or toward cover (1).
6. Repeat step 5. for the bottom end of spool (14).

A poppet and plug are not installed in the lower
end. The spring (16) is Blue in color.
7. Lubricate the assembled spool and install in the
spool housing. Make sure the "V" groove is in
the up position, or toward cover (1).
NOTE: Spools (14) and (20) are physically
interchangeable. Make sure spool (14) is installed
toward the base port of the spool housing.
8. If used, install new O-ring and backup ring on
restrictor poppet (1, Figure 8-8). Install restrictor
poppet in housing.
9. Install new O-rings (4, 5 & 10, Figure 8-10).
10. Install new O-ring and on poppet (6). Make sure
the small steel ball is installed in poppet. Install
poppet in cover (1).
11. Install cover on housing (13). Secure cover in
place with capscrews. Tighten capscrews to
8.30 kg.m (60 ft. lbs.).
5. Install spring (11) in remaining spool (14). Install

spring seat (2). Apply Loctite to the threads of
spool end (15). Install spool end and tighten to
3.46 kg.m (25 ft. lbs.). Install Green poppet
(12). Apply Dri-loc #204 to the threads of plug
(3). Install plug and tighten to 2.1 kg.m (15 ft.
lbs.).
L08033
L8-9
HOIST PILOT VALVE
Installation
Removal
1. Place the hoist control lever in the body down
position. Make sure the body is in the full down
position. Release the hoist control lever to
return the hoist valve spool to the FLOAT position.
2. Disconnect hydraulic lines at the hoist pilot
valve (4, Figure 8-11). Remove capscrews (7).
3. Loosen and unthread jam nut (11). Unthread
sleeve (10) until cotter pin (8) and pin (9) are
exposed.
1. Place the hoist pilot valve (4, Figure 8-11) into

position on the mounting bracket. Secure valve
in place with capscrews.
2. Place hydraulic lines over valve ports and
assemble to fittings. Tighten hydraulic line connections securely.
3. Place hoist control lever in FLOAT position.
Adjust pilot valve spool until the centerline of
the cable attachment hole extends 29.5 mm
(1.16 in.) from the face of the valve body.
4. Remove cotter pin and pin.
4. Align control cable eye with valve spool hole

and install pin (9). Secure pin in place with cotter key (8).
5. Remove the hoist pilot valve mounting capscrews. Remove hoist pilot valve. Refer to
hoist pilot valve disassembly for repair instructions.
5. Thread sleeve (10) upward until contact is

made with valve body. Move flange (6) into
position and secure in place with capscrews
(7).
6. Thread jam nut (11) against sleeve. Tighten
jam nut securely.
7. Start the engine and check for proper hoist
operation. Observe for leaks.
FIGURE 8-11. HOIST PILOT VALVE PIPING

9. Pin
10. Sleeve
5. Control Cable
Solenoid
11. Jam Nut
6. Flange
7. Capscrew
3. Power Down Spool Limit
8. Cotter Pin
Solenoid
L8-10
L08033
Disassembly
1. Thoroughly clean the exterior of the valve.
Place the valve in a clean work area for disassembly.
2. Remove machine screw (15, Figure 8-12) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1), capscrews (6), cap (24),
spacer (23), and detent sleeve (22). Detent
Balls (2) and (21) will fall free when the cap and
detent sleeve are removed. Separate cap (24),
spacer (23) and detent sleeve (22), as this will
be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pressure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
7. Remove relief valve (2, Figure 8-13) from the
spool housing (1).
8. Match mark the inlet and outlet housings in relationship to the spool housing to insure correct
location during reassembly.
9. Remove nuts (8) and (10) and remove tie rods
(9). Separate the valve housings. Remove Oring (11). Remove the check poppet (2, Figure
8-14) and spring (3) from the housing (1).
FIGURE 8-12. HOIST PILOT VALVE

1. Snap Ring
2. Ball (4)
3. Detent Pin
4. Spring
5. Spacer
6. Capscrew
7. Outlet Housing
8. Nut
9. Tie Rod
10. Nut
11. O-Ring
12. O-Ring
13. Wiper
14. Spool
15. Machine Screw

16. Seal Plate
17. Spool Housing
18. Inlet Housing
19. Spring Seat
20. Spring
21. Ball (1)
22. Detent Sleeve
23. Spacer
24. Cap
25. Seal Retainer
26. Wiper
27. O-Ring
FIGURE 8-13. RELIEF VALVE
1. Valve Housing
L08033
2. Relief Valve
L8-11

1. Clean all parts including housings in solvent
and blow dry with compressed air.
2. Inspect seal counter bores, they must be free of
nicks or grooves.
3. Examine springs for breaks or distortion.
4. Inspect spool (14, Figure 8-12). The spool must
be free of longitudinal score marks, nicks or
grooves.
5. Test spool (14) in spool housing for fit. Spool
must fit freely, without binding, through a complete revolution.
NOTE: The spool housing (17), spool (14), inlet
housing (18) and outlet housing (7) are not serviced
separately. Should any of these parts require
replacement, the entire control valve must be
replaced.
FIGURE 8-15. TIE ROD NUT TORQUE
Reassembly
1. Thoroughly coat all parts including housing
bores with clean hydraulic oil.
1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Outlet Housing
2. If the inlet and outlet housings were removed

follow steps 3 through 5 for reassembly.
5. Install tie rods. Install tie rod nuts. Tighten tie

rod nuts to the torques shown in Figure 8-15.
3. Install check poppet (2, Figure 8-14) and spring

(3) in spool housing (1).
6. Install a new O-ring (27, Figure 8-12) and wiper

(26). Install seal retainer (25).
4. Install new O-ring (4) in spool housing. Place

inlet and outlet housings onto spool housing.
7. Install spacer (5), spring seats (19), and spring

(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the
detent spring. Tighten detent pin to 84-96 in.
lbs. (9-11 N.m). Install spring (20). Carefully
install spool into spool housing.
8. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
9. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball
(21) and insert balls (2) in detent pin cross
holes.
10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
the detent pin (3). Continue to insert detent
sleeve (22) until it contacts spring seat (19).
11. Secure cap (24) in place with capscrews (6).
Tighten capscrews (6) to 0.69 kg.m (5 ft. lbs.).
Install spacer (23) and snap ring (1).
FIGURE 8-14. HOIST PILOT VALVE REASSEMBLY

1. Spool Housing
2. Check Poppet
3. Spring
L8-12
4. O-ring
5. Outlet Housing
12. Install a new O-ring (12) and wiper (13). Install

seal plate (16). Install machine screws (15).
13. Using new O-rings, install relief valve (2, Figure
8-13) in spool housing.
L08033
HOIST CYLINDERS
2. To relieve all pressure from the hydraulic circuit,

slowly move hoist lever to the LOWER position
and gently lower body until it rests completely
on the frame.
Removal

applying pressure.
1. Insure engine and key switch have been OFF

for at least 90 seconds to allow accumulators to
bleed down. Be certain the park brake is
applied.
3. Disconnect the lubrication lines to the upper

and lower bearings of the hoist cylinder. Disconnect hydraulic lines from hoist cylinder. Cap and
plug lines and ports to prevent excessive spillage and contamination. Secure cylinder to
frame to prevent movement during next step.
The hoist cylinder weighs approximately 330 kg

(730 lbs.). Provide a means of support to prevent
it from falling or causing injury when removing
from the truck. Use a suitable lifting device that
4. At the upper mount, remove capscrews and
washers (2, Figure 8-16). Remove retainer plate
(1). Use a brass drift and hammer to drive pin
(3) from bore of mounting bracket.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT

1. Retainer
3. Pin
L08033
4. Retainer Ring
5. Bearing
6. Hoist Cylinder
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT

1. Hoist Cylinder
2. Retainer
3. Capcsrew
4. Lock Plate
5. Retainer Ring
6. Bearing
L8-13
5. Carefully lower cylinder until it lays against the

inside dual tire. Attach a suitable lifting device to
the upper cylinder mounting eye.
6. Install a retaining strap or chain to prevent the
cylinder from extending during handling.
7. At the lower mount, remove capscrews (3, Figure 8-19), locking plate (4) and retainer plate
(2).
8. Carefully remove cylinder from frame pivot.
Move cylinder to a clean area for disassembly.
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (5, Figure 8-17)
and press out bearing (6).
2. Mount the hoist cylinder in a fixture which will
allow it to be rotated 180.
3. Position cylinder with the head (10, Figure 8-18)
at the top. Remove capscrews (11) and lockwashers retaining the head (10) to the housing
(4).
4. Lift cover straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23).
Installation
5. Remove snap ring (9). Remove capscrews (7)

and flatwashers (5) attaching the rod bearing
retainer (6) to the rod (1). Remove the seal (8).
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The
hoist cylinder weighs approximately 330 kg (730
lbs.). Use a suitable lifting device that can handle
the load safely.
6. Fabricate a retainer bar using a 6 x 25 x 460

mm (1/4" x 1" x 18") steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced
180 apart in the housing. Attach bar to housing
using capscrews (11).
1. Raise the cylinder into position over the pivot

point on the frame. Air bleed vent at top of cylinder must be toward front of truck. Align bearing
eye with pivot pin and push cylinder into place.
NOTE: A retainer bar is required to prevent the first

and second stage cylinders from dropping out when
the housing is inverted.
2. Install retaining plate (2, Figure 8-17), locking

plate (4),and capscrews. Tighten capscrews to
standard torque. Bend locking plate tabs over
capscrew flats.
7. Rotate the cylinder assembly 180o, to position

the lower mounting eye at the top. Hook a lifting
device to the eye on the rod (1) and lift the rod
and third stage cylinder assembly out of the cylinder housing.
3. Align the top hoist cylinder bearing eye with the

bore of the upper mounting bracket.
4. Install pin (3, Figure 8-16) and retaining plate
(1). Secure in place with capscrews and lockwashers (2). Tighten capscrews to standard
torque.
NOTE: As internal parts are exposed during

disassembly, protect machined surfaces from
scratches or nicks.
5. Install new O-rings in grooves on hose flange

connections and lubricate with clean hydraulic
oil. Position flanges over hoist cylinder ports
and install flange clamps. Secure clamps with
capscrews and lockwashers. Tighten capscrews to standard torque.
8. Rotate the cylinder housing 180. Remove the

retainer installed in step 6.
6. Reconnect lubrication lines for the upper and

lower hoist cylinder bearings.
10. Insert a 13 mm (.50 in.) dia. x 1350 mm (53 in.)

threaded rod through the top and through the
hole in the disc. Thread a nut on the bottom end
of the threaded rod below the disc.
7. Start engine, raise and lower body several

times to bleed air from cylinder. Check for
proper operation and inspect for leaks.
8. Service hydraulic tank if necessary.
L8-14
9. Fabricate a round disc with a hole in the center.

Align the disc over the second (2) and first (3)
stage cylinders at the bottom of the cylinder
housing.
11. Screw a lifting eye on the top end of the rod.

Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
L08033
1. Rod Eye
2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Flatwasher
6. Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cylinder Head
11. Capscrews & Lockwashers
12. O-Ring
13. Bearing
14. Seal
15. Bearing
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Snap Ring
FIGURE 8-18. HOIST CYLINDER
L08033
L8-15
12. Remove lifting tools from the second and first

stage cylinder assembly.
13. Slide the second stage cylinder (2) down inside
the first stage cylinder (3). Remove snap ring
(9) from inside the first stage cylinder.
14. Remove second stage cylinder from first stage
cylinder by sliding it out the top.
15. Remove all old bearings, O-rings, and seals
from the hoist cylinder parts.

NOTE: Use only fresh cleaning solvent, lint free
wiping cloth and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil.
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or excessive wear.
3. If cylinder bores or plated surfaces are excessively worn of grooved, the parts must be
replaced or, if possible, replated and machined
to original specifications.
4. The quill (2, Figure 8-19) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-19) and applying a
tightening torque of 138.3 kg.m (1000 ft.
lbs.).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in "Quill Installation".
5. When a cylinder assembly is dismantled, the
capscrews (7, Figure 8-18) and washers (5)
should be checked carefully for distress and, if
in doubt, replace them.
L8-16
FIGURE 8-19. QUILL INSTALLATION TOOL

1. Cover
2. Quill Assembly
NOTE: The SS1143 tightening tool can be fabricated

locally. Request the following drawings from the
Komatsu Distributor:
SS1143 Tightening Tool - Assembly Drawing
SS1144 - Square Tube (3.50" x 3.50" x 0.19" wall
x 2.0" long)
SS1145 - Plate (2.50" x 2.50" x 0.25" thick)
SS1146 - Square Tube (3.00" x 3.00" x 0.25"
wall)
SS1147 - Tube, Brass (1.75" O.D. x 1.50" I.D. x
13.50" long)
SS1148 - Square Cut (2.50" x 2.50" x 0.75" thick)
SS1149 - Hex Drive (1.75" hex stock x 2.50"
long)
Note: All materials are 1020 steel except SS1147.
L08033
Assembly - Quill And Cylinder

NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
Quill Installation
1. The plugs (3, Figure 8-20) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to "Installation of Check Balls and Plugs in Quill".
2. Secure cap assembly (1) in a sturdy fixture.
Make certain threads in cap and threads on quill
are clean and dry (free of oil and solvent).
3. Using Loctite "LOCQUIC" Primer "T" (part
number TL8753, or equivalent), spray mating
threads of both cap assembly (1) and quill
assembly (2). Allow primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (part number
VJ6863, or equivalent) to mating threads of
both cap assembly and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 138.3 kg.m (1000 ft. lbs.). Allow parts to cure
for 2* hours before exposing threaded areas to
oil.
* Note: If "LOCQUIC" primer "T" (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure 820.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill

will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 277 kg.m (2000 ft. lbs.)
after the tack welds are ground off.
FIGURE 8-20. PLUG AND CHECK BALL

INSTALLATION
1. Cover Assembly
2. Quill Assembly
L08033
3. Plug
4. Check Ball
L8-17
Installation Of Check Balls And Plugs In Quill

The check balls (4, Figure 8-20) in the side of the
quill assembly (2) are held in place with threaded
plugs (3).
If a plug is missing and the check ball is not found in
the cylinder, the opposite side hoist cylinder and the
plumbing leading to the hoist valve should be examined for damage. The hoist valve itself should also
be checked to see if the ball or plug has caused
internal damage to the spool. Peening of the necked
down sections of the spool may result. Spool sticking may also occur under these circumstances.
Refer to Figure 8-21 for SS1158 tool that can be
fabricated for installing or removing the check ball
plugs.
Plugs should be checked during any cylinder repair
to be sure they are tight. If found to have any movement, they should be removed and the ball seat in
the quill checked to see if it is deformed. If deformation of the ball seat has occurred, the quill should be
replaced.
1. Make certain threads in quill tube and on plugs

are clean and dry (free of oil and solvent).
2. Use Loctite "LOCQUIC" Primer "T" (TL8753,
or equivalent), and spray mating threads of
both plugs (3, Figure 8-20) and quill assembly
(2). Allow primer to dry 3 to 5 minutes.
3. Apply Loctite Sealant #277 (VJ6863, or equivalent) to mating threads of both plugs and quill
assembly.
4. Place check balls (4) in quill tube (2) and install
plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 9.68 kg.m (70
ft.lbs.). Allow parts to cure for 2* hours before
exposing threaded areas to oil.
* Note: If "LOCQUIC" primer "T" (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
5. Stake plug threads in two places (between
holes) as shown in Figure 8-20 to prevent loosening of plug.
If removal of the plug is necessary in a later rebuild,
it will be necessary to carefully drill out the stake
marks and destroy the plug. A new plug should be
installed and staked as previously detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL
L8-18
L08033
Assembly of Cylinder
1. Install seals (15, Figure 8-20) and bearings (14)
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper
(21) on first stage cylinder. Lubricate with clean
hydraulic oil.
2. Align and slide the second stage cylinder (2)
inside the first stage cylinder (3). Allow the second stage to protrude far enough to install the
snap ring (24) on the inside of the first stage cylinder.
3. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) in the housing.
NOTE: Check capscrews carefully for distress and, if

in doubt, replace them with new parts.
12. Make certain threads on capscrews (7) and
threads in rod are clean and dry (free of oil and
solvent).
a. Use Loctite "LOCQUIC" Primer "T" (TL8753,
or equivalent), to spray mating threads on
capscrews and threads in rod. Allow primer
to dry 3 to 5 minutes.
b. Apply Loctite Sealant #277 (VJ6863, or
equivalent) to threads of capscrews and
threads in rod.
4. Install lifting tool used during disassembly in the

second and first stage cylinder assembly.
13. Install capscrews (7) with hardened washers (5)

and tighten capscrews to 34.6 kg.m (500 ft.
lbs.).
5. Install bearings (13) on the first stage cylinder

(3). Lift and align this assembly over the housing (4). Lower the second and first stage cylinders into the housing.
NOTE: Allow parts to cure for 2* hours before

exposing threaded areas to oil. If "LOCQUIC"
primer "T" (TL8753) was not used, the cure time will
require 24 hours instead of 2 hours.
6. Install retainer used during disassembly to hold

the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180 to position the lower mounting eye at the
top.
7. Install bearings and buffer seal, rod seal and
rod wiper in the second stage cylinder (2).
8. Attach a lifting device to the rod eye (1) and
align it over the housing (4). Lower the rod into
the housing. Lubricate the rod with hydraulic oil.
14. Install snap ring (9).

15. Install O-ring (12) and backup ring (23) on cover
(10). Align and lower cover onto housing (4).
Install capscrews (11) and lockwashers. Tighten
capscrews to standard torque.
16. Install hoist cylinder eye bearing (6, Figure 817) and retainer rings (5) if removed.
9. Rotate housing 180 to position the cover end

at the top. Remove retainer installed in Step 4.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
10. Thread two guide bolts in the end of the rod (1).
Install seal (8) on the end of the rod.
11. Align piston rod bearing retainer (6) over guide
bolts and lower it over the end of the rod (1).
Remove guide bolts.
L08033
L8-19
Power Up Spool Limit Solenoid

The power up spool limit solenoid (1, Figure 8-22) is
located inside the hydraulic cabinet to the right of the
operator's cab. This valve has no serviceable parts
except for O-ring replacement. If the valve malfunctions, replace as a unit.
Pilot Operated Check Valve
The pilot operated check valve (2, Figure 8-22) is
located inside the hydraulic cabinet to the right of the
operator's cab. This valve has no serviceable parts
except for O-ring replacement. If the valve malfunctions, replace as a unit.
Power Down Hoist Limit Solenoid
The power down hoist limit solenoid (3, Figure 8-22)
is also located in the hydraulic cabinet. The valve has
no serviceable parts except O-ring replacement.
FIGURE 8-22. HYDRAULIC CABINET

COMPONENTS
(Hoist Circuit)
Solenoid
3. Power Down Hoist
Limit Solenoid
L8-20

5. Control Cable
L08033
SECTION L9
HYDRAULIC SYSTEM FILTERS
INDEX
HYDRAULIC SYSTEM FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3

HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Filter Element Replacement
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-3
LOW PRESSURE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Brake Cooling/Hoist Circuit Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Transmission Lubrication Circuit Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-4
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-5
L09010
Hydraulic System Filters
L9-1
NOTES
L9-2
L09010
HYDRAULIC SYSTEM FILTERS

HIGH PRESSURE FILTER
A high pressure filter assembly, located on the left
frame rail, forward of the hydraulic tank, filters the oil
supply from the outlet of the steering/brake pump
before it enters the bleeddown manifold valve.
Refer to Section P, Lubrication and Service, for recommended normal filter element replacement interval. Earlier replacement may be required if the
Maintenance Monitor lamp turns on and the MOM
display indicates the element is restricted.

applying pressure.
immediately.
Removal
1. With the key switch OFF allow at least 90 seconds for the accumulators to bleed down.

3. Remove housing (8) and element (7).
4. Replace O-ring (6) in filter head.
FIGURE 3-1. STEERING CIRCUIT FILTER
Installation
1. Install new element (7). Install housing (8) and
tighten.
replace as a unit. Switch adjustment is not necessary
or recommended.
L09010
1. Indicator Switch
2. Setscrew
3. Head
4. Bleed Plug
5. O-Ring
6. O-Ring
7. Filter Element
8. Bowl
9. O-Ring
10. Drain Plug
L9-3
LOW PRESSURE FILTERS

Low pressure hydraulic oil filters (Figure 9-2) are
used at several locations on the truck, filtering the
hydraulic oil in the brake cooling circuit and hoist circuit, and the (separate) transmission oil supply.
An indicator switch (2) provides an electrical signal to
monitoring circuits to warn the operator if the filter
elements become restricted.
Refer to Section P, Lubrication and Service, for recommended normal filter element replacement interval. Earlier replacement may be required if the
Maintenance Monitor lamp turns on and the MOM
display indicates one or more of the hydraulic system
elements is restricted. A transmission oil filter lamp
on the instrument panel will flash and a buzzer will
sound if the transmission filter element becomes
restricted.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: When the engine is initially started and the
hydraulic oil is cold, the restriction warning may
actuate. Allow the hydraulic system oil to reach
operating temperature before using the warning as
an indicator to change the element.
Brake Cooling/Hoist Circuit Filters
A filter assembly located under the engine, near the
heat exchanger, filters brake circuit cooling oil after it
leaves the front wheel disc brake housings. Two
identical filter assemblies located on the inner side of
the fuel tank filter oil as it leaves the rear wheel disc
brake housings.
If the maintenance monitor lamp illuminates, indicating a restricted filter element, use the MOM display to
determine the actual filter element(s) requiring service.
Transmission Lubrication Circuit Filter
A filter assembly located on the right frame rail in
front of the fuel tank filters transmission oil after it
leaves the transmission pump, before it enters the
transmission.
Service procedures for all the low pressure filters are
identical. Refer to the parts manual for replacement
filter elements.
L9-4
FIGURE 3-2. LOW PRESSURE FILTER ASSEMBLY

1. Head Assembly
2. Indicator Switch
3. Seal
4. Bowl
5. Filter Element
6. Plug
7. O-Ring
8. Core Assembly
9. Bypass Valve
10. Anti-Backflow Valve
L09010

2. Remove bowl (4) and element (5).
3. Replace seal (3) in filter head.

this injury is not received immediately.
Removal
Installation
1. Install new element (5, Figure 9-2). Install housing (4) and tighten.

replace as a unit. The actuation pressure of the
indicator switch is factory preset. Switch adjustment
is not necessary or recommended.


L09010
L9-5
NOTES
L9-6
L09010
SECTION L10
HYDRAULIC CHECK-OUT PROCEDURE
INDEX
HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
STEERING CIRCUIT CHECK-OUT & ADJUSTMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . .L10-3
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4
Pump Pressure Control Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-4
Steering Components Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-6
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Power Down Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-8
L10017
Hydraulic Check-out Procedure
L10-1
NOTES
L10-2
L10017
HYDRAULIC CHECK-OUT PROCEDURE

GENERAL INFORMATION
The hydraulic check-out procedure is intended to
help the technician check, adjust, and diagnose
problems in the steering and hoist circuits. The technician should read the entire check-out procedure
prior to performing any steps to become familiar with
the procedures and all the warnings and cautions.
The following procedures may be easier if the

gauges are connected such that they can be read in
the cab or where the technician can communicate
with the person operating the controls.

penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
components in the hydraulic circuits, or installing test gauges, ALWAYS bleed down hydraulic
steering accumulator.
The steering accumulators can be bled down by
shutting down the engine, turning key switch
"Off", and waiting 90 seconds. Confirm the steering pressure is released by turning the steering
wheel; no front wheel movement should occur.
STEERING CIRCUIT CHECK-OUT &

ADJUSTMENT PROCEDURE
The steering circuit hydraulic pressure is supplied
from the piston pump and steering accumulators.
Some steering system problems, such as spongy or
slow steering or abnormal operation of the "Low
Steering Pressure" warning light can sometimes be
traced to internal leakage of steering components. If
internal leakage is suspected, refer to "Steering Circuit Component Leakage Test."
NOTE: Excessive internal leakage within the brake
circuit may contribute to problems within the steering
circuit. Be certain that brake circuit leakage is not
excessive before troubleshooting steering circuit. For
Brake Circuit Test Procedure, refer to Section "J",
Brake System.
The steering circuit can be isolated from the brake

circuit by releasing pressure from the brake accumulators and removing the brake system supply line (1,
Figure 10-2) from the fitting on the bleeddown manifold. (see WARNING). Plug the brake circuit supply
hose and cap the fitting at the bleeddown manifold to
prevent high pressure leakage.
Prior to checking the steering system, the hydraulic

steering and brake systems must have the correct
accumulator precharge and be up to normal operating temperatures. Refer to "Steering Circuit Component Repair, Steering Accumulator Charging
Procedure" in this section of the manual for accumulator charging instructions.
Bleed down brake system accumulators prior to

removing any hoses supplying oil to the brake
system.
If the steering/brake pump has just been
installed, it is essential that the pump case is full
of oil prior to starting the engine. Refer to "Steering Circuit Component Repair, Steering and
Brake Pump", this section for instructions.
L10017
L10-3
Equipment Requirements
The following equipment will be necessary to properly check-out the hydraulic steering circuit
Hydraulic schematic, refer to Section "R".
Three 0-350 kg/cm2 (0-5000 psi) range calibrated
pressure gauges and hoses.
A graduated container marked to measure liquid
volume.
Pump Pressure Control Adjustment
With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place range selector in NEUTRAL and apply
the parking brake. Shut down engine and turn
key switch off. Wait 90 seconds for the steering
accumulators to completely bleed down before
opening circuits to take leakage measurements,
to make repairs, or to install or remove a gauge.
FIGURE 10-2. BLEEDDOWN MANIFOLD

Be sure steering accumulator oil pressure has
been bled down. Turn the steering wheel; the
wheels should not move if all oil pressure has
been relieved.
6. Test Port
1. Brake Circuit Supply
7. From Accumulator
8. To Flow Amplifier
3. Return to Tank
9. From Flow Amplifier
10. Accumulator Bleed5. Supply From
Steering Pump
down Solenoid
2. Check hydraulic oil level in tank and add oil if

required.
3. Remove cap and install an accurate 350 kg/cm2
(5000 psi) pressure gauge at the bleeddown
manifold test port (6, Figure 10-2).
4. Install a 350 kg/cm2 (5000 psi) gauge at each
steering cylinder manifold test port (located
under engine).
5. Start the engine and verify the low idle engine
speed is 1025 RPM. If idle speed is incorrect,
refer to Section C for adjustment procedure
before performing hydraulic system tests.
FIGURE 10-1. PUMP PRESSURE CONTROL
1. Steering Pump
2. Compensator Adjustment
L10-4
3. Case Drain Line

4. Hoist Pump
L10017
Before raising body to full "up" position, be sure

there is adequate clearance between body and
6. Raise and lower the dump body and turn the
steering wheel lock-to-lock to bring the oil up to
normal operating temperature.
7. Shut down the engine, turn the key switch off
and wait 90 seconds, then observe the pressure
gauge indicates zero.
NOTE: If the pressure gauge indicates a pressure
greater than 0, check for defective components in the
bleeddown circuit. A restricted tank vent filter may
cause a pressure build up from 0 - 1.0 kg/cm2 (0 - 15
psi).
8. Start the engine. Immediately after starting,
check gauge pressure. Pressure should rise
quickly to accumulator nitrogen pressure, 98.4
kg/cm2 (1400 psi), pause momentarily, and then
increase to steering pressure, 193.3 kg/cm2
(2750 psi).
NOTE: If nitrogen pressure is incorrect, charge the
accumulators with nitrogen before proceeding.
(Follow the accumulator nitrogen charging procedure
in this Section.)
9. Adjust the steering pressure at the steering
pump compensator to approximately 222 kg/
cm2 (3150 psi).
NOTE: It should not be possible to adjust the
steering compensator pressure HIGHER than 228
kg/cm2 (3250 psi), because the relief valve in the
bleeddown manifold should begin relieving at this
pressure if it is working correctly. To adjust relief
valve, refer to "BLEEDDOWN MANIFOLD",
"Adjusting Relief Valve" in Section "L", Hydraulics.
10. Shut down the engine and allow the accumulators to bleed down completely.
FIGURE 10-3. FLOW AMPLIFIER RELIEF VALVE

2. Plug
3. O-Ring
4. Relief Valve
Adjustment
13. While observing the two gauges installed on the

steering manifold, steer the truck against the left
stop.
Pressure on one of the gauges should read
203.9 kg/cm2 (2900 psi).
14. Steer the truck to the opposite stop.
The other gauge should read 203.9 kg/cm2
(2900 psi).
15. If pressure is incorrect during step 13 or 14, the
shock and suction valves must be replaced.
NOTE: The shock and suction valves are only
serviced as complete units, and cannot be adjusted
while installed in the flow amplifier valve.
11. Raise the flow amplifier steering relief valve

pressure as follows:
16. After the above test is complete, lower the flow

amplifier steering relief valve pressure to 193.3
kg/cm2 (2750 psi) as follows:
a. Remove external plug (2, Figure 10-3) on

flow amplifier valve, using an 8 mm allen
wrench.
a. Steer full left or right and maintain a slight

pressure against the steering wheel.
b. Insert a 5 mm allen wrench into opening and

gently bottom out adjustment (4) by turning
clockwise.
12. Start the engine and allow steering system to
build pressure.
L10017
b. Adjust steering relief valve, using the 5 mm

allen wrench to obtain 193.3 kg/cm2 (2750
psi) on the gauge showing pressure.
17. After adjustment is complete, install plug (2, Figure 10-3) with O-ring (3) on valve body.
L10-5
18. Turn steering pump pressure compensator

adjustment screw counterclockwise to reduce
pressure. (Steer truck and adjust to allow circuit
pressure to drop to approximately 175 kg/cm2
(2500 psi)).
6. Start the engine and allow the system to stabilize at 193.3 kg/cm2 (2750 psi).
7. Measure leakage obtained in graduated container:
19. Turn pressure compensator adjustment screw

clockwise to obtain 193.3 kg/cm2 (2750 psi) on
the gauge at the steering bleeddown manifold
test port. Tighten jam nut to lock adjustment
screw when correct pressure is obtained.
Maximum allowable leakage is 164 ml (10

in3) per minute.
8. If leakage in step 7 exceeds the maximum
allowed, repair or replace the steering control
unit. If leakage rate is acceptable, perform the
next step to check flow amplifier leakage.
20. Shut down engine and allow accumulators to

bleed down completely. Steer the truck to verify.
9. Measure leakage at steering return hose

removed in step 1.
21. Remove gauges and cap test ports.

in3) per minute.
10. If leakage in step 9 is excessive, the flow amplifier must be repaired or replaced.
Steering Components Leakage Test
11. Disconnect tank return line (3, Figure 10-2) at

the bleeddown manifold. Install a plug in end of
hose removed.
Do not steer truck while measuring leakage rates
during the following tests.
1. Check combined leakage from the steering control unit and flow amplifier.
a. Disconnect steering return hose (9, Figure
10-2) at the bleeddown manifold port.
b. Cap open fitting on bleeddown manifold.
c. Place end of hose disconnected in a graduated container.
2. Start the engine and allow the system to stabilize at 193.3 kg/cm2 (2750 psi).
3. Measure leakage obtained in graduated container:
12. Measure leakage from the tank return fitting on

the bleeddown manifold.
Maximum allowable leakage is 32.8 ml (2.0
in3) per minute.
13. If leakage is excessive in step 12, the bleeddown solenoid valve or the bleeddown manifold
relief valve must be replaced.
a. Verify correct setting of 230 kg/cm2 (3250
psi) relief valve.
b. Remove both valves and inspect O-rings for
damage.
14. Recheck for leakage. If leakage is still excessive replace the bleeddown solenoid valve. If
leakage is still excessive, replace the relief
valve assembly.

in3) per minute.
4. Shut down the engine.
15. After leakage tests are complete and leakage

rates are acceptable, be certain all hoses are
reinstalled and tightened properly.
5. If leakage in step 3 exceeds maximum allowed,

measure leakage from steering unit as follows:
16. Check hydraulic tank oil level and refill if necessary.
a. Remove the steering control unit tank return

line at the flow amplifier.
b. Plug the flow amplifier port.
c. Place end of hose disconnected in a graduated container.
L10-6
L10017
CHECKING HOIST SYSTEM PRESSURES

Equipment Requirements
The following equipment will be necessary to properly check-out the hoist relief and "power down" circuit pressures:
Hydraulic schematics, refer to Section "R".
Two 0-350 kg/cm2 (0-5000 psi) range calibrated
pressure gauges and hoses.

applying pressure.
1. Install two 0-350 kg/cm2 (0-5000 psi) pressure

gauges at each diagnostic coupler located at
each outlet port on the hoist pump (4, Figure
10-1).
2. Disconnect the hoist lines at the distribution
manifold and cap the power up and power down
ports (four locations).
3. Start the engine and run at low idle.
4. Place the hoist lever in the POWER UP position.
The pressure at both hoist pumps should
be approximately 193.3 7 kg/cm2 (2750
100 psi).
5. If power up relief pressure is incorrect, adjust
pressures as follows:
6. Return hoist lever to the "Float" position.
7. Relieve all hydraulic pressure from the hoist
system.
L10017
FIGURE 10-4. HOIST RELIEF VALVE

1. Capscrew
2. Inlet Cover
3. Spring
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-Rings
9. Inlet Valve body
NOTE: The relief valve (4, Figure 10-4) is located

under the hoist valve cover (2) that has a small
external pipe attached to it.
8. Remove the small external pipe and capscrews
from the inlet section cover (2, Figure 10-4) that
contains the relief valve.
9. Remove the cover and spring (3) from the relief
valve.
10. Loosen the jam nut on the relief valve (4) and
turn screw clockwise to increase pressure or
counter-clockwise to decrease pressure.
NOTE: Each 1/4 turn of the adjustment screw will
cause approximately 10.5 kg/cm2 (150 psi) change in
pressure.
11. Install spring (3) and cover (2) with new O-rings
(8). Install and tighten capscrews (1).
12. Check the pressures again.
L10-7
Power Down Relief Valve Adjustment

1. With the engine at low idle, place the hoist lever
in the POWER DOWN position.
2. Pressure at both pumps should be 106 14 kg/
cm2 (1500 psi). If the power down pressure is
not within specifications, adjust or replace the
relief valve.
NOTE: The power down relief valve (2, Figure 10-5)
is located on the pilot control valve (1) in the
hydraulic cabinet.
a. To increase power down relief pressure, turn
adjusting screw clockwise.
b. To decrease power down relief pressure,
turn adjusting screw counter-clockwise.
3. If pressures are within specifications, shut down
engine and move hoist control lever to the
FLOAT position. Remove all gauges.
4. Reconnect the hoist lines to the distribution
manifold.
FIGURE 10-5. POWER DOWN RELIEF VALVE

2. Relief Valve
5. Check the hydraulic tank for proper level. Add

oil if necessary.
L10-8
L10017
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
SPECIAL TOOL GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
M01048
Index
M1-1
NOTES
M1-2
Index
M01048
SECTION M2
FIRE CONTROL SYSTEMS
INDEX
FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5
Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9
Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9
INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13
M02005
Fire Control Systems
M2-1
NOTES
M2-2
M02005
FIRE CONTROL SYSTEM (MANUAL)

The fire control system aids in protecting the
machine in the event of a fire. The system consists
of:
Actuators
Pneumatic Actuator/Cartridge Receivers
Pressure Relief Valve
Check Valves
Dry Chemical Tanks
Hoses And Nozzles.
Operation
To actuate the fire control system, pull the safety ring
on either of the actuators and depress the lever. One
actuator is located in the cab near the operator.
Another actuator is located on the left fender structure near the bumper.
NOTE: Operating either actuator will activate fire
control system.
When either actuator is depressed, a nitrogen cartridge will pressurize the dry chemical tank. Once the
dry chemical tank has pressurized to a sufficient
pressure, a bursting disc in the tank outlet will break,
allowing the fluidized chemical to flow to the nozzles.
The nozzles will direct the agent at the fire and extinguish the flames.
Inspection and Maintenance

It is imperative that the fire control system is
inspected at least every six months. To insure that it
will operate effectively:
1. Check the system for general appearance,
mechanical damage and corrosion.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level
should not be less than three inches (76 mm)
from bottom of fill opening. Dry chemical must
be free flowing, with no caking.
4. Insure that the vent in the fill opening threads is
not obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if necessary. Install cartridge hand tight.
FIGURE 2-1. FIRE CONTROL SYSTEM

1. Cab Actuator
2. Remote Actuator
3. Safety Relief Valve
4. Check Valves
M02005
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
5. Actuator Receiver
6. Cartridge
7. Bursting Disc Union
8. Dry Chemical Tank
M2-3
3. Remove each extinguisher from its bracket.

4. Disassemble bursting disc union and replace
the ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than
three inches (76 mm) from the bottom of the fill
opening.
6. Inspect fill opening threads and gasket. If necessary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chemical tank and remove the cartridge.
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP
6. Inspect lines, fittings and nozzles for mechanical damage and cuts.
7. Check nozzle openings. The openings should
be packed with silicone grease or equipped with
plastic blow-off caps if equipped with nozzles as
shown in Figure 2-2. Nozzles of the type shown
in Figure 2-3 are not to be packed with grease.
Only the protective caps shown are to be used
on this type of nozzle.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation
of puncture pin.
9. Replace any broken or missing lead and wire
seals.
9. Insure that the cartridge puncture pin is fully

retracted.
10. Weigh the new cartridge. The weight must be
within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
11. Screw the new cartridge onto the actuator
assembly, hand tight.
12. Replace the cartridge guard and install the dry
chemical tank into its bracket.
13. Connect line at the bursting union, and line at
the tank actuator.
14. Remove the cartridge guard from the remote
actuators and replace the cartridges.
15. Replace the cartridge guards, and install ring
pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechanical damage. Replace all hose that has been
exposed to fire areas.
Recharging Procedures
After actuating the fire control system, the system
should be recharged. Follow the procedure below for
each dry chemical tank and actuator installed:
17. Clean the nozzles and repack the openings with

silicone grease or install blow-off caps. Use
caps for new designed nozzles shown in Figure
2.1-2.
1. Relieve the pressure from the lines by pulling

the ring on the safety relief valve.
2. Disconnect line from tank actuator and remove
line from the bursting disc union.
M2-4
M02005
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1

The Checkfire Electric Detection and Actuation System - Series 1 (Figure 2-5) uses linear detection
wire. This is a two conductor heat rated thermo
cable. When the detection cable is subjected to
221F (105C) the insulating coating of the cable
melts allowing the conductors to short together closing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expellant cartridge.
Components of the checkfire electric detection and

actuation system are shown in Figure 2-5.
Control Module
(Figure 2-4):
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch button will illuminate the green indicator light if electrical power is available in the system.
FIGURE 2-4. CONTROL MODULE
FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM

1. Control Module
3. Linear Detection Wire
5. Test Kit (Not Shown)
2. Manual/Automatic Actuator
4. Power Wire
M02005
M2-5
Actuator
(Figure 2-6)
Provides automatic and manual means of fire suppression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
FIGURE 2-8. POWER WIRE
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR
FIGURE 2-9. TEST KIT

1. Indicator Light Assembly
2. End-of-Line Detection Wire Jumper Assembly
Linear Detection Wire

(Figure 2-7):
Test Kit
(Figure 2-9):
Consists of a two conductor heat rated thermo cable.

The temperature rating of the cable is 221F 105C)
black wire or 356F (180C) using red wire. When the
cable is subjected to temperatures in excess of this
rating the insulating coating melts allowing the conductors to short together, closing the actuating circuit
to fire the squib.
Provides for checking of electrical continuity and consists of an indicator light assembly and an End-ofLine linear detection wire jumper assembly.
FIGURE 2-10. SQUIB

FIGURE 2-7. LINEAR DETECTION WIRE
Power Wire
(Figure 2-8):
Consists of a battery connector and conductor lead
wires to connect the actuation system to the truck
electrical system (battery circuit). The battery connector is equipped with a 5 ampere in line fuse
(replaceable).
M2-6
Squib
(Figure 2-10)
Is an electrically detonated component containing a
small exact charge of powder. When the actuation
circuit is closed by the linear detection wire melting,
an internal wiring bridge in the squib heats up causing the power charge to detonate, forcing the puncture pin to rupture the cartridge disc to release the
nitrogen gas charge.
M02005
be on. This indicates the power wire is

installed correctly to the control module. If
light does not appear, check all connections
to insure they are snapped together. Retest
by depressing button. If light is not on, refer
to Troubleshooting The Electric Detection
System covered in this section.
Securing the Detection Wire

After the linear detection wire has been loosely
installed, secure it to the equipment being protected
as follows:
1. Begin at the control module with the first section of detection wire. If this section is sufficient
to cover the total hazard area, no additional
lengths are required. If additional lengths are
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
b. If battery power is correct, proceed to checking total system power.
NOTE: Remember to leave closed blank plug

connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2-11). Plugs and receptacles are keyed to allow insertion only in one direction. After "click" is noted, apply a small amount of
back pull to confirm connection has been made.
FIGURE 2-12. POWER CHECK
FIGURE 2-11. LINEAR DETECTION WIRE

CONNECTOR
Do Not install squib to power lead at this time

(Figure 2-13).
2. Secure the wire every 12-18 in. (30-45 cm)

throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equipment. Always keep the previously mentioned
guidelines in mind when installing the wire.
Preliminary Test Before Final Hook-Up
All necessary linear detection and power wire installation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
FIGURE 2-13. DO NOT CONNECT SQUIB
1. The Power Wire

a. Depress the button on top of the control
module and note green indicator light (Figure
2-12). With button, depressed, light should
M02005
M2-7
c. Proceed to the end of the last length of

detection wire and remove the jumper
assembly (Figure 2-15). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Troubleshooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2-17). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper to prevent fire suppression system from discharging when squib is installed in
electric detection and actuation system.
FIGURE 2-14. INSTALL JUMPER

2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Figure 2-14) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2-15).
Test module light should immediately illuminate. This test confirms that the wire is properly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" section.
FIGURE 2-15. INSTALL TEST MODULE

ASSEMBLY
M2-8
FIGURE 2-16. REMOVE JUMPER ASSEMBLY
FIGURE 2-17. REMOVE INDICATOR LIGHT

ASSEMBLY
M02005
Installation Procedure for Squib

After all testing has been completed and all test kit
components removed, proceed to arm the system.
Using wrench, insert squib into upper right inlet hole

on actuator body and firmly tighten (Figure 2-18).
After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge
(Figure 2-19).
Always install squib into actuator body first,

before installing connector onto threaded body
of squib. Possible injury could result if squib was
actuated outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2-20). Hand tighten as firmly as possible.
FIGURE 2-18.
Placing the Electric Detection & Actuation

System Into Service
To place the electric detection and actuation system
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut
on actuator body is securely tightened.
2. Before installing actuator cartridge, push manual puncture lever several times to insure
smooth operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2-21).
FIGURE 2-19.
FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower

actuator body and hand tighten firmly.
FIGURE 2-20.
M02005
5. Record date that system was placed in service.
M2-9
INSPECTION AND MAINTENANCE

SCHEDULES
Proper inspection and maintenance procedures

must be performed at the specified intervals to
be sure that the electric detection and actuation
system will operate as intended.
4. Weigh the actuation cartridge on the electric

detection and actuation system. Replace cartridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
bottom of electric detection and actuation system for elasticity. If the temperature is below
freezing, warm the gasket with body heat to
insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is available. If light is not illuminated, refer to "Troubleshooting" covered in this section.
Normal Maintenance Based On Actual Operating
Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck maintenance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper
assembly to end of linear detection wire assembly.
This jumper will service as a wiring short and cause
the squib to discharge.
FIGURE 2-22. REMOVE CARTRIDGE AND

DISCONNECT SQUIB
Remove jumper, clean actuator, install new squib

and reinstall cartridge.
Do Not reinstall cartridge at this time.
System is now back in service.
5. Test system power by depressing button on

control module. Note illumination of light while
button is depressed.
Record date of installation of new squib.

1. Check all mounting bolts for tightness.
2. Check all wiring connectors for tightness and
possible evidence of corrosion.
3. Inspect detection and power wire as follows:
a. Check for wear due to abrasion (at wall penetrations, around corners, etc.).
b. Check for damage from direct impact or
other abuse.
c. Check mounting locations for tightness.
d. Insure mounting hardware has not come
loose or been broken, either of which would
allow the wire to sag.
M2-10
6. Remove squib connector before proceeding

with next series of checks (Figure 2-22).
7. Using the furnished test kit assembly, proceed
to the end of the last length of detection wire.
Remove the plugged blank connector and
install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
completed).
8. With jumper in place, screw the squib connector
into receptacle on test module (Figure 2-23).
Light on the test module should immediately
illuminate. This test confirms that the detection
wire is properly installed and will function as
intended.
M02005
10. Remove the test kit from the system by disconnecting the squib connector from the test module (Figure 2-24).
Failure to remove jumper assembly will cause

system discharge when squib is installed into
electric detection and actuation system.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on electric detection and actuation
system actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
14. Install actuation cartridge back into lower actuator body and tighten firmly by hand.
FIGURE 2-23. ATTACH INDICATOR LIGHT

ASSEMBLY (Test Module)
If test module light does not illuminate, refer to Troubleshooting The Electric Detection System, covered
in this section.
9. Proceed to the end of the last length of detection wire and remove the jumper assembly. Put
original plugged blank connector back on detection wire. Test module light should immediately
go out. If light does not go out, refer to Troubleshooting The Electric Detection System,covered in this section.
IN CASE OF FIRE
Procedure to follow during and after a fire. In the
event of a fire, the following steps should be taken:
1. Turn the machine off.
2. Manually activate fire suppression system, if
possible.
3. Move away from the machine taking a hand
portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re-ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.
1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
FIGURE 2-24. REMOVE TEST MODULE
M02005
4. Having a hand portable fire extinguisher is

advised because remaining heat may cause
part of the fire to re-ignite after the fire suppression system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
M2-11
What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out
The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the electric detection and actuation system cannot be
recharged immediately, at least recharge the remainder of the fire suppression system so that manually
actuated protection is available.
Recharging the Electric Detection and Actuation
System
The recharge of the electric detection and actuation
system is similar to the original procedure for installing and placing the automatic detection system into
service. Follow these procedures as outlined previously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is important that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This buildup will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2-25):
1. Remove squib.
2. Remove actuator from bracket and loosen
upper portion of body.
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
FIGURE 2-25. ACTUATOR ASSEMBLY
4. Thoroughly clean carbon deposits from base of

stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of puncture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2-25).
M2-12
M02005
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM

TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.
POSSIBLE CAUSES
Blown fuse in battery connector assembly
Look for possible short in external power wiring and

change fuse
Battery connection loose

Connector between power wiring unsnapped or wire
broken
Clean and tighten

Reconnect/install new length
Dead battery
Charge battery or install new one
Bulb burned out
Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate.

POSSIBLE CAUSES
Jumper assembly not in place on end of detection

zone wiring
Install jumper assembly

Reconnect
Connector apart on either power or detection zone

wiring
Loosen green lens, install new bulb
Bulb burned out
Look for possible short in external power wiring and

change fuse
Blown fuse in battery connector assembly
Install new length
Wire broken
Charge battery or install new one
Dead battery
Clean and tighten
Battery connection loose
TROUBLE: Test Module Light Will Not Go Out

POSSIBLE CAUSES
Jumper assembly left in place on end of detection wire
Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire
Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib

POSSIBLE CAUSES
Check for previous fire condition
Replace length(s) of detection zone wire. Replace

squib and recharge
Detection wire too close to heat source

Test jumper assembly left in place after testing
Check for broken points of security, move away from

heat source, and recharge
Remove jumper, reinstall plugged end of line connector
and recharge
M02005
M2-13
NOTES
M2-14
M02005
SPECIAL TOOLS
PART NO.
DESCRIPTION
NItrogen
Charging Kit
EC3331
USE
Suspension &
accumulator
nitrogen charging
NOTE: Not included with all trucks.
PART NO.
DESCRIPTION
EG7805
Tool Str.
EG7806
Threaded Rod
PART NO.
Electrical
Harness
EF9160
M08013
DESCRIPTION
4/04
USE
Wheel Rim
Retainer
Removal
USE
Computer (DAD)
hookup to PMC
Connector.
Special Tools
M8-1
PART NO.
DESCRIPTION
562-98-31301 Disc Gauge
During Retard Control & Monitor (RCM) troubleshooting for codes such as J004 (Rear Left Brake
Pressure Low) and J005 (Rear Right Brake Pressure
Low), the switching of harness connectors between
the right and left PPC valves may be necessary.
Switching of the connectors can help determine
where in the electrical circuit the problem lies, or
whether the problem is hydraulic.
On 530M dump trucks, it is possible to switch connectors because of their common configuration. On
the newer HD1500 dump trucks, however, this is not
possible. The left PPC and right PPC circuits were
wired with different connectors in order to prevent the
accidental crossing of connectors.
PART NO.
EJ9233
PART NO.
EJ9234
Because of the differing connectors, two harnesses

have been developed to allow crossing from one circuit to the other for troubleshooting purposes. The
two harnesses are listed in the tables to the right.
DESCRIPTION
Right Hand
Harness
DESCRIPTION
Left Hand
Harness
USE
Brake Disc Wear
Measurement
USE
PPC Circuit
Diagnosis
USE
PPC Circuit
Diagnosis
Truck units A30066 & Up will have the two harness

tools included in their tool groups.
M8-2
Special Tools
4/04 M08013
SECTION N
CAB COMPONENTS
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01027
Index
N1-1
NOTES
N1-2
Index
N01027
SECTION N2
TRUCK CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Jam Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Replace Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-17
N02016
Truck Cab
N2-1
NOTES
N2-2
Truck Cab
N02016
TRUCK CAB
Description
The truck cab is a fully insulated design incorporating an integral ROPS structure for maximum operator comfort and safety. All gauges, switches, and
controls have been designed to simplify operation
and are placed within easy reach of the operator.
Servicing of cab and associated electrical systems
is simplified by use of heavy-duty connectors on the
various wiring harnesses. Hydraulic components
are located outside of the interior and are accessed
through covers (2, Figure 2-1) on the front of the
cab.
DO NOT attempt to modify or repair damage to

the ROPS structure without written approval
from the manufacturer. Unauthorized repairs to
the ROPS structure will void certification. If
modification or repairs are required, contact the
servicing Komatsu distributor.
FIGURE 2-1. CAB ASSEMBLY

1. Mounting Pad
2. Access Covers
3. Filter cover
4. Windshield Wiper Arms
N02016
5. Stop Light (Service Brakes

Applied)
6. Retard Light (Retarder Applied)
7. Lifting Eye
Truck Cab
8. Glass Bumpers (under glass)

9. Left Rear Window
10. Left Front Window
11. Side Windshield Glass
N2-3
4. Disconnect hydraulic hoses routed to frame

from fittings at rear of cab under brake cabinet.
(It is not necessary to disconnect hoses
attached to, and routed under the cab.) Cap all
fittings and plug hoses to prevent contamination.
Prior to cab removal or repair procedures, it may be

necessary to remove the body to provide clearance
for lifting equipment to be used. If body removal is
not required, the body should be raised and the
safety cables installed at the rear of the truck.
5. Disconnect wire harnesses at connectors

located under hydraulic cabinet.
6. Remove cable and hose clamps as needed for
cab removal
Read and observe the following instructions

before attempting any repairs!
7. Close heater shutoff valves located at the water

pump inlet housing on the right side of the
engine and at the water manifold. Disconnect
heater hoses at each valve and drain coolant
into a container.
Do not attempt to work in deck area until body

safety cables have been installed.
Before
weld
repairs
are
performed,
disconnect all electrical harnesses.
8. Remove clamps and heater hoses from fittings

underside of deck, below heater.
Preparation
1. Reduce the engine speed to idle. Place the
selector switch in NEUTRAL and apply the
parking brake. Be certain the parking brake
applied indicator lamp in the overhead panel is
illuminated.
2. Shut down the engine using the keyswitch. If,
for some reason the engine does not shut
down, use the shutdown switch on the center
console.
Federal regulations prohibit venting air conditioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
used to remove the refrigerant from the air conditioning system.
9. If the truck is equipped with air conditioning,
evacuate the air conditioning system:
3. Verify the steering accumulators have bled

down by attempting to steer.
a. Attach a recycle/recovery station at the air

conditioning compressor service valves.
(Refer to Air Conditioning System in this section for detailed instructions.)
4. Bleed down the brake accumulators using the

manual bleed valves on the brake manifold.
5. Open the battery disconnect switches.
Removal
b. Evacuate air conditioning system refrigerant.
NOTE: The following procedure describes removal of

the cab as a complete module with the hydraulic
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for
identification to ensure correct reinstallation:
c. Remove the air conditioner system hoses

routed to the cab from the receiver/drier and
compressor. Cap hoses and fittings to prevent contamination.
1. Turn the key switch to the OFF position and

allow at least 90 seconds to bleed the steering
accumulator. Turn the steering wheel to be sure
no pressure remains. If installed, open the automatic/manual drain valve mounted below the air
tank and drain air supply.
2. Block truck securely, and open the brake accumulator bleed down valves on the accumulators
located in the cabinet mounted on the rear of
the cab. Allow sufficient time for accumulators
to bleed down completely.
10. Attach a lifting device to the lifting eyes provided

on top of the cab.
The cab assembly weighs approximately 5000

lbs. (2270 kg). Be sure lifting device is capable of
lifting the load.
3. Open the battery disconnect switch located at

the left hand ladder.
N2-4
Truck Cab
11. Remove the capscrews and washers from each

mounting pad (1, Figure 2-1) at the corners of
the cab.
N02016
4. Remove caps from hydraulic hoses and tubes

and reinstall. Reinstall hose clamps as
required.
12. Check for any other hoses or wiring which may

interfere with cab removal.
13. Lift the cab assembly off the truck and move to
an area for further service.
5. Install heater hoses and clamps on fittings on

underside of cab. Connect other end of hose to
fittings at shutoff valves on engine. Open
heater shutoff valves. Connect air cleaner
restriction indicator hoses.
14. Place blocking under each corner of the cab to

prevent damage to floor pan and hoses before
cab is lowered to the floor.
6. Remove caps and reinstall air conditioning

system hoses from compressor and receiver/
drier.
Installation
1. Lift cab assembly and align mounting pad
holes with tapped pads. Insert at least one
capscrew and hardened washer at each of the
four pads prior to lowering cab onto the truck.
2. After cab is positioned, insert the remaining
capscrews and hardened washers. (32 total).
Tighten the capscrews to 700 ft. lbs. (950
N.m) torque.
3. Route wire harnesses to the electrical connectors on the rear corner of the cab. Align cable
connector plug key with receptacle key and
push plug onto receptacle. Carefully thread
retainer onto receptacle and tighten securely.
Install clamps if removed during cab removal.
7. Refer to Air Conditioning System in Section N

for detailed instructions regarding evacuation
and recharging with refrigerant.
8. Close brake accumulator bleed down valves.
9. Close battery disconnect switch.
10. Service hydraulic tank and engine coolant as
required.
11. Start the engine and verify proper operation of
all controls.
12. Assure the air conditioning system is properly
recharged.
FIGURE 2-2. CAB - REAR VIEW
N02016
Truck Cab
N2-5
CAB DOOR
Door Adjustment
The cab door assemblies are similar except for the

hinge side. Each is hinged on the rear edge with a
heavy duty hinge. For repairs on the door latches or
window controls it is usually better, but not necessary, to remove the door from the cab and lower it to
the floor for service.
If adjustment is necessary to insure tight closure of

door, loosen striker bolt in the door jam, adjust, and
re-tighten.
Removal
1. If overhead space is available, raise body to
allow access to door with overhead hoist.
Secure body in raised position with safety
cables.
2. Lower door glass far enough to allow insertion
of lifting sling when door is removed.
3. Remove door panel for access to power window motor harness connector. Disconnect
motor and remove cab harness from door.
A rubber sealer strip is mounted with adhesive

around the perimeter of the door assembly to
exclude dirt and drafts. This sealer strip should be
kept in good condition and replaced if it becomes
torn or otherwise damaged.
Door Jam Bolt Adjustment
Over a period of time, the door latch mechanism and
door seals may wear and allow dirt and moisture to
enter the cab. To insure proper sealing of the door
seals, the door jam bolt may need to be adjusted
periodically.
4. Remove the retainer clip and bolt clip from the

travel limiting strap.
5. Insert lifting sling through door and attach to
hoist. Remove capscrews (a swivel socket
works best) securing door hinge to cab and lift
door from cab.
6. Place door on blocks or on a work bench to protect the window glass and allow access to internal components for repair.
Installation
1. Attach sling and hoist to door assembly, lift door
up to the deck and position door hinges to cab.
2. Align door hinges with cab and install capscrews securing door to cab.
FIGURE 2-3. DOOR JAM BOLT ADJUSTMENT

1. Washer
2. Striker Bolt
3. Attach the travel limiting strap with the bolt and

clip removed previously.
3. Frame
4. Seal
4. Reconnect door harness to receptacle mounted

in the cab floor.
5. Verify proper operation of power window and
door latch adjustment.
6. Install door panel.
Step A. If the door closes, but not tightly enough to

give a good seal between the seal on the door and
the cab skin:
1. Mark the washer location (1, Figure 2-3) portion
of the door jam bolt with a marker, pen, or pencil by circumscribing the outside edge of the
washer onto the jam.
2. Loosen the door jam bolt (2) and move straight
inwards 1/16" and re-tighten.
N2-6
Truck Cab
N02016
3. Hold a piece of paper such as a dollar bill

between where the door seal (4) will hit the skin
of the cab and firmly close the door ensuring
that it latches on the second catch. (The door
latch mechanism has a double catch mechanism.)
2. Transfer the center of this opening onto the skin

of the cab nearest where the door jam bolt is
located. Use a T-square or other measuring
equipment and mark on the cab with a pencil.
NOTE: Release the door catch before trying
to close the door.
4. The door seal should firmly grip the paper all

along the top, front, and bottom edge of the
door. If the paper is loose all around, repeat
Step 2. If the paper is firmly gripped, but can be
removed without tearing it, open door and
tighten the jam bolt completely without affecting
the adjustment.
5. If the paper slips out from the door seal easily
along the top and not at the bottom, the door
itself will have to be adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
If seals are tight at bottom of door, but not at top,

place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
same all the way around.
If seal compression is greater at the top than at
the bottom of the door, place a 4 x 4 block of
wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
door. Press in one or two times, then remove the
wood block and check seal compression again.
Seal compression should be equal all the way
around the door. If seal is still loose at the
bottom, repeat procedure again until seal
compression is uniform all the way around.
FIGURE 2-4. LATCH ASSEMBLY

1. Cab
2. Striker Bolt
3. Upper Latch
4. Door
5. Lower Latch
Step B. If the door bucks back when trying to close it,

the striker bolt (2, Figure 2-4) has probably loosened
and slipped down from where the catch can engage
with the bolt.
1. Open the door and close both claws (3 & 5, Figure 2-4) on the catch until they are both fully
closed.
N02016
Truck Cab
N2-7
Door Handle Plunger Adjustment

If the door handle becomes inoperative, it can either
be adjusted or replaced. The following is a procedure
for adjusting the exterior door handle plunger.
1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release mechanism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.
Carefully lower the door panel a few inches. Hold

glass at top to prevent it from dropping. Slide the
door panel toward the cab to disengage the
window regulator roller (Figure 2-7) from the track
on the bottom of the glass. Slide the panel away
from the cab to disengage the other top roller and
lower roller from its tracks. Place the panel out of
the way after removal.
a. Lift door glass and support at the top of the
frame.
b. Remove 2 screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove capscrew and nut from inside release
lever (1, Figure 2-14).
4. Remove the four mounting screws that holds
the latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to
see if door latch mechanism works properly by
performing the following test.
FIGURE 2-5. MEASURING TRAVEL DISTANCE OF

PLUNGER
2. Remove door panel.

a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
door.
b. Remove 2 capscrews (3), which hold the
door strap bracket to the door.
c. Disconnect wiring harness (4) to the window
regulator.
d. Open the door as far as possible in and
remove the internal door panel.
e. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting screws (5).
a. Close latch mechanism pawls

b. Operate inside door release lever to see if
pawls open. If pawls do not open, replace
assembly.
c. Close pawls again.
d. Press the outside door button to see if pawls
open.
e. If mechanism operates properly go on to
Step 6. If mechanism does not work properly, replace with a new door latch assembly
then continue with Step 6.
6. Remove the mounting screws (3) from the outside door handle. With the door handle
removed, adjust the plunger counter clock wise
to increase the height of the door handle
release button. Lock the plunger capscrew with
locking nut. Apply lock tight to prevent screw
from working loose.
7. Reassemble door assembly by reversing the
previous steps.
Remove panel screws across the top last. Door

glass and internal door panel will drop when door
panel screws are removed.
N2-8
Truck Cab
N02016
Replace Door Glass

5. Before removing all door panel mounting
screws, support the panel to prevent the
assembly from dropping. Remove 15 mounting
screws (5).
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closes to the door.
NOTE: Remove panel screws across the top last.

6. Carefully lower the door panel a few inches
(Figure 2-7). Hold glass at top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass. Then slide the
panel away from the cab to disengage the other
top roller and the lower roller from their tracks.
Place the panel out of the way after removal.
FIGURE 2-6.
1. Hair Pin Clip
2. Door Strap Bolt
3. Strap Bracket
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
2. Remove 2 M8 x 12 capscrews (3), which hold

the door strap bracket to the door.
3. Disconnect wiring harness (4) to the window
regulator.
4. Open the door as far as possible in order to
remove the internal door panel.
FIGURE 2-7.
Door glass and internal door panel will drop

when door panel screws are removed.
N02016
Truck Cab
N2-9
7. Remove 2 screws (Figure 2-8) holding the roller

track to the bottom of the door glass.
FIGURE 2-8.
FIGURE 2-10.
1. Screws
8. Support glass in door frame as shown (1, Figure 2-9). Remove screws (2) that hold the
adapter for the window regulator track.
2. Rubber Felt Insert
Remove the screw at the lower end of the window

channels. It is necessary to pull the rubber felt insert
(2, Figure 2-10) out of the channel in order to be able
to remove the screws.
9. Remove the trim material covering screws (1,
Figure 2-11) that hold the window frame to the
door. Remove the screws.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides.
FIGURE 2-9.
1. Support Blocks
FIGURE 2-11.
2. Screws
1. Screws
Lift door glass up in the frame (1, Figure 2-12) so that
it is near the top. Holding the glass in place, tilt frame
out at the top. Lift frame and glass straight up and out
of door.
N2-10
Truck Cab
N02016
Bracket (2, Figure 2-9) at bottom of glass must

clear the door frame, if still on glass.
FIGURE 2-13.
1. L Shaped Brackets
FIGURE 2-12.
1. Window Frame
2. Window Bracket
10. Move window glass and frame to an area where

the glass can be removed. Slide the glass down
and out of the window channels.
11. Before installing new window glass, first inspect
the window frame. In each corner there is an L
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the
screws (1, Figure 2-13) to be sure they are tight.
Also be sure the rubber felt insert in the window
channels is in good condition. Replace, if necessary.
12. Slide the new window glass into the window
frame glass channels. Move the glass to the top
of the frame.
Be sure the one channel (5, Figure 2-14) which is

next to the door latch passes to the inside of the
latch assembly (4).
14. Lower glass in frame and support it as seen in
Figure 2-9.
15. Reinstall window frame screws which holds it to
the door frame.
Screws along the bottom of window frame may

be shorter than the ones along the sides and top.
These screws must be used in this area to prevent the window glass from being scratched or
cracked. See Figure 2-11.
13. Lift window frame, holding glass at the top of the

frame, and lower the assembly into the door.
N02016
Truck Cab
16. Install trim material over the top of screws that

holds the window frame to the door. Use a flat
blade screwdriver to assist with installing the
trim material. See Figure 2-15. Be careful not to
cut the retainer lip on the trim material.
N2-11
FIGURE 2-14.
1. Capscrew & Nut
2. Mounting Screw Latch
3. Mounting Screw Outside Door Handle

4. Latch Assembly
5. Window Frame
17. Install the 2 screws removed in step 8. Be sure

the rubber felt insert is back in place after
installing the screws.
18. Reinstall window regulator track bracket as
seen in Figure 2-7. Be sure nylon bushings and
gaskets are installed properly to prevent damage to the glass.
19. Lift window glass in frame and install window
regulator roller track to bracket installed in step
18. See Figure 2-8.
FIGURE 2-15.
21. Lift door panel, regulator and glass up to align

screw holes in the panel with holes in door
frame. Install screws that retain panel to door
frame.
22. Hook-up electrical connector for the window
regulator. Install the two cap screws that hold
the door strap bracket to the door frame.
23. Align door check strap opening with holes in the
bracket and install bolt. Install the hair pin clip.
See Figure 2-6.
20. Holding window glass as seen in Figure 2-9 (a

few inches from the top.) install lower and upper
regulator rollers in their tracks. Start by moving
door panel (with window regulator) away from
cab just far enough to allow the rollers to enter
their tracks. Then with the rollers in the tracks
slide the panel toward the cab. Move the panel
just far enough to allow the upper regulator
roller to go into the track on the bottom of the
glass.
N2-12
Truck Cab
N02016
Replace Door Handle or Latch Assembly
Replace Door Window Regulator

1. Follow steps 1-6 procedure for door glass
replacement.
2. Move inner panel assembly to a work area to
enable replacement of the window regulator.
Remove 4 mounting screws. See 6, Figure 2-6.
3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
The cab doors are equipped with serviceable latch

handle assemblies (inner and outer). If they become
inoperative, they should be replaced by a new
assembly. The outer latch handle assembly on each
door is furnished with a key-operated lock to enable
the operator to lock the truck cab while the truck is
parked unattended.
1. Follow steps 1-6 procedure for door glass
replacement.
a. If replacing the motor assembly of the window regulator, be sure the worm gear on the
motor is engaged properly into the regulator
gear. Also, the regulator should be in the up
position before replacing the motor assembly. Be sure the motor mounting screws are
tight.
2. Refer to Figure 2-14. Remove capscrew and

nut (1) from inside door handle.
3. Remove 4 mounting screws (2) for the latch.
Remove old latch assembly. * If replacing the
latch assembly go to step 5.
b. If replacing the window regulator assembly,

the new regulator should be in the up position before being mounted.
4. If replacing the outside door handle, remove 3

screws holding handle to door panel (3, Figure
2-14).
4. Mount window regulator to the inner panel with

the 4 mounting screws removed in step 2. Be
sure screws are tight.
Note: Only 1 screw is shown, the other 2 are behind

the latch assembly.
5. Refer to door glass replace procedure and follow steps 20-23 to complete replacement.
5. Install new latch assembly and align mounting

holes. Install 4 mounting screws. Be sure they
are tight.
6. Align inside door handle and install capscrew
and nut (3 Figure 2-14).
7. Follow steps 20-23 of the door glass replacement procedure to complete the repair.
N02016
Truck Cab
N2-13
Door and Door Hinge Seal Replacement

1. The door assembly seal has only three members to it (sides and top) and is glued on the
door. This seal can be replaced by peeling the
seal away from the door frame. Then use a suitable cleaner to remove the remaining seal and
glue material.
2. The area where the door seal mounts should be
free of dirt and oil. Spread or spray a glue which
is quick drying and waterproof onto the area
where the seal is to installed.
3. Install the seal so that the corners of the seal fit
up into the corners of the door frame (3, Figure
2-16).
4. The door hinge seal is glued to the hinge. Use
the same procedure as above for this seal (2,
Figure 2-17).
FIGURE 2-16.
1. Door Opening Seal
Door Opening Seal Removal
3. Door Assembly Seal
1. Starting at the lower center of the door opening,

pull up on one end of the seal. Seal should pull
loose from the cab opening lip. Pull seal loose
all the way around the opening (1, Figures 2-16
& 2-17).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perimeter of opening is clean and free of burrs, etc.
Installation
1. Install the seal material around the door opening in the cab. Start at the bottom center of the
cab opening and work the seal lip over the edge
of the opening. Go all the way around the opening. Be sure that the seal fits tight in corners. A
soft face tool may be used to work the seal up
into the corners.
2. Continue going all the around the opening.
When the ends of the seal meet at the starting
bottom center of the cab opening, it may be
necessary to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely, then
while holding ends together, push them firmly
into the center of the opening.
N2-14
Truck Cab
FIGURE 2-17.
1. Door Opening Seal
2. Door Hinge Seal
N02016
GLASS REPLACEMENT
Adhesive Bonded Windows
3. Carefully clean and remove all broken glass
chips from any remaining window adhesive.
The surface should be smooth and even.
Recommended Tools/Supplies
Pneumatic knife, or a piano wire type cutting
device
Heavy protective gloves
NOTE: Removal of all old adhesive is not required;

just enough to provide an even bedding base.
4. If all of the old adhesive has been removed,
prepare the base metal with proper degreaser
and adhesive primer.
Safety eyeglass goggles

Glazing adhesive* & application gun
*NOTE: SikaTack-Plus Booster adhesive is
advertised to achieve full cure in two (2) hours, is not
climate dependent, does not require black glass
primers, can be applied with a standard gun, and
meets FMVSS 212/208 in one (1) hour.
Sika Corporation
22211 Telegraph Road,
Southfield, MI 48034
If another adhesive is used, be certain to follow all
the manufacturer's instructions for use, including full
allowances for proper curing time.
5. Prepare the glass surface with the proper

degreaser and adhesive primer where the
adhesive is likely to contact the glass.
6. Attach six or seven SM2897 glass installation
bumpers (8), equally spaced around the previously marked glass perimeter, approximately
0.75 in (19 mm) inboard from where the edge of
the glass will be when installed. For the front
windshield, use 4-5 spacers (2, Figure 2-18)
across the top edge and 4-5 spacers across the
lower edge.
SM2897 glass installation bumpers

(4 - 6 per glass piece)
Window glass (Refer to Parts Catalog)
Replacement Procedure
The first concern with all glass replacement is
SAFETY! Wear heavy protective gloves and
safety eyeglass goggles when working with
glass.
1. Using a permanent marker, mark on the cab
skin along all the edges of the new glass that is
to be installed (except the large front windshield
piece, rear cab window, and door windows). All
edges must be marked on the cab in order to
apply the adhesive in the proper location.
The glass locating edges to be marked are as follows:
a. Left rear side glass (9, Figure 2-1); mark the
front and bottom edge locations.
b. Front left (10) & right side glass; mark the
rear and bottom edge locations.
2. Using either a pneumatic knife, or a piano wire
type cutting device, carefully remove all of the
remaining glued-on glass from the cab.
N02016
Truck Cab
FIGURE 2-18. FRONT WINDSHIELD

1. Adhesive
2. Spacer
3. Cab Frame
4. Adhesive
5. Windshield
N2-15
7. Clean the glass and prepare the black primer

coat according to the adhesive supplier's
instructions.
8. Apply a continuous even bead of the adhesive
(approximately 0.38 in. (10 mm) diameter to the
cab skin at a distance 0.50 - 0.63 inch (13 - 16
mm) inboard from the previously marked final
location of the glass edges from Step 1. For the
front windshield, only apply adhesive across the
top and lower edges, none along the sides.
NOTE: Be careful not to place this bead too far
inboard, as it will make any future replacement more
difficult.
9. If installing the front windshield or either front
side windows, make a spacer (1, Figure 2-19)
out of wood (or 3/8 inch square key stock) as
shown to assist in proper glass alignment.
10. Side Windows: Carefully locate the glass in
place with the black masking side towards the
adhesive. Be certain on the front side windows
that the forward edge is located as shown
(Dimension B, Figure 2-19), and the top edge
should be aligned even with the top edge of the
windshield. Carefully press firmly, but not
abruptly, into place assuring that the glass is
properly seated.
13. If either front side glass or front windshield was

replaced, the corner seal must be installed. This
piece should be longer than what is required,
therefore allow some overhang on each end as
this material will shrink when it cools and stiffens up again.
a. Place the corner seal in a bucket of hot tap
water. This will allow the piece to become
more flexible.
b. Carefully install the corner seal, starting at
the bottom corner of the windshield and the
side glass and slide it all the way up.
c. After the seal has cooled, trim the top and
bottom ends as required and seal the top
and bottom joints.
14. The top edge of the windshield should have a
fillet of adhesive (4, Figure 2-18) placed all
along the top edge of the glass to help seal out
moisture and protect the top edge of the glass
from damage. This should have the appearance
of a clean, smooth equal legged fillet weld
made from the adhesive running from the steel
surface of the cab to the most forward edge of
the glass when viewed from the side of the cab.
Windshield: Center it from left to right so there

should be approximately 3/8 inch (9.5 mm) distance (Dimension A, Figure 2-19) from the outside edge of the windshield to the outer flat
edge of each side glass. The top edge should
be aligned even with the top edges of both side
windows.
11. Using a wooden prop and furnace/duct tape,
hold the glass in place for at least one (1) full
hour before moving the vehicle.
NOTE: Do not allow the joint to move until the entire
cure time for the adhesive has passed. Otherwise,
vibration or movement will weaken the bond. Cure
time for SikaTack-Plus Booster adhesive is one
hour.
NOTE: If SikaTack-Plus Booster adhesive is not
used, be certain to follow all the adhesive
manufacturer's instructions for use, including
full allowances for proper curing time. The curing
time may be as long as 24 hours if Tack-Plus
Booster adhesive is not used.
FIGURE 2-19. GLASS ALIGNMENT

1. Spacer - 3/8 in. x 3/8
in. (9.5 x 9.5 mm)
2. Side Window Glass
3. Windshield Glass
A - 3/8 in. (9.5 mm)

B - 3/8 in. (9.5 mm)
12. Remove tape or prop from glass after the cure

time has expired.
N2-16
Truck Cab
N02016
REAR GLASS
2. Lubricate the groove of the weatherstrip where

the glass is to be seated.
Two people are required to remove and install the

rear glass. One inside the cab, and the other on the
outside.
Special tools are available from local tool suppliers
that are helpful in removing and installing automotive
glass.
a. Lower the glass into the groove along the

bottom of the opening (4, Figure 2-20).
Note: Two persons should be used for the following
installation:
b. Have one person on the outside of the cab

push in on glass against opening, while the
person inside uses a soft flat tool (plastic
knife) and goes around the glass to work the
weatherstrip over the edge of the glass.
Removal
1. Starting at the lower center of the glass, pull the
glass weatherstrip locking lip out (2, Figure 220). Use a non-oily rubber lubricant and a
screwdriver to to release the locking lip.
3. After the glass is in place, go around the weatherstrip and push in on the locking lip (2) to
secure the glass in the weatherstrip (3).
2. Remove glass from weatherstrip by pushing out

from inside the cab.
3. Clean weatherstrip grooves of dirt, sealant etc.
Be certain perimeter of cab glass opening is
clean and free of burrs etc.
Installation
1. If the weatherstrip material previously removed
is broken, weathered, or damaged in any way,
use new rubber weatherstrip material.
NOTE: Using a non-oily rubber lubricant on the
weatherstrip material and cab opening, will make the
following installation easier:
a. Install the weatherstrip around the opening in
the cab for the glass. Start with one end of
the weatherstrip (3, Figure 2-10) at the center, lower of the window opening and press
the weatherstrip over the edge of the opening (4).
b. Continue installing weatherstrip while going
all the around the opening. When the ends of
the weatherstrip meet at the starting point at
the lower, center area of the window opening, there must be 0.5 inch (13 mm) of overlapping material.
NOTE: The ends of the weatherstrip material need to
be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely,

then while holding ends together, force them
back over the lip of the opening.
N02016
FIGURE 2-20. RUBBER MOUNTING

1. Glass
2. Locking Lip
Truck Cab
3. Weatherstrip Material
4. Sheet Metal
N2-17
NOTES
N2-18
Truck Cab
N02016
SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3

WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Wiper Motor Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Wiper Arm Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Wiper Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
N03014
11/03
Cab Components
N3-1
NOTES
N3-2
Cab Components
11/03 N03014
CAB COMPONENTS
WINDSHIELD WIPERS
Installation
The windshield wipers are operated by a 24 volt electric motor. The wipers can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the instrument panel.
Wiper Motor Replacement
Removal
1. Remove the five screws, inside of the cab, that
secure the visor assembly/access panel. Lower
the access panel.
2. Disconnect the wiper motor harness connector.
3. Remove nut (4, Figure 3-1), and disconnect the
linkage from the motor. Hold the linkage stationary while loosening the nut.
4. Remove three capscrews (3) and the washers
attaching motor (1) to plate (2). Remove the
motor assembly.
1. Place wiper motor (1, Figure 3-1) into position

on plate (2).
2. Install three capscrews (3) and the washers.
Torque the capscrews to 71-79 in. lbs. (8-9
Nm).
3. Align the motor output shaft with the linkage.
Install nut (4) and torque the nut to 16-18 ft. lbs.
(22-24 Nm). Hold the linkage stationary while
tightening the nut.
4. Reconnect the wiper motor harness connector.
5. Verify the wipers operate properly and park in
the proper position. Refer to Figure 3-3.
Wiper Arm Replacement

Removal
1. Note the position of wiper arm (1, Figure 3-2).
for installation purposes.
1. Lift the wiper arm cover and remove nut (2).
Remove washer (3).
2. Disconnect the washer hose, and remove the
wiper arm.
FIGURE 3-1. WINDSHIELD WIPER INSTALLATION

1. Wiper Motor
2. Plate Structure
N03014
11/03
3. Capscrew
4. Nut
FIGURE 3-2. WIPER ARM DETAIL

1. Wiper Arm
2. Nut
3. Spring Washer
Cab Components
4. Cap
5. Washer
6. Nut
N3-3
Installation
1. Place wiper arm (1, Figure 3-2) into the position
noted during removal. Install the washer and
nut (2). Tighten the nut to 142-177 in. lbs. (1620 Nm). Close the cover.
2. Connect the washer hose to the wiper arm.
4. If equipped, remove four capscrews (2, Figure

3-4), the washers, and the nuts that secure pillow blocks (3). Remove spacer blocks (1). Note
the orientation of the spacer blocks for assembly purposes.
3. Ensure the wipers arms operate properly and

park in the proper position after installation is
complete. Refer to Figure 3-3.
FIGURE 3-4. PILLOW BLOCK INSTALLATION

1. Spacer Block
2. Capscrew
3. Pillow Block
5. Remove the linkage from the wiper compartment.

Installation
1. Place the linkage into position in the wiper compartment.
FIGURE 3-3. PARK POSITION

1. Wiper Motor
2. Linkage Retainer
Wiper Linkage Replacement

Removal
1. Remove the wiper arms. Refer to Wiper Arm
Replacement in this section.
2. Remove wiper retainer (2, Figure 3-3) and disconnect the wiper linkage from the wiper motor
drive arm.
3. Remove nut (3, Figure 3-2) and the washer
from each wiper shaft.
N3-4
2. If equipped, place spacer blocks (1, Figure 3-4)

into position under pillow blocks (3). Install capscrews (2), the washers, and the nuts that
secure the pillow blocks.
3. Install nut (3, Figure 3-2) on each wiper shaft
and tighten finger-tight. Torque the nuts to 160177 in. lbs. (18-20 Nm). Do not overtighten.
The threads on the shafts are easily stripped
when improperly tightened.
4. Align the linkage and attach to the wiper motor
drive arm using retainer (2, Figure 3-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 oclock position as shown in Figure 3-3.
5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wipers arms operate
properly and park in the proper position after
installation is complete.
Cab Components
11/03 N03014
WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-5)
with a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the instrument panel and is activated by pressing the knob. When the switch is activated, washing solution is pumped through the outlet
hose (3) and fed to a jet located in each of the windshield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
FIGURE 3-5. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir
2. Pump
N03014
11/03
Cab Components
3. Outlet Hose
4. Filler Cap
N3-5
OPERATOR SEAT
Installation
The operator's seat provides a fully adjustable cushioned ride for the driver's comfort and ease of operation.
1. Mount seat assembly to seat riser. Install capscrews (11, Figure4-1), lockwashers (12), flatwashers (13) and nuts (14). Tighten capscrews
to standard torque.
Adjustment
2. Fasten tether straps (10) to floor with capscrews (15), flatwashers (16) and lockwashers
(17). Tighten capscrews to standard torque.
The following adjustments must be made while sitting in the seat.

1. Headrest: headrest (1, Figure 4-1) will move
up, down, fore, or aft by moving headrest to
desired position.
2. Armrests: rotate adjusting knob until armrest is
in desired position.
3. Backrest: Pull control (3) upward and hold,
select backrest angle; release control handle.
4. Front Height and Slope Adjustment of Seat
Cushion:
a. Front height and slope; lift control lever (4)
and hold.
b. Bend knees to move seat to a comfortable
position; release control lever to lock adjustment.
5. Fore/Aft Location of Seat:
a. Raise adjustment lever (5).
b. Move seat to desired position; release lever.
6. Seat Height: Press rocker switch (6) on top to
increase ride height. Press on lower part of
rocker switch to lower ride height.
7. & 8. Air Lumbar Support: Each rocker switch
(7 or 8) controls an air pillow. Switch (7) controls
the lower air pillow and switch (8) controls the
upper air pillow. To inflate, press on top of
rocker switch and hold for desired support, then
release. To deflate, press on bottom of rocker
switch and hold for desired support, then
release. Adjust each pillow for desired support.
Removal
1. Remove capscrews (11, Figure 4-1) and hardware that secures the seat base to the riser.
Remove capscrews (15) that secures tether
(10) to floor.
2. Remove seat assembly from cab to clean work
area for disassembly.
N3-6
FIGURE 3-6. OPERATORS SEAT

1. Headrest
2. Armrest Adjustment
3. Backrest Adjustment
4. Front Height and
Slope Adjustment
5. Fore and Aft
Adjustment
6. Height Adjustment
7. Lower Air Pillow
Lumbar Support
8. Upper Air Pillow
Lumbar Support
Cab Components
9. Seat Belt
10. Seat Tether
11. Capscrew
12. Lockwasher
13. Flatwasher
14. Nut
15. Capscrew
16. Flatwasher
17. Lockwasher
11/03 N03014
SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER/AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
HEATER COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
D/C - D/C Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Flapper Door Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Temperature Control Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Motorized Coolant Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Heater Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Fan Motor and Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Environmental Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
OPERATOR CAB AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Replacing Oil After Servicing the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Setting Up a New Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
N04019 11/03
Operator Comfort
N4-1
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Stabilizing the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Electronic leak detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Evacuating and Charging the AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-31
CHARGING THE AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Pre-Diagnosis Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Preparing For Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Preliminary Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
System Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-34
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . N4-41
N4-2
Operator Comfort
11/03 N04019
OPERATOR COMFORT
HEATER/AIR CONDITIONER
The heater/air conditioner assembly incorporates all
the controls necessary for regulating the cab interior
temperature; heated air during cold weather operation, outside air during mild temperatures and cooled,
de-humidified air during warm weather operation.
Operation
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater coil.
Blowers move air across the heating coil which
warms the air for heating or defrosting.
An engine driven freon compressor passes refrigerant through an evaporator coil mounted in the same
enclosure. The same blowers used for heating move
air across the evaporator to provide cooled air
through the outlet vents.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to Figure 4-1 for the following:
Defroster switch (1): This is a 2-position toggle
switch; "down " is OFF. "Up" provides air flow
through the defroster vents.
Outside/Inside air control switch (2): This is a 2position toggle switch; "down" recirculates cab
air. "Up" allows outside air to flow through heater
or air conditioner coils.
Heat vent control switch (3): This is a 2-position
toggle switch; "down " is OFF. "Up" provides
heated air flow to the cab floor.
Temperature control knob (4): This is a variable
rotary
control.
Rotating
the
knob
counterclockwise (blue arrow) will select
increasingly cooler temperatures. Rotating the
knob clockwise (red arrow) selects increasingly
warmer temperatures.
Fan control (5); This is a 3-position rotary switch;
rotate knob to select low, medium, or high fan
speed.
Heater/Air conditioner selector switch (6): This is
a three position switch; the right position
activates the heater, the left position activates the
air conditioner, and the center position is OFF.
N04019 11/03
FIGURE 4-1. HEATER / AIR CONDITIONER

CONTROLS
1. Defroster Control
2. Outside/Inside Air
Control
3. Heat Control
4. Temperature Control
Operator Comfort
5. Fan Control
6. Heater/Air Conditioner Selector
7. Outlet Vents
N4-3
HEATER/AIR CONDITIONER
HEATER COMPONENTS
The heater assembly incorporates all the controls

necessary for regulating the cab interior temperature;
heated air during cold weather operation, and
cooled, de-humidified air during warm weather operation.
NOTE: Figures 4-2 and 4-4 illustrate both the heater

system and air conditioning system parts contained
in the cab mounted enclosure. Refer to Air
Conditioning System in this chapter for additional
information regarding air conditioning system
components, maintenance and repair. An electrical
schematic is located in Section R
The following information primarily describes the

heater system. Refer to Air Conditioning System in
this chapter for detailed information concerning the
complete air conditioning system operation, repair,
and system recharging instructions.
Operation
Heat for the cab is provided by passing coolant from
the engine cooling system through a heater coil.
Blowers move air across the heating coil which
warms the air for heating or defrosting.
Circuit Breaker
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn the key switch ON and
verify 24 volts is available at the internal heater circuit breaker (auto-reset) and the breaker is closed.
An engine driven freon compressor passes air conditioning system refrigerant through an evaporator coil
mounted in the same enclosure. The same blowers
used for heating move air across the evaporator to
provide cooled air through the outlet vents.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER COMPONENTS

1. Heater/AC Assembly
2. Junction Block
3. Water Outlet (to Engine)
N4-4
4. Water Inlet (from Engine)

5. Water Control Valve
6. Control Valve Harness
Operator Comfort
11/03 N04019
D/C - D/C Converter
Test
An internal D/C - D/C converter (16, Figure 4-4) powered by the 24 volt truck electrical system supplies
12 volts to the motorized coolant flow valve, flapper
motors and control switch internal LED's.
Flapper Door Motors
If the motor (11, Figure 4-4) does not operate at any

of the speed selections, verify battery voltage is
available at the internal circuit breaker (refer to electrical schematic, Section R). If voltage is present, the
motor is probably defective and should be removed
and replaced.
The motors used to open and close the flappers to

direct air flow operate off 12VDC supplied by the D/C
- D/C converter through each of the control switches
(27, Figure 4-4).
If the motor operates at high speed, but does not

operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace resistors as required.
If a problem occurs where air is not directed properly

(according to control switch positions), visually
inspect the flapper and linkage for the function being
diagnosed. Make certain the flapper is not binding or
obstructed, preventing movement from one mode to
the other.
Temperature Control Potentiometer
Temperature control potentiometer (23, Figure 4-4)
provides a variable voltage signal to the motorized
coolant valve to control the amount of coolant flow
through the valve.
Motorized Coolant Control Valve
The motorized coolant valve controls the flow of coolant through the heater coil as determined by the
position of the temperature control potentiometer on
the control panel. The valve is operational when the
air conditioner control switch is in the HEAT or
MIXED position (both heater and air conditioner are
operating).
FILTER
Service
Inlet filter (3, Figure 4-4) in the heater cover and cab
filter (2, Figure 4-3) in the cab access panel need
periodic cleaning to prevent restrictions in air circulation. The recommended interval for cleaning and
inspection is 250 hours, but in extremely dusty conditions, the filters may need daily service and inspection, especially the outer panel filter on the cab shell.
The filter elements should be cleaned with water and
dried in a dust free environment before reinstallation.
Replace the filter element every 2000 hours or
sooner if inspection indicates a clogged or damaged
filter.
Heater Coil
Heater coil (31, Figure 4-4) receives engine coolant
through the motorized coolant control valve when
HEAT is selected.
If the temperature control potentiometer and coolant
control valve appear to be working properly, yet no
heat is apparent in heater coil (31), the coil may be
restricted. Remove and clean or replace the coil.
Fan Motor and Speed Control
Fan speed is controlled by inserting resistor(s) in
series with the 24 volt supply circuit to the blower
motor to reduce voltage. The number of resistors in
series is determined by the position of the fan speed
selector switch.
FIGURE 4-3. CAB FILTER LOCATION

1. Access Cover
2. Cab Filter
At low speed, 4 resistors are used; at medium speed,

1 resistor is used; and for high speed, the full 24VDC
is supplied to the blower motor, bypassing all resistors.
N04019 11/03
Operator Comfort
N4-5
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY

1. Cover
2. Filter Holder
3. Filter
4. Filter Support
5. Casing
6. Heater Valve
7. Electrical Box Cover
8. Flapper Door
9. Actuator Motor
10. Motor Mount
11. Blower Motor
N4-6
12. Venturi
13. Blower Wheel
14. Blower Housing
15. Blower Retainer
16. 24V to 12V Converter
17. 24V Resistor
18. 12V Resistor
19. Circuit Breaker
20. Flapper Assembly
21. Thermostat
22. Terminal Board
Operator Comfort
23. Temperature Control

Potentiometer
24. Blower Switch
25. Control Plate & Overlay
26. Knob
27. Heat Select Switch
28. Evaporator Coil
29. Valve Block
30. O-Ring
31. Heater Coil
32. Coil Plate
11/03 N04019
AIR CONDITIONING SYSTEM

Environmental Impact
Environmental studies have indicated a weakening of the earths protective Ozone (O3) layer in the outer stratosphere. Chloro-flouro-carbon compounds (CFCs), such as R-12 refrigerant (Freon), commonly used in mobile
equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more environmentally-friendly hydro-flouro-carbon.
FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit Breaker
5. Blower
6. Temperature Sensor
N04019 11/03
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test Gauges & Manifold
11. Compressor
12. Refrigerant Container
Operator Comfort
13. Magnetic Clutch

14. Compressor Drive Pulley
15. Receiver-Drier
16. Discharge Line
17. Condenser
N4-7
(HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air conditioning systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/
recharging procedure is prohibited.
These restrictions require the use of equipment and procedures which are significantly different from those traditionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete
recovery of refrigerants, which will not only help to protect the environment, but through the recycling of the refrigerant will preserve the physical supply, and help to reduce the cost of the refrigerant.
OPERATOR CAB AIR CONDITIONING
PRINCIPLES OF REFRIGERATION
Mining and construction vehicles have unique characteristics of vibration, shock-loading, operator
changes, and climate conditions that present different design and installation problems for air conditioning systems. Off-highway equipment, in general, is
unique enough that normal automotive or highway
truck engineering is not sufficient to provide the reliability to endure the various work cycles encountered.
A brief review of the principles of air conditioning is

necessary to relate the function of the components,
the technique of troubleshooting and the corrective
action necessary to put the AC unit into top operating
efficiency.
The cab tightness, insulation, and isolation from heat

sources is very important to the efficiency of the system. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.
The general cleanliness of the system and components is important. Dust or dirt collected in the condenser, evaporator, or air filters decreases the
system's cooling capacity.
The compressor, condenser, evaporator units, hoses
and fittings must be installed clean and tight and be
capable of withstanding the strain and abuse they
are subjected to on off-highway vehicles.
Equipment downtime costs are high enough to
encourage service areas to perform preventative
maintenance at regular intervals on vehicle Air Conditioning (AC) systems. (Cleaning, checking belt
tightness, and operation of electrical components).
N4-8
Too frequently, the operator and the serviceman

overlook the primary fact that no AC system will function properly unless it is operated within a completely
controlled cab environment. The circulation of air
must be a directed flow. The cab must be sealed
against seepage of ambient air. The cab interior must
be kept free of dust and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
Air Conditioning
Air conditioning is a form of environmental control. As
applied to the cab, it refers to the control of temperature, humidity, cleanliness, and circulation of air. In
the broad sense, a heating unit is as much an air
conditioner as is a cooling unit. The term air conditioner is commonly used to identify an air cooling
unit. To be consistent with common usage, the term
air conditioner will refer to the cooling unit utilizing
the principles of refrigeration; sometimes referred to
as the evaporator unit.
Operator Comfort
11/03 N04019
The Refrigeration Cycle
Refrigeration - The Act Of Cooling

There is no process for producing cold; there is
only heat removal.
Heat always travels toward cooler temperatures.
This principle is the basis for the operation of a
cooling unit. As long as one object has a
temperature lower than another, this heat
transfer will occur.
Temperature is the measurement of the intensity

of heat in degrees. The most common measuring
device is the thermometer.
All objects have a point at which they will turn to

vapor. Water boiling is the most common
example of heating until vapor is formed. Boiling
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not
increase in temperature once brought to a boil.
The heat energy is used in the vaporization
process. The boiling point of a liquid is directly
affected by pressure. By changing pressure, we
can control the boiling point and temperature at
which a vapor will condense. When a liquid is
heated and vaporizes, the gas will absorb heat
without changing pressure.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on
the cooler object.
Refrigerant - Only R-134a should be used in the
new mobile systems which are designed for this
refrigerant.
In an air conditioning system, the refrigerant is circulated under pressure through the five major components in a closed circuit. At these points in the
system, the refrigerant undergoes predetermined
pressure and temperature changes.
The compressor (refrigerant pump) takes in low pressure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressurizes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.
Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the receiver drier
where impurities are filtered out, and moisture
removed. This component also serves as the temporary storage unit for some liquid refrigerant.
The liquid refrigerant, still under high pressure, then
flows to the expansion valve. This valve meters the
amount of refrigerant entering the evaporator. As the
refrigerant passes through the valve, it becomes a
low temperature, low pressure liquid and saturated
vapor. This causes the refrigerant to become cold.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
pulled through the evaporator by the evaporator
blower. Since the refrigerant is colder than the air, it
absorbs the heat from the air producing cool air
which is pushed back into the cab. The moisture in
the air condenses upon movement into the evaporator and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pressure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrigeration does not call attention to the fine points of
refrigeration technology. Some of these will be covered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.
N04019 11/03
Operator Comfort
N4-9
AIR CONDITIONER SYSTEM

COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of
the system changes to high pressure. It concentrates
the refrigerant returning from the evaporator (low
side) creating high pressure and a temperature much
higher than the outside air temperature. The high
temperature differential between the refrigerant and
the outside air is necessary to aid rapid heat flow in
the condenser from the hot refrigerant gas to much
cooler outside air.
To create high pressure concentration, the compressor draws in refrigerant from the evaporator through
the suction valve and during compression strokes,
forces it out through the discharge valve to the condenser. The pressure from the compressor action
moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve.
The compressor is driven by the engine through a vbelt driving an electrically operated clutch mounted
on the compressor drive shaft.
Ram air condensers depend upon the vehicle movement to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
located in front of the radiator or on the roof of the
truck.
Condensing of the refrigerant is the change of state
of the refrigerant from a vapor to a liquid. The action
is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
pressure in an AC system is the controlled pressure
of the refrigerant which affects the temperature at
which it condenses to liquid, giving off large quantities of heat in the process. The condensing point is
sufficiently high to create a wide temperature differential between the hot refrigerant vapor and the air
passing over the condenser fins and tubes. This difference permits rapid heat transfer from the refrigerant to ambient air.
Receiver-Drier
Service Valves
Quick-connect hose end fittings with integral service
valves attach to system service ports for servicing
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures,
such as discharging, evacuating and charging the
system, are performed through the service valves.
Condenser
The condenser receives the high pressure, high-temperature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid.
It is designed to allow heat movement from the hot
refrigerant vapor to the cooler outside air. The cooling of the refrigerant changes the vapor to liquid.
Heat exchange is accomplished using cooler air flowing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radiator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.
N4-10
The receiver-drier is an important part of the air conditioning system. The drier receives the liquid refrigerant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
sight glass is not clear, the system is low on refrigerant.
The moisture indicator is a device to notify service
personnel that the drier is full of moisture and must
be replaced. The indicator is blue when the component is free from moisture. When the indicator turns
beige or tan, the drier must be replaced.
Operator Comfort
11/03 N04019
Expansion Block Valve
Evaporator
The expansion block valve controls the amount of

refrigerant entering the evaporator coil. Both internally and externally equalized valves are used.
The evaporator cools and dehumidifies the air before

it enters the cab. Cooling a large area requires that
large volumes of air be passed through the evaporator coil for heat exchange. Therefore, a blower
becomes a vital part of the evaporator assembly. It
not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
where the heat is surrendered to the refrigerant. The
blower forces the cooled air out of the evaporator into
the cab.
The expansion valve is located near the inlet of the

evaporator and provides the functions of throttling,
modulating, and controlling the liquid refrigerant to
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the
valve is warm to hot high pressure liquid; exiting it is
low pressure liquid and gas. The change to low pressure allows the flowing refrigerant to immediately
begin changing to gas as it moves toward the evaporator. This produces the desired cooling effect.
The amount of refrigerant metered into the evaporator varies with different heat loads. The valve modulates from wide open to the nearly closed position,
seeking a point between for proper metering of the
refrigerant.
As the load increases, the valve responds by opening wider to allow more refrigerant to pass into the
evaporator. As the load decreases, the valve reacts
and allows less refrigerant into the evaporator. It is
this controlling action that provides the proper pressure and temperature control in the evaporator.
This system uses an internally equalized, block type
expansion valve. With this type valve, the refrigerant
leaving the evaporator coil is also directed back
through the valve so the temperature of the refrigerant is monitored internally rather than by a remote
sensing bulb. The expansion valve is controlled by
both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
NOTE: It is important that the sensing bulb, if
present, is tight against the output line and protected
from ambient temperatures with insulation tape.
N04019 11/03
Heat exchange, as explained under condenser operation, depends upon a temperature differential of the
air and the refrigerant. The greater the temperature
differential, the greater will be the amount of heat
exchanged between the air and the refrigerant. A
high heat load condition, as is generally encountered
when the air conditioning system is turned on, will
allow rapid heat transfer between the air and the
cooler refrigerant.
The change of state of the refrigerant in and going
through the evaporator coil is as important as that of
the air flow over the coil.
All or most of the liquid that did not change to vapor
in the expansion valve or connecting tubes boils
(expands) and vaporizes immediately in the evaporator, becoming very cold. As the process of heat loss
from the air to the evaporator coil surface is taking
place, any moisture (humidity) in the air condenses
on the cool outside surface of the evaporator coil and
is drained off as water.
At atmospheric pressure, refrigerant boils at a point
lower than water freezes. Therefore, the temperature
in the evaporator must be controlled so that the water
collecting on the coil surface does not freeze on and
between the fins and restrict air flow. The evaporator
temperature is controlled through pressure inside the
evaporator, and temperature and pressure at the outlet of the evaporator.
Operator Comfort
N4-11
ELECTRICAL CIRCUIT
Compressor Clutch
The air conditioner's electrical circuit is fed from an

accessory circuit and is fused with a 30-ampere circuit breaker.
An electromagnetic clutch is used in conjunction with

the thermostat to disengage the compressor when it
is not needed, such as when a defrost cycle is indicated in the evaporator, or when the system or
blower is turned off.
The blower control is a switch which provides a

range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the
compressor clutch. Once the blower is turned on, fan
speeds may be changed without affecting the thermostat sensing level.
The thermostat reacts to changing temperatures
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the
evaporator coil to sense temperature.
When the contacts are closed, current flows to the
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which
starts the refrigeration cycle. When the temperature
of the evaporator coil drops to a predetermined point,
the contacts open and the clutch disengages.
When the clutch is disengaged, the blower remains
at the set speed. After the evaporator temperature
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refrigeration cycle resumes.
Thermostat
An electromagnetic clutch is used on the compressor
to provide a means of constant temperature control
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The stationary field clutch is the most desirable type

since it has fewer parts to wear. The field is mounted
to the compressor by mechanical means depending
on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The armature is mounted on the compressor body.
When no current is fed to the field, there is no magnetic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
on the crankshaft.
When the thermostat or switch is closed, current is
fed to the field. This sets up a magnetic force
between the field and armature, pulling it into the
rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
remains stationary. This causes the compressor
crankshaft to turn, starting the refrigeration cycle.
When the switch or thermostat is opened, current is
cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
to the field. In addition, safety switches in the compressor clutch electrical circuit control clutch operation, disengaging the clutch if system pressures are
abnormal.
The thermostat is simply a thermal device which controls an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
off regardless of temperature.
The bellows type thermostat has a capillary tube connected to it which is filled with refrigerant. The capillary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capillary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined temperature.
N4-12
Operator Comfort
11/03 N04019
Fan Clutch - The mid-range function actuates the

engine fan clutch, if installed.
Trinary Switch
This switch is mounted on the receiver-drier and has

three functions, as implied by the name:
1. Disengage the compressor clutch when system
pressure is too high.
2. Disengage the compressor clutch when system
pressure is too low.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pressure.
The Trinary switch performs three distinct functions to monitor and control refrigerant pressure in
the system. This switch is installed on the receiverdrier. The switch functions are:
Terminals 1 & 2 are connected internally through
two, normally closed pressure switches in series, the
low pressure switch and the high pressure switch.
High Pressure - This switch opens and

disengages the compressor clutch if system
pressure rises above the 300 - 350 psi range.
After system pressure drops to 210 - 250 psi, the
switch contacts will close and the clutch will
engage.
The switch functions will automatically reset when
system pressure returns to normal.
OPENS
CLOSES
Low
Pressure
15-30 psi descending

pressure
40 psi rising pressure
High
Pressure
300-350 psi
210-250 psi
Fan Clutch
35-60 psi below closing

pressure
200-230 psi rising pressure
The pressures listed above are typical of pressures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher.
This factor should be observed when checking
for proper operation of the switch.
Terminals 3 & 4 are connected internally through a

normally open switch that is used to control the
clutch that drives the radiator fan. This switch closes
and causes the cooling fan clutch to engage when
system pressure rises to 200 - 230 psi. When pressure falls to 140 - 195 psi, the switch contacts open,
and the cooling fan clutch disengages
NOTE: One other pressure controlling device is

installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
relief valve will open at 500 - 550 psi. The purpose of
this valve is to protect the compressor in the event
that pressure should be allowed to rise to that level.
Damage to the compressor will occur if pressure
exceeds 550 psi.
Low Pressure - This switch opens and

disengages the compressor clutch if system
pressure drops into the 15 -30 psi range. When
pressure rises above 40 psi, the switch contacts
close, and the clutch engages the compressor.
Since temperature has a direct effect on
pressure, if the ambient temperature is too cold,
system pressure will drop below the low range,
and the pressure switch will disengage the
clutch.
N04019 11/03
Operator Comfort
N4-13
SYSTEM SERVICING
Servicing an air conditioning system really means

closely monitoring refrigerant flow. For this reason,
the following procedures deal extensively with the
proper use, handling, care and safety factors
involved in the R-134a refrigerant quality and quantity in an air conditioning system.
Because the refrigerant in an air conditioning system
must remain pressurized and sealed within the unit to
function properly, safety is a major consideration
when anything causes this pressurized, sealed condition to change. The following warnings are provided here to alert service personnel to their
importance before learning the correct procedures.
Read, remember, and observe each warning before
beginning actual system servicing.
NOTE: If the mine operates a fleet with some trucks
using R-12 and others using R-134a refrigerant, it is
essential that servicing tools that come into contact
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one
type refrigerant only, to prevent cross contamination.
Federal regulations prohibit venting R-12 and

R134a refrigerant into the atmosphere. An SAE
and UL approved recovery/recycle station must
be used to remove refrigerant from the AC system. Refrigerant is stored in a container on the
unit for recycling, reclaiming, or transporting. In
addition, technicians servicing AC systems must
be certified they have been properly trained to
service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing AC systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as possible.
Ensure sufficient ventilation whenever refrigerant is being discharged from a system, keeping
in mind refrigerant is heavier than air and will
seek low areas of shop.
When exposed to flames or sparks, the components of refrigerant change and become deadly
phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
area where refrigerant is used or stored.
Never direct steam cleaning hose or torch in
direct contact with components in the air conditioning system. Localized heat can raise the
pressure to a dangerous level.
Do not heat or store refrigerant containers above
120 F (49 C).
Do not flush or pressure test the system using
shop air or another compressed air source. Certain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other contaminants that could damage system components.
N4-14
Operator Comfort
11/03 N04019
SYSTEM OIL
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. At
present time, General Motors part number
(12345923) is the oil that is furnished in the system
on Komatsu trucks. This clear oil can be found at AC
Delco dealers. In some areas, it can be found from
other suppliers as U-Con 488. The only other alternative is General Motors part number (12356151)
which is now becoming more popular and is
expected to become the furnished oil in Komatsu AC
systems. This oil is light blue-green in color and may
be mixed with the other recommended oil.
REPLACING OIL
Component
Oil to add
Condenser
2-3 ounces
Evaporator
1 ounce
Receiver-Drier
2 ounces
Compressor
Compressors come with 10.5

ounces of oil in the sump. Refer to
"Setting Up a New Compressor"
Block Valve
(Expansion)
Adding oil is not necessary
Avoid skin contact and inhalation of PAG oil, as

these are normal precautions with any chemical.
Hoses
Drain and measure amount

removed
No PAG oil removed from new or old

components should be retained for re-use. It
should be stored in a marked container and
properly sealed. PAG oil is an environmental
pollutant and should be properly disposed of after
use.
Setting Up a New Compressor
Handling and Reusing PAG Oil
PAG oil in containers or in an air conditioning

system should not be left exposed to the
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any
absorbed moisture could cause damage to an air
conditioning system.
Oil Quantity
Compressors come with 10.5 ounces of oil in the

sump. Compressors being replaced should have
been operating with 6 ounces of oil in the sump,
therefore, the new compressor should be adjusted,
accordingly.
Example: If a compressor is being replaced, the
receiver drier must also be replaced. (The receiverdrier should be replaced whenever the system is
opened.) Since the new compressor comes with 10.5
ounces of oil, 2.5 ounces of oil should be removed
from the compressor leaving 8 ounces. 8 ounces
accounts for the 6 ounces needed for the compressor, and the 2 ounces for the new receiver-drier.
It is critical to keep the correct amount of lubricant in

the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving
parts. Excessive oil can result in slugging the compressor. This condition occurs when the compressor
attempts to compress liquid oil as opposed to vaporized refrigerant. Since liquid cannot be compressed,
damage to internal parts results.
Never run the system with more than 10.5 ounces

of oil in the compressor sump. Damage to the
compressor as well as other system components
may occur. It is important to have a good balance
of oil throughout the system.
Replacing Oil After Servicing the System

Replace oil that has been removed from the system
through recovery of refrigerant and replacement of
components. Refer to the following chart for adding
oil.
N04019 11/03
Operator Comfort
N4-15
REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it
passes through filters located on the unit that meet
specifications stipulated by Society of Automotive
Engineers, SAE J2099. The refrigerant that has
passed through the filtering process has only been
cleaned of contaminants that are associated with
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
An unclear sight glass on R-134a systems can

indicate that the system may be low on refrigerant. However, the sight glass should not be used
as a gauge for charging the system. Charging the
system must be done with a scale to ensure the
proper amount of refrigerant has been added.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been processed to the same standards of purity as virgin
refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
The reclaiming equipment used for this process is
expensive, and therefore, not common among normal maintenance shops. Equipment such as this is
more commonly found in air conditioning specialty
shops.
R-134a Refrigerant Containers

Two basic, readily available containers are used to
store R-134a: the 30 or 60 pound bulk canisters (Figure 4-6).
Always read the container label to verify the contents
are correct for the system being serviced. Note the
containers for R-134a are painted light blue.
Always use new, recycled, or reclaimed refrigerant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system components and poor cooling performance.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refrigerant is charged into the system, the system will operate at higher pressures, and in some cases, may
damage system components. Exceeding the specified refrigerant charge will not provide better cooling.
FIGURE 4-6. R-134a CONTAINERS

1. 30 lb. Cylinder
2. 60 lb. Cylinder
If an incorrect charge is suspected, recover the

refrigerant from the system, and charge the system
with the correct operating weight (6.9 lb, 3.13 kg).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is operating with the proper charge and providing optimum
cooling. Using the sight glass to determine the
charge is not an accurate method.
N4-16
Operator Comfort
11/03 N04019
SERVICE TOOLS AND EQUIPMENT

Recovery/Recycle Station
Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 4-7,
performs both recovery and recycle procedures
which follows the new guidelines for handling used
refrigerant. The recovered refrigerant is recycled to
reduce contaminants, and can then be reused in the
same machine or fleet.
Mixing different types of refrigerant will damage

equipment. Dedicate one recovery/recycle station to each type of refrigerant processing to
avoid equipment damage. DISPOSAL of the gas
removed requires laboratory or manufacturing
facilities.
To accomplish this, the recovery/recycle station separates the oil from the refrigerant and filters the
refrigerant multiple times to reduce moisture, acidity,
and particulate matter found in a used refrigerant.
Test equipment is available to confirm the refrigerant

in the system is actually the type intended for the
system and has not been contaminated by a mixture
of refrigerant types.
NOTE: To be re-sold, the gas must be reclaimed

which leaves it as pure as new, but requires
equipment normally too expensive for all but the
largest refrigeration shops.
Recycling equipment must meet certain standards as

published by the Society of Automotive Engineers
(SAE) and carry a UL approved label. The basic principals of operation remain the same for all machines,
even if the details of operation differ somewhat.
Equipment is also available to just remove or extract

the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an AC system prior to servicing.
Leak Detector
The electronic detector (Figure 4-8) is very accurate
and safe. It is a small hand-held device with a flexible
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the smallest leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-7. RECOVERY/RECYCLE STATION
N04019 11/03
FIGURE 4-8. TYPICAL ELECTRONIC LEAK

DETECTOR
Operator Comfort
N4-17
FIGURE 4-9. R-134a SERVICE VALVE

1. System Service Port
Fitting
2. Quick Connect
FIGURE 4-10. VACUUM PUMP
3. Service Hose
Connection
Vacuum Pump
Service Valves
Because an air conditioning system is a sealed system, two service valves are provided on the compressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily performed.
The vacuum pump (Figure 4-10) is used to completely evacuate all of the refrigerant, air, and moisture from the system by deliberately lowering the
pressure within the system to the point where water
turns to a vapor (boils) and together with all air and
refrigerant is withdrawn (pumped) from the system.
New and unique service hose fittings (Figure 4-9)

have been specified for R-134a systems. Their purpose is to avoid accidental cross-mixing of refrigerants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.
N4-18
Operator Comfort
11/03 N04019
Manifold Gauge Set

A typical manifold gauge set (Figure 4-11) has two
screw type hand valves to control access to the system, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The manifold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 12 inches of the hose
end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special
hoses and fittings are designed to minimize refrigerant loss and to preclude putting the wrong refrigerant
in a system.
FIGURE 4-11. MANIFOLD GAUGE SET
Low Side Gauge

NOTE:
When
hose
replacement
becomes
necessary, the new hoses must be marked SAE
J2916 R-134a.
The low side gauge, registers both vacuum and pressure. The vacuum side of the scale is calibrated from
0 to 30 inches of mercury (in. Hg). The pressure side
of the scale is calibrated to 150 psi.
Functions of the manifold gauge set are included in

many of the commercially available recovery or
recovery/recycle stations.
Never open the hand valve to the high side at
anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge
The High Side Gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.
N04019 11/03
Operator Comfort
N4-19
Installing Manifold Gauge Set

Before attempting to service the air conditioning system, a visual inspection of both the engine and system components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware plus the radiator cap, fan
clutch, and thermostat. Inspect both the condenser
and the radiator for any obstructions or potential contamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.
Shut off engine. DO NOT attempt to connect service equipment when the engine is running.
1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for
tightness.
3. Locate the low and high side system service fittings and remove their protective caps.
4. Connect the two service hoses from the manifold to the correct service valves on the compressor as shown in Figure 4-12. (High side to
compressor discharge valve and low side to
compressor suction side.) Do not open service
valves at this time.
FIGURE 4-12. SERVICE HOSE HOOK-UP
This gauge hook-up process will be the same,

regardless of the gauge set being installed. Whether
it is a recovery station or individual gauges, the connections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Using only a set of gauges will limit the servicing to
only adding refrigerant or observing pressures.
N4-20
Operator Comfort
11/03 N04019
Purging Air From Service Hoses

The purpose of this procedure is to remove all the
air trapped in the hoses prior to actual system testing. Environmental regulations require that all service hoses have a shutoff valve within 12 inches of
the service end. These valves are required to
ensure only a minimal amount of refrigerant is lost
to the atmosphere. R-134a gauge sets have a combination quick disconnect and shutoff valve on the
high and low sides. The center hose also requires a
valve.
The initial purging is best accomplished when connected to recovery or recycle equipment. With the
center hose connected to the recovery station, service hoses connected to the high and low sides of
the system, we can begin the purging. The manifold
valves and service valves should be closed. Activating the vacuum pump will now pull any air or moisture out of the center hose. This will require only a
few minutes of time. The hose is the only area that
is being placed in a vacuum and this will not require
a lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
FIGURE 4-13. PURGING SYSTEM
N04019 11/03
Operator Comfort
N4-21
SYSTEM PERFORMANCE TEST
Stabilizing the AC System
This test is performed to establish the condition of all

components in the system. Observe these conditions
during testing:
During this stabilization period, do not open
hand valves on manifold for any reason. Equipment damage and personal injury may result.
1. Start the engine and return to an idle speed of
1200 to 1500 RPM. Turn on the air conditioner.
2. After a performance check of the control functions, blower speeds and air flow, set the AC
system controls to maximum cooling and
blower speed on high. Open the cab to ensure
continuous operation of the compressor.
3. Run the engine and air conditioner about 5 minutes for the system to stabilize.
4. If the humidity is high it will be necessary to
place a fan in front of the AC condenser to help
the air flow across the condenser. This helps to
stabilize the system by simulating normal operating conditions.
5. It is then possible to observe the gauge readings and the temperature coming out of the air
ducts with a thermometer.
NOTE: If low refrigerant is indicated by lower than
normal pressure readings, recover and charge the
proper amount of refrigerant to enable adequate
system testing.
1. Start engine and operate at 1200 to 1500 RPM.

2. Place fan in front of condenser to simulate normal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should
be within normal range, adjust for ambient temperature.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
5. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
even temperatures, if outlet is cooler than inlet,
a restriction is indicated.
Use extreme caution when placing hands on high

side components and hoses. Under certain conditions these items can be extremely hot.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
7. If these conditions are met, the system is considered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
N4-22
Operator Comfort
11/03 N04019
SYSTEM LEAK TESTING
Electronic leak detector
Refrigerant leaks are probably the most common

cause of air conditioning problems, resulting from
improper or no cooling, to major internal component
damage. Leaks most commonly develop in two or
three places. The first is around the compressor shaft
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the system is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
traces of oil. (The R-134a itself is invisible, odorless,
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.)
(Refer to Figure 4-8). As the test probe is moved into

an area where traces of refrigerant are present, a
visual or audible announcement indicates a leak.
Audible units usually change tone or speed as intensity changes.
A second common place for leaks is the nylon and

rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
evaporator, particularly near the drain hole for the
condensate will quickly indicate the condition of the
evaporator. Any trace of fresh oil here is a clear indication of a leak.
Soap and water can be mixed together and applied

to system components. Bubbles will appear to pinpoint the specific location of leaks.
Usually, a 50% charged system is enough to find

most leaks. If the system is empty, connect the manifold gauge set to the system and charge at least 3.5
lbs. of refrigerant into the system.
Tracer dyes
Tracer dyes are available that can be added to the
system as refrigerant is added. The system is then
operated to thoroughly circulate the dye. As refrigerant escapes, it leaves a trace of the dye at the point
of leakage, which is then detected using an ultraviolet light (black light), revealing a bright fluorescent
glow.
Soap and water
After determining the location or source of leak(s),

repair or replace leaking component(s).
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always
use the same hose length, if possible.
Before system assembly, check the compressor

oil level and fill to specifications.
Use extreme caution when leak testing a system

while the engine is running.
In its natural state, refrigerant is a harmless, colorless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
N04019 11/03
Operator Comfort
N4-23
SYSTEM REPAIR
Hoses and Fittings
The following service and repair procedures are not

any different than typical vehicle service work. However, AC system components are made of soft metals (copper, aluminum, brass, etc.). Comments and
tips that follow will make the job easier and reduce
unnecessary component replacement.
When replacing hoses, be sure to use the same type

and ID hose you removed. When hoses or fittings are
shielded or clamped to prevent vibration damage, be
sure these are in position or secured.
All of the service procedures described are only

performed after the system has been discharged.
Never use any lubricant or joint compound to
lubricate or seal any AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
all connections, caps, and plugs clean.
System Cleaning
When performing repairs on air conditioning components, a thorough inspection should be performed.
Inspect the parts that have been removed. If they
contain any loose or foreign material, the rest of the
system should be checked for the source of the
material.
Only SAE and/or Mobile Air Conditioning Society

(MACS) approved flushing methods with the
appropriate refrigerants are to be performed
when removing debris from the system. Other
methods may be harmful to the environment, as
well as air conditioning components.
Lines
Always use two wrenches when disconnecting or
connecting AC fittings attached to metal lines. You
are working with copper and aluminum tubing which
can kink or break easily. When grommets or clamps
are used to prevent line vibration, be certain these
are in place and secured.
It is important to always torque fittings to the

proper torque. Failure to do this may result in
improper contact between mating parts and leakage may occur. Refer to the following torque
chart for tightening specifications.
Fitting Size
Foot Pounds
Newton Meters
10 - 15 ft.lbs.
14 - 20 Nm
24 - 29 ft.lbs.
33 - 39 Nm
10
26 - 31 ft.lbs.
36 - 42 Nm
12
30 - 35 ft.lbs.
41 - 47 Nm
Installation torque for the single M10 or 3/8 in. capscrews securing the inlet and outlet fittings onto the
compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
Expansion Valve
When removing the expansion valve from the system, remove the insulation, clean the area and disconnect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the filter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.
N4-24
Operator Comfort
11/03 N04019
Receiver-Drier
Clutch
The receiver-drier can not be serviced or repaired. It

must be replaced whenever the system is opened
for any service. The receiver-drier has a pressure
switch to control the clutch, and should be removed
and installed onto the new unit.
Clutch problems include electrical failure in the clutch

coil or lead wire, clutch pulley bearing failure, worn or
warped clutch plate or loss of clutch plate spring temper. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat damage, replace the whole assembly.
Thermostat
A thermostat can be stuck open or closed due to contact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evaporator temperature.
When thermostat contact points are stuck open or
the sensing element can not sense temperature in
the evaporator, the clutch will not engage (no AC
system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat contact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
fused lead. If the clutch engages, replace the thermostat.
Thermostat contact points may be fused (burned)
closed and the clutch will not disengage. Causes are
a faulty switch that could be due to fatigue. The thermostat must be replaced. When the clutch will not
disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
There will also be below normal pressure on the low
side of the system. Side effects can be compressor
damage caused by oil accumulation (refrigeration oil
tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
can starve the compressor of oil.
The fast way to check electrical failure in the lead

wire or clutch coil is to hot wire the coil with a fused
lead. This procedure enables you to bypass clutch
circuit control devices.
Clutch pulley bearing failure is indicated by bearing
noise when the AC system is off or the clutch is not
engaged. Premature bearing failure may be caused
by poor alignment of the clutch and clutch drive pulley.
Sometimes it may be necessary to use shims or
enlarge the slots in the compressor mounting bracket
to achieve proper alignment.
Excessive clutch plate wear is caused by the plate
rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
air gap between the clutch pulley and the clutch plate
is 0.023 to 0.057 in. (1.02 0.043 mm). If the gap is
too wide, the magnetic field created when the clutch
coil is energized will not be strong enough to pull and
lock the clutch plate to the clutch pulley.
Compressor
The compressor can fail due to shaft seal leaks (no
refrigerant in the system), defective valve plates,
bearings, or other internal parts or problems associated with high or low pressure, heat, or lack of lubrication. Be sure the compressor is securely mounted
and the clutch pulley is properly aligned with the
drive pulley.
Use a mechanic's stethoscope to listen for noises
inside the compressor.
N04019 11/03
NOTE: Some compressors may be discarded

because it is suspected that internal components
within the compressor have seized. Ensure that
the compressor clutch is working properly before
discarding a compressor for internal seizure. The
normal compressor life span should be about
twice as long as the normal life span of the compressor clutch.
It is important to note that often times a weak clutch
coil may be mistaken for a seized compressor. When
a coils resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
Operator Comfort
N4-25
Before a compressor is dismissed as being seized, a

check for proper voltage to the coil should be performed. In addition, the coil should be ohm checked
for proper electrical resistance. The coil should fall
within the following range:
1. Remove the belt guard from the front of the air

conditioning compressor.
12.0 0.37 Ohms @ 68 F (20 C)

16.1 0.62 Ohms @ 240 F (116 C)
The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
FIGURE 4-14.
Servicing the Compressor Clutch
* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J-9399
Thin Wall Socket
**J-9403
Spanner Wrench
**J-25030
Clutch Hub Holding Tool
J-9401
Clutch Plate and Hub Assembly

Remover
J-8433
Pulley Puller
J-9395
Puller Pilot
***J-24092
Puller Legs
J-8092
Universal Handle
J-9481
Pulley and Bearing Installer
J-9480-01
Drive Plate Installer
J-9480-02
Spacer, Drive Plate Installer
1. Belt Pulley
2. Clutch Hub/Drive
Plate
3. Shaft
4. Locknut
2. Remove the drive belt from compressor belt

pulley (1, Figure 4-14).
*Tools are available though your local Kent-Moore dealer.

** These tools are interchangeable.
***For use on multiple groove pulleys.
FIGURE 4-15.
Use the proper tools to remove and replace
clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the compressor may result.
N4-26
1. Thin Wall Socket

2. Clutch Hub Holding
Tool
Operator Comfort
3. Clutch Hub
11/03 N04019
3. Remove locknut (4) using thin wall socket (1,

Figure 4-15) or the equivalent. Use clutch hub
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch hub (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.
5. Remove square key (1, Figure 4-17) from the

keyways.
FIGURE 4-18.
1. Clutch Hub
FIGURE 4-16.
1. Clutch Assembly
2. Clutch Plate & Hub

Assembly Remover
4. Thread clutch plate and hub assembly remover

(2, Figure 4-16) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
2. Pulley
6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring
on the friction surfaces is normal. DO NOT
replace these components for this condition
only.
Inspect the steel friction surface on the clutch

and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of excessive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to internal components as well as external components.
FIGURE 4-17.
1. Square Key
N04019 11/03
2. Keyway in Shaft
Operator Comfort
N4-27
10. Tighten the center screw on the puller against

the shaft of the compressor to remove the pulley.
Pulley Removal
11. Clean the pulley and pulley bearing with solvent. Inspect the assembly for damage. Check
the bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are evident.
Clutch Coil Check
12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
12 0.37 ohms @ 68 F (20 C)
16.1 0.62 ohms @ 239 F (115 C)
FIGURE 4-19.
1. Pulley Assembly
2. Pulley Retainer Ring
3. Retaining Ring Pliers
7. Use retaining ring pliers (3, Figure 4-19) to

remove pulley retainer ring (2) from pulley (1).
If the resistance of the coil is not within the specifications, the clutch will not operate properly. Remove
the retaining ring and replace the coil.
Pulley Installation
8. Pry the absorbent sleeve retainer from the neck

of the compressor, and remove the sleeve.
FIGURE 4-21.
1. Bearing Installer
2. Universal Handle
1. Pulley Puller
2. Pulley Assembly
1. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 421), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the compressor until it seats. Use of the installer or the
equivalent ensures that the force driving the
bearing into position acts on the inner race of
the bearing. Applying force to the outer race of
the bearing will result in bearing damage.
FIGURE 4-20.
3. Puller Pilot
9. Install pulley puller (1, Figure 4-20) and puller

pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the standard legs. Extend the puller legs to the back
side of the pulley. DO NOT use the belt grooves
to pull the pulley from the compressor.
N4-28
2. Ensure that the pulley rotates freely. If the pulley does not rotate freely, remove the pulley
and check for damaged components. Replace
any damaged components and reinstall the pulley.
3. Install the pulley retainer ring and ensure that
the ring is properly seated.
Operator Comfort
11/03 N04019
4. Install the absorbent sleeve into the neck of the

compressor. Install the sleeve retainer.
Clutch Assembly Installation
1. Insert square key (1, Figure 4-17) into the keyway in the clutch hub. Allow the key to protrude
about 4.5 mm (0.18 in.) from the outer edge of
the hub. Use petroleum jelly to hold the key in
place.
4. Press the clutch onto the compressor using

installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
the clutch friction surface and the pulley friction
surface. Refer to Figure 4-23.
0.040 0.017 in.
FIGURE 4-23. CLUTCH GAP

NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
FIGURE 4-22.
1. Drive Plate Installer
2. Spacer
5. Install locknut (4, Figure 4-14) and tighten the

nut until it seats. The gap should now measure
1.02 0.043 mm (0.040 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
2. Place the clutch assembly into position on the

compressor. Align the square key with the keyway on the shaft.
3. Thread drive plate installer (1, Figure 4-22) onto
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.
6. Install the drive belt onto the compressor.

Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper specifications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air conditioning system at maximum load conditions with
the engine at high idle. Turn the air conditioning
control ON and OFF at least 15 times for one
second intervals.
8. Install the belt guard if no further servicing is
required.
N04019 11/03
Operator Comfort
N4-29
RECOVERING AND RECYCLING THE

REFRIGERANT
Draining the Oil from the previous recovery cycle
1. Place the power switch and the controller on the
recovery unit in the OFF position.
2. Plug in the recovery station to the correct
power source.
3. Drain the recovered oil through the valve
marked oil drain on the front of the machine.
4. Place the controller knob in the ON position.
The low pressure gauge will show a rise.
5. Immediately switch to the OFF position and
allow the pressure to stabilize. If the pressure
does not rise to between 5 psi and 10 psi,
switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open
the oil drain valve, collect the oil in an appropriate container, and dispose of container as
indicated by local, state or federal regulation.
The oil is not reusable due to contaminants
absorbed during use.
Performing the Recovery Cycle
1. Be sure the equipment being used is designed
for the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having
drained it, it should be zero.
3. Check the cylinder refrigerant level before
beginning recovery to make sure you have
enough capacity.
4. Confirm that all shut-off valves are closed
before connecting to the AC system.
5. Attach the appropriate hoses to the system
being recovered.
9. Check the system pressure after the recovery

equipment stops. After five minutes, system
pressure should not rise above 0 gauge pressure. If the pressure continues to rise, restart
and begin the recovery sequence again. This
cycle should continue until the system is void of
refrigerant.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
11. Mark the cylinder with a RECOVERED (red)
magnetic label to reduce the chance of charging
a system with contaminated refrigerant. Record
the amount of refrigerant recovered.
Performing the Recycling Procedure

The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
equipment manufacturer's instructions for this procedure.
Evacuating and Charging the AC System

Evacuate the system once the air conditioner components are repaired or replacement parts are secured,
and the AC system is reassembled. Evacuation
removes air and moisture from the system. Then, the
AC system is ready for the charging process, which
adds new refrigerant to the system.
6. Start the recovery process by operating the

equipment as per the manufacturer's instructions.
7. Continue extraction until a vacuum exists in the
AC system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the manifold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.
N4-30
Operator Comfort
11/03 N04019
EVACUATING THE SYSTEM

Evacuating the complete air conditioning system is
required in all new system installations, and when
repairs are made on systems requiring a component
replacement (system opened), or a major loss of
refrigerant has occurred. All these conditions will
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the
system. Once properly evacuated, the system can be
recharged again.
Using a pump to create a vacuum in the air conditioning system effectively vaporizes any moisture, allowing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212F at sea level with 14.7 psi).
In a vacuum, water will boil at a lower temperature
depending upon how much of a vacuum is created.
As an example, if the ambient air outside the truck is
75F at sea level, by creating a vacuum in the system
so that the pressure is below that of the outside air
(in this case, at least 29.5 inches of vacuum is
needed), the boiling point of water will be lowered to
72F. Thus any moisture in the system will vaporize
and be drawn out by the pump if the pump is run for
approximately an hour. The following steps indicate
the proper procedure for evacuating all moisture from
the heavy duty air conditioning systems.
Do not use the air conditioning compressor as a vacuum pump or the compressor will be damaged.
FIGURE 4-24. VACUUM PUMP HOOKUP

1. Low Pressure Hand
Valve
NOTE: Lower the vacuum requirement one inch for

every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected
(after discharging the system), connect the center hose to the inlet fitting of the vacuum pump
as shown in Figure 4-24. Then open the low
side hand valves to maximum.
2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge outlet. Turn the pump on and watch the low side
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak).
3. Run the pump for five minutes and close the
hand valves and shut off the pump.
2. High Pressure Hand

Valve
3. Vacuum Pump
4. Observe gauge reading and wait 10 minutes.

Reading should not vary more than 1-2 in. hg.
After waiting, if more vacuum is lost than this, a
serious leak is indicated and the system must
be recharged, leak tested, repaired and evacuated.
5. Turn on pump, open hand valves and continue
evacuation for at least one hour.
NOTE: If system has excessive amounts of moisture,
60 minutes evacuation may not be sufficient since
the water must turn to a vapor to be drawn out of the
system. If it has been verified that no system leaks
exist and gauge readings increase after 1 hour,
extend the evacuation time to ensure total moisture
removal.
6. Close the manifold hand valves and turn off
vacuum pump, watching the low side gauge
reading. If vacuum remains for a few minutes,
the system is ready for charging.
N04019 11/03
Operator Comfort
N4-31
The moisture must turn to gas before the pump can

pull it out. The moisture takes time to boil away, so
that it can be drawn out of the system. The vacuum
pump can draw most of the air out quickly, but a
deep vacuum requires more time; the deeper the
vacuum the more time required.
The most important factor is the ability for the

system to hold the deepest vacuum the pump
can pull, and hold it for 15 minutes after the
pump has stopped. This may take several tries
depending on how long the system was held in a
vacuum.
CHARGING THE AC SYSTEM

When charging the system, it is possible to put it in
as a gas or as a liquid. Adding refrigerant as a liquid
is faster but can damage the compressor if not done
correctly. The procedure used, and where the refrigerant is added in the AC system makes a difference.
When using refrigerant as a liquid, never add more
than two thirds of system requirements as a liquid.
Finish charging the system using gas.
The proper method for charging refrigerant into a R134a system is to first, recover all of the refrigerant
from the system. The charging refrigerant should
then be weighed on a scale to ensure the proper
amount is charged into the system. Most recovery
units include a scale within the apparatus, thus making it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the system until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a

system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.
N4-32
Operator Comfort
11/03 N04019
TROUBLESHOOTING
Pre-Diagnosis Checks
If the system indicates Insufficient cooling, or no
cooling, the following points should be checked
before proceeding with the system diagnosis procedures.
NOTE: If the truck being serviced is a model 930E,
be certain the rest switch in the cab is ON. Place the
GF cutout switch in the CUTOUT position.
Preparing For Diagnosis
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous
section, requires additional knowledge of system
testing and diagnosis.
A good working knowledge of the manifold gauge set
is required to correctly test and diagnose an air conditioning system. An accurate testing sequence is
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes
an accurate procedure rather than guesswork.
Refrigerant charge - Make sure system is

properly charged with the correct amount of
refrigerant.
Preliminary Steps
The following steps outline the correct procedures
necessary to prepare the truck and the system for
testing and diagnosis:
1. Correctly connect the manifold gauge set to the
system. Refer to the connection and purging
procedures outlined in this section.
2. Run the engine with the air conditioning system
on for five to ten minutes to stabilize the system.
3. With the engine and the system at normal operating temperature, conduct a Performance Test
as outlined in this section.
Compressor belt - Must be tight, and aligned.
System Performance Test
Compressor clutch - The clutch must engage. If it

does not, check fuses, wiring, and switches.
This test is performed to establish the condition of all

components in the system. Observe these conditions
during testing:
Oil leaks - Inspect all connection or components

for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a
refrigerant leak.
Electrical check - Check all wires and
connections for possible open circuits or shorts.
Check all system fuses.
Note: Some systems use different safety devices in
the compressor circuit to protect the compressor.
Check the thermal fuse, the low pressure cutout
switch, high pressure cutout switch or trinary
pressure switch if equipped.
Cooling system - Check for correct cooling
system operation. Inspect the radiator hoses,
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper
operation.
Radiator shutters - Inspect for correct operation
and controls, if equipped.
Fan and shroud - Check for proper operation of
fan clutch. Check installation of fan and shroud.
Heater/water valve - Check for malfunction or
leaking.
System ducts and doors - Check the ducts and
doors for proper function.
N04019 11/03
1. Start engine and operate at 1200 to 1500 RPM.

2. Place fan in front of condenser to simulate normal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
closest to evaporator.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
ambient temperature.
As preliminary steps to begin checkout of the system,
perform the following:
1. Close all windows and doors to the cab.
2. Set air conditioning system at maximum cooling
and blower speed operation.
3. Readings on the two manifold gauges should
be within normal range, adjust for ambient temperature.
4. Compare evaporator discharge air temperature
reading to see if it matches the recommended
temperature for the ambient temperature and
gauge readings obtained.
5. Carefully feel the hoses and components on the
high side. All should be warm-hot to the touch.
Check the inlet and outlet of receiver-drier for
Operator Comfort
N4-33
even temperatures, if outlet is cooler than inlet,

a restriction is indicated.
Use extreme caution when placing hands on high

side components and hoses. Under certain conditions these items can be extremely hot.
6. Feel the hoses and components on the low
side. They should be cool to the touch. Check
connections near the expansion valve, inlet side
should be warm and cold-cool on the outlet
side.
Diagnosis Of Gauge Readings And System

Performance
The following Troubleshooting Chart lists typical malfunctions encountered in air conditioning systems.
Indications and or problems may differ from one system to the next. Read all applicable situations, service procedures, and explanations to gain a full
understanding of the system malfunction. Refer to
information listed under Suggested Corrective
Action for service procedures.
7. If these conditions are met, the system is considered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.
N4-34
Operator Comfort
11/03 N04019
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes
Suggested Corrective Actions
- Low refrigerant charge, causing pressures to be

slightly lower than normal.
Check for leaks by performing leak test.

If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:
After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check AC operation and performance test the system.
PROBLEM: Little or No Cooling

Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
Possible Causes
- Pressure sensing switch may have compressor

clutch disengaged.
- Refrigerant excessively low; leak in system.
N04019 11/03
Add refrigerant (make sure system has at least

50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable
the compressor to operate, if the compressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
Operator Comfort
N4-35
PROBLEM: Extremely Low Refrigerant Charge in the System

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.
Possible Causes
- Extremely low or no refrigerant in the system.
Possible leak in the system.

Check for leaks by performing leak test.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
AC operation and performance.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the compressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
PROBLEM: Air and/or Moisture in the System

Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)
Possible Causes
Leaks in the system.
N4-36

Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check AC operation and performance.
Operator Comfort
11/03 N04019
PROBLEM: Air and/or Moisture in the System

Indications:
Low side pressure - HIGH
High side pressure - HIGH
Possible Causes
- Leaks in system.
Test for leaks, especially around the compressor

shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Replace the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check AC operation and performance.
PROBLEM: Expansion Valve Stuck or Plugged

Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.
Possible Causes
An expansion valve malfunction could mean

the valve is stuck in the closed position, the filter
screen is clogged (block expansion valves do not
have filter screens), moisture in the system has
frozen at the expansion valve orifice, or the
sensing bulb is not operating. If the sensing bulb
is accessible, perform the following test. If not,
proceed to the Repair Procedure.
Test: Warm diaphragm and valve body with your

hand, or very carefully with a heat gun. Activate
the system and watch to see if the low pressure
gauge rises. Next, carefully spray a little nitrogen,
or any substance below 32 F, on the capillary coil
(bulb) or valve diaphragm. The low side gauge
needle should drop and read at a lower (suction)
pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve
screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low pressure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.
N04019 11/03
Operator Comfort
N4-37
PROBLEM: Expansion Valve Stuck Open

Indications:
Air from vents in the cab seems warm
or only slightly cool.
Possible Causes
The expansion valve is stuck open and/or the
capillary tube (bulb) is not making proper contact
with the evaporator outlet tube. Liquid refrigerant
may be flooding the evaporator making it impossible for the refrigerant to vaporize and absorb
heat normally. In vehicles where the expansion
valve sensing bulb is accessible, check the
capillary tube for proper mounting and contact
with the evaporator outlet tube. Then perform the
following test if the valve is accessible. If it is not,
proceed to the Repair Procedure.

Test: Operate the AC system on it's coldest
setting for a few minutes. Carefully spray
nitrogen or another cold substance on the capillary tube coil (bulb) or head of the valve. The low
pressure (suction) side gauge needle should now
drop on the gauge. This indicates the valve has
closed and is not stuck open. Repeat the test,
but first warm the valve diaphragm by warming
with hands. If the low side gauge shows a drop
again, the valve is not stuck. Clean the surfaces of
the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check performance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expansion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check AC operation and performance.
PROBLEM: High Pressure Side Restriction

Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.
Possible Causes
Kink in a line, collapsed hose liners, plugged
receiver-drier or condenser, etc.
N4-38
Repair Procedure: After you locate the defective

component containing the restriction, recover all
of the refrigerant. Replace the defective component and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC
operation and performance.
Operator Comfort
11/03 N04019
PROBLEM: Compressor Malfunction

Indications:
High side pressure - LOW
Compressor operates noisily.
Possible Causes

Repair Procedure: If the belt is worn or loose,
replace or tighten it and recheck system performance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
- Defective reed valves or other internal

components.
PROBLEM: Thermostatic Switch Malfunction

Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.
Possible Causes
- Thermostat malfunctioning possibly due to
incorrect installation.

Replace the thermostatic switch. When removing
the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or
close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads
N04019 11/03
Operator Comfort
N4-39
PROBLEM: Condenser Malfunction or System Overcharge

Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.
Possible Causes
- Lack of air flow through the condenser fins
N4-40
Repair Procedure: Check the engine cooling

system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck AC system
operation, gauge readings, and performance.
If the problem continues, the system may be overcharged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck AC system operation, gauge
readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The
receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.
Operator Comfort
11/03 N04019
PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM

Truck Serial Number_________________________
Last Maintenance Check:_____________________
Site Unit Number____________________________
Name of Service Technician________________
Date:____________Hour Meter:________________
Maintenance Interval
COMPONENT
NOTE: Compressor should be run at least 5 minutes

(40F minimum ambient temperature) every month,
in order to circulate oil and lubricate components.
(months)
3
12
Maintenance Interval
Done
COMPONENT
1. Compressor
Check noise level
Check clutch pulley
Check oil level
Run system 5 minutes
Check belt tension
(80-100) lbs; V-belt
3
4. Expansion Valve
Check mounting bracket

(tighten bolts)
Check solder joints on inlet/

outlet tubes (leakage)
Check clutch alignment w/

crankshaft pulley (within
0.06 in.)
Inspect condensation drain
2. Condenser
Clean dirt, bugs, leaves, etc.
from coils (w/compressed air)
Verify engine fan clutch is
engaging (if installed)
Check inlet/outlet for
obstructions or damage
3. Receiver-Drier
12
Done
5. Evaporator
Clean dirt, bugs, leaves, etc.
from fins (w/ compressed air)
Verify clutch is engaging
Inspect capillary tube (if

used) for leakage, damage,
looseness
Inspect shaft seal for leakage
Perform manifold gauge

check
(months)
6. Other Components
Check discharge lines
(hot to touch)
Check suction lines
(cold to touch)
Inspect fittings/clamps/hoses
Check thermostatic switch for
proper operation
Outlets in cab: 40F to 50 F
Inspect all wiring connections
Operate all manual controls
through full functions
Check inlet line from

condenser (should be hot to
touch)
Replace, if system is opened
N04019 11/03
Operator Comfort
N4-41
NOTES:
N4-42
Operator Comfort
11/03 N04019
SECTION N5
OPERATOR CAB & CONTROLS
INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5

STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Telescope Lock Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Tilt Wheel Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Turn Signal / Headlight Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Windshield Wiper / Washer Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
RETARDER CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
SERVICE BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
ACCELERATOR (THROTTLE) PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
RETARDING CAPACITY CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Radio Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
MOM Display Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Warning Alarm Buzzer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Cab Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
PMC Interface Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Air Cleaner Vacuum Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
Windshield Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Transmission Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Shift Limiter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
F1 Start Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
N05040
Operator Controls & Equipment
N5-1
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11

Parking Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
LH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
RH Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Ash Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Lighter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Passenger Seat w/Safety Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
INSTRUMENT PANEL AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Keyswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Auxiliary Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
RH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Center Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
LH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Head Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
BackUp/Deck Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
RH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Cold Weather Starting Aid (Ether Injection) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Hazard Warning Lights Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-16
Automatic Idle Selector Switch (AISS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Air Conditioner & Heater Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
ASR Cut (Traction Control) Switch (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Center Display Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Air Pressure Monitor (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Air Pressure Gauge (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Coolant Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Engine Cooling Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Torque Converter Oil Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
N5-2
N05040
Torque Converter Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19

Retarder Oil Temperature Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Retarder Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Left Turn Signal Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
High Beam Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Right Turn Signal Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Lock-up Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Shift Limiter Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Shift Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Transmission Shift Position Pilot Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Engine Controller Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Automatic Transmission Mechatronics Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Other Mechatronics Monitor (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Fuel Level Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Engine Power Derate Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
F1 Start Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Auto Cruise Control (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
ASR Monitor (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
ABS Monitor (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Service Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Odometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
LH Control/Indicator Panel (Pod) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
LH Panel/Pod Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Engine Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Engine Coolant Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Low Steering Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Accumulator Pre-Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
N05040
N5-3
Battery Charge Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22

Check Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Body Float . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Transmission Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Service Brakes Applied . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Maintenance Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Transmission Oil Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Lamp Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Low Brake Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Lateral Slope Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Crankcase Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Panel Dimmer Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
Central Warning Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
AC/Heater Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
REAR OF OPERATOR CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-24
QUANTUM FUEL SYSTEM DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
Determining Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-26
Exiting The Diagnostics Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-27
N5-4
N05040
OPERATOR CAB AND CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel
2. Retarder Control Lever
3. Service Brake Pedal
4. Throttle/Accelerator Pedal
5. Instrument Panel
6. Heater/Air Conditioner Controls
N05040
7. Heater/Air Conditioner Vents

8. Retarding Capacity Chart
9. Radio Speakers
10. MOM Display Screen
11. Warning Alarm Buzzer
12. Radio, AM/FM Stereo Cassette
13. PMC Interface Connector

14. Air Cleaner Vacuum Gauges
15. Payload Meter II
16. Windshield Wipers
17. Sun Visors
18. MOM Dimmer Switch
N5-5
STEERING WHEEL AND CONTROLS

Steering wheel (1, Figure 5-2) will telescope "in" and
"out" and adjust through a tilt angle to provide a comfortable wheel position for most operators.
Horn Button
Horn (2, Figure 5-2) is actuated by pushing the button in the center of the steering wheel. Operation of
the horn should be verified before moving the truck.
Observe all local safety rules regarding the use of the
horn as a warning signal device before starting
engine and moving the vehicle.
Telescope Lock Ring
Telescope lock ring (3, Figure 5-2) around the horn
button locks/unlocks the telescoping function of the
steering column. Rotating the ring* counterclockwise
(LH rotation), releases the column to move "in" or
"out". Rotating the ring clockwise (RH rotation), locks
the column in the adjusted position.
* DO NOT rotate the ring more than 90! Rotating
in excess of 90 may cause damage to internal
wiring!
Tilt Wheel Lever
Adjust the tilt of the steering wheel by pulling tilt
adjustment lever (4, Figure 5-2) toward the steering
wheel and moving the wheel to the desired angle.
Releasing the lever will lock the wheel in the desired
location.
FIGURE 5-2. STEERING WHEEL AND CONTROLS

1. Steering Wheel
2. Horn
3. Telescope Lock Ring
4. Tilt Wheel Lever
5. Turn Signal Lever

6. Retarder Control
Lever
Windshield Wiper / Washer Control

The windshield wiper control is used to activate the
wiper blades and washer system. This control is on
the turn signal lever and has three wiper speed settings and a washer control:
Turn Signal / Headlight Dimmer

Turn signal lever (5, Figure 5-2) is used to activate
the turn signal lights and to select either the high or
low headlight beams.
Rotate the knob on the end of the lever clockwise

(from OFF position) to activate the various speed
selections.
Move the lever upward to signal a turn to

the right.
Move the lever downward to signal a turn

to the left.
OFF: Wipers are off.

Wipers operate at intermittent speed.
Wipers operate at low speed.
An indicator in the top, center of the

instrument display panel will illuminate to indicate the
turning direction that was selected. Refer to Instrument Panel And Indicator Lights.
Moving the lever toward the steering
wheel will change the high/low headlight
beam. When high beams are selected,
the indicator in the top, center of the
instrument display panel will illuminate.
N5-6
Wipers operate at high speed.

Grasp the control knob
and push in (toward
steering
column)
to
spray washer fluid onto
the windshield.
N05040
RETARDER CONTROL LEVER
ACCELERATOR (THROTTLE) PEDAL
Retarder control lever (6, Figure 5-2) is mounted on

the right side of the steering column. It can be used
to modulate the full range of retarding/braking effort
being applied to both the front and rear oil disc
brakes. Any application of the retarder lever will
cause an indicator light to illuminate in the LH instrument panel/pod (Refer to Instrument Panel And Indicator Lights).
Accelerator (throttle) pedal (4, Figure 5-1) is a footoperated pedal which allows the operator to control
engine rpm, depending on pedal depression.
a. When the lever is rotated to the full "up"

(counterclockwise) position, it is in the OFF/
NO RETARD position.
b. When the lever is rotated to the full "down"
(clockwise) position, it is in the full ON/
RETARD position.
c. For long downhill hauls, the lever may be
positioned anywhere to provide a desired
retarding effort, and it will remain where it is
positioned.
When retarding is completed, and acceleration is
resumed, be sure to return the lever to the full
"up" (OFF/NO RETARD) position, to prevent
rapid wear to brake discs and/or overheating of
the brake cooling system.
The foot-operated treadle pedal contains an electronic sensor which sends signals to the Quantum
fuel control system. The movement of the fuel governor control arm corresponds directly to the travel of
the treadle pedal as it is applied by the operator.
When the pedal is released, springs return the control arm and the pedal to their "rest" positions and the
engine speed returns to low idle.
The retarder lever and foot-operated service brake

pedal can be used simultaneously or independently.
The Retard Control Module (RCM) will determine
which device is requesting the most retarding/braking
effort and apply that amount.
INSTRUMENT PANEL
SERVICE BRAKE PEDAL
Refer to Instrument Panel and Indicator Lights later

in this section for a detailed description of the function and location of each of these components.
Service brake pedal (3, Figure 5-1) is a single function, foot-operated pedal which controls and modulates service brake pressure directly through a
hydraulic valve.
Instrument panel (5, Figure 5-1) includes a center

electronic display panel, and L.H & RH panels/pods
which contain a variety of switches and indicators.
When the pedal is partially depressed, an indicator

light (11, Figure 5-7) in the LH instrument panel pod
will illuminate. As the pedal is further depressed, the
service brakes are actuated (a slight increase in
pedal resistance will be felt) through a hydraulic
valve, which modulates pressure to the service
brakes. Completely depressing the pedal causes full
application of both the front and rear oil disc service
brakes.
Retarding capacity chart (8, Figure 5-1) should
always be followed to determine maximum safe truck
speeds for descending various grades with a loaded
truck.
N05040
N5-7
RETARDING CAPACITY CHART

Retarding capacity chart (8, Figure 5-1 & shown
below) provides the recommended maximum truck
speeds for descending various grades with a fully
loaded truck.
The operator should reference the retarding capacity

chart before descending any grade with a loaded
truck. Proper selection of road grade, truck speed,
transmission gear range, and use of the retarder
lever and/or brake pedal are required to maintain a
safe speed.
Customer specified options may cause this decal to
change: Always refer to the retarding capacity chart
in the operator's cab, and follow the recommendations there for safe truck operation.
DO NOT exceed these recommended maximum
speeds when descending grades with a loaded
truck.
Refer to Operating Instructions, Retarder Operation,
for more information on using the retarder function.
N5-8
N05040
Radio Speakers
PMC Interface Connector
Radio speakers (9, Figure 5-1) for the AM/FM stereo

radio are located at the far left and right of the overhead panel.
PMC interface connector (13, Figure 5-1) is used to

communicate data between a computer and the
PMC.
MOM Display Screen
Refer to Powertrain Management Control System in

the shop manual for a complete description of the
PMC and its functions.
MOM display (10, Figure 5-1) is an electronic display

that provides the operator or service technician with
important messages concerning selected truck functions.
Refer to Electronic Displays And Messages later in
this section, for a detailed description of the messages provided and the functions monitored by this
display.
Air Cleaner Vacuum Gauges

Air cleaner vacuum gauges (14, Figure 5-1) provide
a continuous reading of maximum air cleaner restriction reached during operation. The air cleaner(s)
should be serviced when the gauge(s) shows the following maximum recommended restriction:
Cummins Engine: . . . . . . 25 inches of H2O Vacuum.
NOTE: After service, push the reset pin on the face
of the gauge to allow the gauge to return to zero.
MOM Dimmer Switch

MOM dimmer switch (18,
Figure 5-1) enables the
operator to choose two
varying levels of brightness. Depressing the left
side of the switch dims the MOM display. Depressing
the right side of the switch brightens the display.
Payload Meter
Payload meter (15, Figure 5-1) is used to provide
management with operational data such as tonnage
hauled and cycle times. Refer to Section 60, Payload
Meter, for a more complete description of the payload meter and its functions.
Warning Alarm Buzzer

Warning alarm buzzer (11, Figure 5-1) will sound
when activated by any one of several truck functions.
Refer to Instrument Panel And Indicator Lights for a
detailed description of functions and indicators that
will activate this alarm.
Windshield Wipers
Windshield wipers (16, Figure 5-1) are powered by
an electric motor. Refer to Windshield Wiper And
Washer Control for a description of the windshield
wiper and washer controls.
Cab Radio
This panel will normally contain an AM/FM stereo
radio (12, Figure 5-1).
Refer to Section 70, Cab Radio, for a more complete
description of the radio and its functions. Individual
customers may use this area for other purposes,
such as a two-way communications radio.
N05040
N5-9
CENTER CONSOLE
Center console (1, Figure 5-3) located to the right of
the operator seat, is a housing structure which provides a mounting surface for certain operator controls and a passenger seat.
The housing below the passenger seat provides an

easy access to various control components (relays,
solenoids, valves, etc.) for the service technician.
Refer to the shop manual for descriptions and service for these devices.
FIGURE 5-3. CENTER CONSOLE

1. Center Console
2. Transmission Range Selector
3. Shift Limit Switch
4. F1 Start Switch
N5-10

6. Parking Brake Switch
8. LH Window Control Switch
9. RH Window Control Switch
10. Ash Tray

11. Cigarette Lighter
12. Passenger Seat Belt
13. Passenger Seat
N05040
Transmission Range Selector
Control Switches
Transmission range selector (2, Figure 5-3) is

mounted to the right of the operator's seat.
Control switches (3, 4, 6, & 7, Figure 5-3) are simple

rocker type switches which turn functions on and off.
The transmission range selector has seven positions

(R, N, D, 5, 4, 3, and L). When moving the range
selector lever from N to R, or from D to 5, press the
lock button on the end of the handle to release the
lever and allow a gear change.
ON
The ON and OFF positions are marked with
these symbols.
OFF
R - REVERSE position - is used to move the truck

backwards. Bring the truck to a complete stop before
shifting from DRIVE to REVERSE or vice-versa. The
Reverse warning horn is activated when the
REVERSE position is selected.
N - NEUTRAL position - is used when starting the
engine, during loading operations and parking the
truck with the engine running. The truck cannot be
started unless the range selector is in the N - NEUTRAL position.
D - DRIVE position (F1-F7) - When starting from a
stopped position, the transmission will shift automatically to second gear. As the truck ground speed
increases, the transmission will automatically upshift
through each gear to seventh gear operation. (If the
shift limiter function has been activated, seventh gear
can not be engaged. Refer to Shift Limiter Switch.)
As the truck ground speed slows down, the transmission will automatically downshift to the correct gear
(including F1) for grade/load/engine conditions.
When conditions permit, select position D for normal
operation.
5, 4, 3 positions - Road and load conditions sometimes make it desirable to limit the automatic up-shifting to a lower range. These positions provide more
effective retarding on grades. When the range selector is placed in any one of these positions, the transmission starts in F1, and will not shift above the
highest gear range selected. As the truck ground
speed slows down, the transmission will automatically downshift to the correct gear (including F1) for
grade/load/engine conditions. When conditions permit, select position D for normal operation.
L - LOW position - Use this range position when
maneuvering in tight spaces and when pulling
through mud or deep snow. Use this range position
also when driving up and down steep grades where
maximum driving power or maximum retarding is
required. When the range selector is placed in L, the
transmission starts in F1, and will only upshift to F2.
(If the shift limiter function has been activated, second gear can not be engaged. Refer to Shift Limiter
Switch.) When conditions permit, select position D
for normal operation.
N05040
Shift Limiter Switch

Shift limiter switch (3, Figure 5-3) is
used to limit the highest speed range
when the transmission shift lever is in
either the D or L range.
Shift
Limiter
Range
ON
OFF
Range(s) Attainable
Range - F2-F6
Range - F1
Range - F2-F7
Range - F1-F2
F1 Start Switch
F1 start switch (4, Figure 5-3) is used
to ensure that the transmission starts in
F1 when the transmission range selector is in D. When this switch is ON and
the transmission range selector is in
the D position, the transmission will shift to F1 to
start. When this switch is OFF and the range selector
is in the D position, the transmission will start in second gear. Refer to Transmission Range Selector, D DRIVE. All other forward gear ranges (L, F2, F3, F4,
F5) start out in F1 regardless of the F1 start switch
position.
Hoist Control Lever

Hoist control lever (5, Figure 5-3) is a four-function,
three-position, hand-operated lever located between
the operator seat and the center console.
Refer to Operating Instructions - Dumping, for more
complete details concerning this control.
N5-11
LH Window Control Switch
Parking Brake Switch

When parking brake switch (6, Figure
5-3) is in the ON position, the parking
brake is applied.
When this switch is in the OFF position, the parking brake is released.
The parking brake is spring applied and hydraulically
released. It will hold a stationary truck when the
engine is stopped and the keyswitch is in the OFF
position.
DO NOT apply the parking brake while the truck
is in motion. Damage to parking brake components may occur.
LH window control switch (8, Figure 5-3) is

spring-loaded to the center, OFF, position.
Pushing the front of the switch raises the
left side cab window. Pushing the rear of
the switch lowers the window.
RH Window Control Switch
RH window control switch (9, Figure 5-3) is
spring-loaded to the center, OFF position.
Pushing the front of the switch raises the
right side cab window. Pushing the rear of
the switch lowers the window.
Ash Tray
When the keyswitch is ON and the parking brake is

applied, an indicator light in the LH panel pod will illuminate.
Ash tray (10, Figure 5-3) is used for extinguishing

and depositing smoking materials. Do Not use for
flammable materials, such as paper wrappers, etc.
Be certain that all fire ash is extinguished!
Brake Lock Switch
Lighter
Moving brake lock switch (7, Figure 53) to the ON position, applies the brake
lock.
When this switch is in the OFF position, the brake lock is released.
The brake lock must be used with the engine running. It is used for dumping and loading operations,
only. The brake lock switch actuates the hydraulic
brake system which locks the rear wheel service
brakes only.
When pulling into shovel or dump area, select a loading area with as level a surface as possible. When
the truck is completely stopped and in loading position, apply the brake lock by pressing the rocker
switch toward the ON symbol. To release, press the
rocker switch toward the OFF symbol.
Lighter (11, Figure 5-3) may be used for lighting

cigars/cigarettes.
Always use caution with smoking materials!.
This socket may also be used for a 12 VDC power
supply.
Passenger Seat w/Safety Belt

Passenger seat (13) is mounted on top of the right
hand portion of the center console structure.
Any passenger riding in the truck, must use seat belt
(12) whenever the truck is being operated.
The area beneath the passenger seat provides a
cabinet for various 24 VDC electrical components.
Consult the shop manual for service involving any of
these components.
Use at shovel and dump only to hold the truck in

position.
Do not use this switch to stop the truck unless
the foot-operated brake valve is inoperative. Use
of this switch applies the rear oil disc service
brakes at full, unmodulated pressure!
Do not use the brake lock for parking. With the
engine stopped, hydraulic pressure will bleed
down, allowing the brakes to release!
N5-12
N05040
INSTRUMENT PANEL AND INDICATORS
FIGURE 5-4. INSTRUMENT PANEL

1. Keyswitch
3. RH Panel (Pod)
4. Center Display Panel

5. LH Panel (Pod)
6. Ladder Light Switch
The instrument panel consists of a RH & LH control/

indicator panel (RH & LH pods), a center display
panel (gauge and monitor module, with speedometer/tachometer module, transmission range indicator,
service/hour meter, and odometer), and a row of control switches across the bottom of the panel.
The gauge and monitor module and speedometer
module each have a microcomputer to process and
display the signals from the sensors. Liquid crystal is
used for the display area.
N05040
7. Headlight Switch
8. Backup/Deck Lights
Switch
The monitors and gauges inside the monitor module

and speedometer module are actuated by the signal
from the gauge and monitor module, and the odometer is actuated by signals from the speedometer module.
The following pages will identify each element of the
instrument panel and detail its function and purpose
for the operator.
N5-13
Keyswitch
Keyswitch (1, Figure 5-4) is a three position (OFF,
RUN, START) switch.
Starting fluid is extremely volatile and flammable!
Use with extreme care.
If the truck is equipped with an engine starting aid for
cold weather starting, and ambient temperature is
below -5C (23F), push the engine starting aid
switch in for three seconds, then release. Turn the
key switch to the START position. If the engine does
not start, wait at least 15 sec. before repeating the
procedure.
Do not crank an electric starter for more than 30
seconds. Allow two minutes for the starter motor
to cool before attempting to start the engine
again. Severe damage to the starter motor may
result from overheating.
OFF - Key insertion/withdrawal
position
Auxiliary Brake Switch

Auxiliary brake switch (2, Figure 5-4) applies the auxiliary brake.
When the key slot is in the vertical position, the electrical system
is OFF and no electrical devices
are energized.
Depress the center button to apply the auxiliary

brake. When the switch is ON, the red lamp will illuminate.
Use this key position to stop the

engine when it is operating.
RUN - When the switch is rotated one position
clockwise, it is in the RUN position and all electrical circuits (except START) are energized.
START - With the transmission selector lever in the NEUTRAL position, rotate key
switch fully clockwise to the
START position and hold this
position until the engine starts
(see NOTE below). The
START position is spring
loaded to return to RUN when
the key is released.
NOTE: The engine start circuit is equipped with a
engine prelube system. A noticeable time delay will
occur (while engine lube oil passages are being
filled) before starter engagement and engine
cranking will begin. The colder the engine oil
temperature, the longer the time delay will be. In
addition, if the truck is also equipped with an engine
starting aid for cold weather starting, the engine
prelube system should be engaged first for 5-10
seconds, or until the starter is engaged, before
activating the engine starting aid.
N5-14
Pull the switch out to release the auxiliary brake; the

light will turn off.
When the auxiliary brake switch is activated, full,

unmodulated hydraulic brake pressure (or whatever pressure remains, if the system is failing) is
applied to all wheels. In addition, the parking
brake is also applied.
The operator should not apply the auxiliary brake
switch when the truck is moving, except as an
emergency measure.
NOTE: This switch is for the manual activation of the
auxiliary brake circuit by the operator. The auxiliary
brake circuit will apply automatically, if the hydraulic
brake pressure decreases below a pre-set value.
N05040
Ladder Light Switch
RH Control/Indicator Panel (Pod)
Ladder light switch (6, Figure 5-4)

turns the ladder lights on or off
after or before using the ladder. A
similar switch is available at
ground level to turn the ladder
lights on or off.
RH control/indicator panel (3, Figure 5-4), located to

the right of the steering wheel, provides an array of
switches and controls. For detailed information on
this assembly, refer to RH Control/Indicator Panel
(Pod) later in this section.
Center Display Panel

Center display panel (4, Figure 5-4) provides an
array of gauges and monitors, with an odometer
module) and a service/hour meter module. For
detailed information on this assembly, refer to Center
Display Panel later in this section.
LH Control/Indicator Panel (Pod)

LH control/indicator panel (5, Figure 5-4), located to
the left of the steering wheel, provides an array of
indicator/monitor lights and three switches. For
detailed information on this assembly, refer to LH
Control/Indicator Panel (Pod) later in this section.
Head Light Switch

The instrument panel lights,
clearance lights, and the headlights are controlled by this three
position rocker type switch (7,
Figure 5-4). OFF is selected by
pressing the left side of the
switch. Press the right side of the
switch until it reaches the first
detent (middle) to select the panel, clearance, and
tail lights, only. Press the right side of the switch
again, until it reaches the second detent to select the
headlights, as well as panel, clearance, and tail
lights.
OFF
These are rocker type switches.

The OFF and ON positions are
marked with these symbols.
ON
BackUp/Deck Lights Switch

Backup/deck lights switch (8,
Figure 5-4) allows backup lights
to be turned on providing added
visibility and safety when the
transmission range selector lever
(see Operator Controls) is not in
the REVERSE position.
N05040
N5-15
RH Control/Indicator Panel (Pod)

RH control/indicator panel (3, Figure 5-4), located to
the right of the steering wheel, contains the following:
Cold Weather Starting Aid (Ether Injection)

Switch
Starting aid switch (1, Figure 5-5) is an
ON/OFF type rocker switch that is
spring-loaded to the OFF position.
When the outside temperature is below
-5C (23F), depress the top of this
switch and hold for 2-3 seconds before starting the
engine. The cold starting aid atomizes ether into the
engine intake manifold.
Refer to Keyswitch - START for further details
regarding the use of this switch.
FIGURE 5-5. RH CONTROL/INDICATOR PANEL

DO NOT push the ether injection switch after the
engine has started! SERIOUS DAMAGE TO THE
ENGINE MAY OCCUR!
Hazard Warning Lights Switch

Hazard warning light switch (2, Figure
5-5) causes all turn signal lights to
flash, simultaneously.
1. Cold Weather (Ether) Starting Aid Switch

2. Hazard Flasher Switch
3. AISS Automatic Engine Idle System
5. ASR Cut (Traction Control) Switch (Optional)
* If the truck is not equipped with the ASR option, the
ASR slot will contain a plug.
The rocker switch is an ON/OFF type.

Depressing the bottom turns the switch
OFF. Depressing the top turns the switch ON.
N5-16
N05040
Air Conditioner & Heater Vent
Automatic Idle Selector Switch (AISS)

AISS switch (3, Figure 32-7) controls
the idle speed of the engine (released
throttle pedal). With the foot-operated
throttle pedal in the released position,
the PMC (Powertrain Management
Controller) sends a signal to the Quantum Fuel Control System for a "low
idle" rpm.
Air conditioner/heater vent (4, Figure 5-5) swivels on

a vertical axis to direct air toward or away from the
operator. Air flow (up, down, on, off) through the vent
is controlled by manually opening/closing or turning
the louver.
ASR Cut (Traction Control) Switch (Option)
This signal may be for either:
ASR cut switch (5, Figure 32-7) is used

to activate or de-activate the optional
traction control system.
650 rpm - normal-low idle, or

1000 rpm - high-low idle, depending on the
following conditions:
1. Depressing the top of the switch
selects the OFF/AUTO position
which is used for enhanced truck
operation. When the AISS switch
is in this position, the PMC idle
signal will be determined by two
conditions: engine coolant temperature, and
brake application.
a. Engine Coolant Temperature - If the engine
coolant temperature is below 30C/47F, the
PMC will signal for 1000 rpm, regardless of
other conditions. If the engine coolant temperature is above 30C/47F, the PMC will
signal for 650 rpm, except as follows:
b. Brake Application - If both the parking brake
and service brake are released (acceleration
anticipated), the PMC will signal for 1000
rpm, regardless of other conditions.
The rocker switch is an ON/OFF type switch.

Depressing the top turns the ASR system off. An
amber light will illuminate the switch to notify the
operator that ASR is inactive. Depressing the bottom
of the switch turns the ASR system on. A green light
will illuminate the switch notifying the operator that
traction control is active.
When ASR (Automatic Spin Reduction) is active, the
system monitors individual wheel speeds. If it determines one of the rear wheels is slipping (losing traction) during accel, the brake is applied to the rear
wheel with the higher speed.
NOTE: If both rear wheels are slipping approximately

the same amount, the system will not provide any
braking to the wheels. In this situation, the operator
must reduce the throttle angle to prevent slippage.
NOTE: An amber light will illuminate the switch when

the OFF/AUTO position is selected.
2. Depressing the bottom of the
switch selects the ON/LOW position. When the AISS switch is in
this position, the PMC will signal
for 650 rpm, regardless of other
conditions. ON/LOW position is
used when fine control movements are needed,
such as parking in confined spaces.
NOTE: A green light will illuminate the switch when
the ON/LOW position is selected.
N05040
N5-17
Center Display Panel

Center display panel (4, Figure 5-4) consists of a
gauge and monitor module (1 - 27, Figure 5-6), with
an odometer module (29) and a service/hour meter
module (28). Liquid crystal is used for the display
area.
The monitors and gauges inside the monitor module

and speedometer module are actuated by the signal
from the gauge and monitor module, and the odometer is actuated by signals from the speedometer module.
The gauge and monitor module and the speedometer module each have a microcomputer to process
and display the signals from the sensors.
The following pages will identify each element of the

center display panel and detail the function and purpose for the operator.
FIGURE 5-6. CENTER DISPLAY PANEL

1. Air Pressure Monitor (Not Used)
2. Air Pressure Gauge (Not Used)
4. Coolant Temperature Gauge
8. Retarder Oil Temperature Gauge
12. Speedometer
13. Tachometer
N5-18
16. Shift Indicator

19. Automatic Transmission Mechatronics Monitor
20. Other Controllers (OPTIONAL)
22. Fuel Gauge
26. ASR Monitor
27. ABS Monitor
29. Odometer
N05040
Retarder Oil Temperature Monitor
Air Pressure Monitor (Not Used)

Air pressure monitor (1, Figure 5-6) is
not used on this truck.
Air Pressure Gauge (Not Used)

Air pressure gauge (2, Figure 5-6) is not used on this
truck.
Coolant Temperature Monitor
Coolant temperature monitor (3, Figure
5-6) indicates a rise in the cooling
water temperature.
When the monitor lamp flashes, run the engine with

no load at 1200-1500 rpm until the green range of the
engine water temperature gauge lights.
Engine Cooling Water Temperature Gauge
Engine cooling water temperature gauge (4, Figure
5-6) indicates the temperature of the cooling water. If
the temperature is normal during operation, the
green range will light. If the red range lights during
operation, the alarm buzzer will sound, the central
warning lamp will flash and the coolant temperature
monitor lamp will flash at the same time. If this
occurs, stop the machine and operate the engine
with no load at 1200-1500 rpm until the green range
lights.
Torque Converter Oil Temperature Monitor
Retarder oil temperature monitor lamp

(7, Figure 5-6) indicates the retarder oil
temperature has risen.
If it flashes, stop the machine, return the transmission range selector lever to NEUTRAL, and run the
engine under no load at 1200-1500 rpm until the
warning lamp goes out.
Retarder Oil Temperature Gauge
Retarder oil temperature gauge (8, Figure 5-6) indicates the temperature of the retarder cooling oil. During normal operation, the green range should be
illuminated.
If the lamp in the red range illuminates during operation, the alarm buzzer will sound, the central warning
lamp will flash, and the retarder oil temperature monitor lamp will flash at the same time. If this happens,
stop the machine, return the transmission range
selector lever to NEUTRAL, and run the engine at
1200-1500 rpm under no load, and wait until the
lamps in the green range illuminate.
Left Turn Signal Pilot Lamp
When the turn signal lever is moved
downward, left turn signal pilot lamp (9,
Figure 5-6) flashes.
High Beam Pilot Lamp

High beam pilot lamp (10, Figure 5-6)
lights up when the head lamps are on
high beam.
Torque converter oil temperature monitor (5, Figure 5-6) indicates a rise in
the torque converter oil temperature.
Right Turn Signal Pilot Lamp

When the monitor lamp flashes, stop
the machine and run the engine with no load at 12001500 rpm until the green range of the temperature
gauge lights.
When the turn signal lever is moved

upward, right turn signal pilot lamp (11,
Figure 5-6) flashes.
Torque Converter Oil Temperature Gauge

Torque converter oil temperature gauge (6, Figure 56) indicates the temperature of the torque converter
oil. If the temperature is normal during operation, the
green range will light. If the red range lights during
operation, the alarm buzzer will sound, the central
warning lamp will light up and the torque converter oil
temperature monitor lamp will flash at the same time.
If this occurs, stop the machine and run the engine
with no load at 1200-1500 rpm until the green range
lights.
N05040
Speedometer
Digital speedometer (12,
Figure 5-6) indicates the
travel speed of the truck
in miles per hour, or kilometers per hour. This figure will appear momentarily when the keyswitch is
first turned ON to demonstrate that all segments are
working.
N5-19
Automatic Transmission Mechatronics Monitor
Tachometer
This red indicator (19, Figure 5-6)

flashes whenever any abnormality
occurs in the mechatronics related
parts of the transmission control system.
Tachometer (13, Figure 56) indicates 0-2500 rpm

engine speed. Each bar
represents 100 rpm.
Other Mechatronics Monitor (Optional)
Lock-up Pilot Lamp

Lock-up pilot lamp (14, Figure 5-6)
lights up (blue) whenever the torque
converter is locked up and the transmission enters direct drive.

flashes whenever any abnormality
occurs in the mechatronics related
parts of the PMC (Powertrain Management Control) system, RCM (Retard
Control Monitor) system, PLM (PayLoad Meter) system, and the suspension control system.
Shift Limiter Pilot Lamp

Shift limiter pilot lamp (15, Figure 5-6)
lights up (blue) whenever the shift limiter switch (on center console) is activated.
Fuel Level Monitor

flashes whenever the remaining fuel in
the fuel tank falls below 40 gal. (150
liters).
When this indicator flashes, check fuel
level gauge (22) and/or add fuel to the
truck fuel tank.
Shift Indicator
Shift indicator (16, Figure 5-6) indicates the
lever position of the transmission range
selector.
Fuel Gauge
Fuel gauge (22, Figure 5-6) indicates
the amount of fuel in the fuel tank. If
there is more than 40 gal. (150 liters)
of fuel in the tank while the engine is
operating, the green range illuminates. If there is less than 40 gal. (150 liters) of fuel in
the tank, the red range illuminates.
Transmission Shift Position Pilot Lamp

Transmission shift position pilot lamp (17,
Figure 5-6) will indicate the specific gear
range in which the transmission is actually
operating; R, N, 1, 2, 3, 4, 5, 6, or 7.
Engine Power Derate Monitor

flashes to alert the operator that the
PMC (Powertrain Management Controller) has detected an engine fault
and is signalling the Quantum fuel
control system to reduce power output
to protect the engine.
Engine Controller Monitor

Engine control monitor (18, Figure 5-6)
flashes (red) whenever any abnormality occurs in any of the engine control
systems.
N5-20
F1 Start Monitor
This blue indicator (24, Figure 5-6) illuminates whenever the F1 shift limit
switch (on the center console) is activated.
N05040
LH Control/Indicator Panel (Pod)
Auto Cruise Control (Not Used)

This indicator (25, Figure 5-6) is currently not used.
LH control/indicator panel (5, Figure 5-4), located to

the left of the steering wheel, contains the following:
ASR Monitor (Optional)

This indicator (26, Figure 5-6) illuminates whenever the optional traction
control system (if installed) is activated.
ABS Monitor (Not Used)

Indicator (27, Figure 32-8) is not used
currently used on this truck.
Service Meter
Service meter (28, Figure 5-6) displays
the total hours of operation for the
truck. The meter advances whenever
the engine is operating, even if the
truck is not moving.
Odometer
Odometer (29, Figure 5-6) indicates the total distance that the truck has traveled in miles or kilometers.
FIGURE 5-7. LH CONTROL/INDICATOR PANEL

1. LH Panel (Pod Assy.) 11. Service Brakes
Applied
2. Engine Oil Temp.
3. Engine Coolant Level 12. Maintenance Monitor
13. Transmission Oil
4. Low Steering
Filters
Pressure
5. Accumulator
Pre-Charge Pressure 15. Low Brake Pressure
6. Battery Charge
(Amps)
18. Panel Dimmer Switch
7. Check Engine
8. Parking Brake
9. Body Float
10. Transmission
Oil Temperature
LH Panel/Pod Assembly
LH panel/pod (1, Figure 5-7) provides an array of
indicator/monitor lights and three switches.
NOTE: All the indicator lamps are red in color;
except, #11. which is amber/yellow.
N05040
N5-21
Check Engine
Engine Oil Temperature

Engine oil temperature monitor light (2,
Figure 5-7) will illuminate if the engine
oil temperature exceeds 250F
(121C) for a continuous period of 5
seconds. If the lamp flashes and alarm
buzzer sounds, stop the engine.
At the same time, a fault code will be registered in
the Quantum System. Refer to Quantum Fuel
System Diagnostics later in this section.
Check engine monitor light (7, Figure

5-7) will illuminate if a problem occurs
in the Quantum engine control system. The light is also used to display
the trouble code.
(Refer to Quantum Fuel System Diagnostics later
in this section.)
Parking Brake
Engine Coolant Level
Engine coolant level monitor light (3,
Figure 5-7) will illuminate, if the engine
coolant level is below the sensor for a
continuous period of five seconds. At
the same time, a fault code will be registered in the Quantum System.
(Refer to Quantum Fuel System Diagnostics later
in this section.) If this monitor lamp flashes and the
alarm buzzer sounds, stop the truck, shutdown the
engine, and add coolant, as required.
Low Steering Pressure

Low steering pressure monitor light (4,
Figure 5-7) will illuminate if the steering
system pressure is below 1850 psi
(12.8 MPa). The light may also indicate
that the wire from the switch to the
transmission controller is cut or broken.
Parking brake monitor light (8, Figure

5-7) will illuminate if the transmission
controller detects that the parking
brake is applied or that the wire
between the switch and the controller
is cut or broken.
Body Float
Body float monitor light (9, Figure 5-7)
will illuminate if the transmission controller detects that the body is not
seated on the frame rail or that the wire
from the proximity switch and the controller is cut. When the dump body
control lever is set to any position other than FLOAT,
the body float monitor lights up. When traveling,
always set the lever to FLOAT position.
Transmission Oil Temperature

Transmission oil temperature monitor
light (10, Figure 5-7) will illuminate if
the transmission controller detects that
the oil temperature is over 248F
(120C).
Accumulator Pre-Charge
Accumulator pre-charge monitor light
(5, Figure 5-7) will illuminate if the
accumulator nitrogen pressure is
below 850 psi (5 861 kPa). The light
may also indicate that the wire from
the switch to the transmission controller is cut or broken.
Service Brakes Applied
Battery Charge Amps

Battery charge amps monitor light (6,
Figure 5-7) will illuminate if the transmission controller detects low battery
current at the "R" terminal of the alternator while the engine is running or if
the wire is cut. If the monitor lamp
flashes, check the charging circuit.
N5-22
Service brakes applied monitor light

(11, Figure 5-7) will illuminate (amber),
if the transmission controller detects
that the rear brakes have been
applied, or that the wire between the
switch and the controller is grounded.
N05040
Low Brake Pressure
Maintenance Monitor
Low brake pressure monitor lamp (15,

Figure 5-7) will illuminate if the transmission controller detects that the
brake system hydraulic pressure is
below 1850 psi, or that the wire from
the switch to the controller is cut.
Maintenance monitor lamp (12, Figure

5-7) will illuminate if the PMC (Powertrain Management Controller), detects
any of the following faults:
Low oil brake cooling oil level

Front oil brake cooling filter restricted
Rear oil brake cooling filter restricted - Right side
Rear oil brake cooling filter restricted - Left side
Hydraulic Oil Filters Restricted
Brake Disc Wear Indication - Right Front
Brake Disc Wear Indication - Left Front
Brake Disc Wear Indication - Right Rear
Brake Disc Wear Indication - Left Rear
Lateral Slope Warning

Lateral slope warning monitor lamp
(16, Figure 5-7) is a tip-over warning
device. The light will illuminate if the
dump body is off of the frame and the
lateral slope of the truck is beyond a
pre-set safety limit.
Crankcase Pressure
Transmission Oil Filters

Transmission oil filters monitor lamp
(13, Figure 5-7) will illuminate if the
transmission controller detects that a
transmission filter is restricted, or that
the wire between the controller and
the switch is cut or broken. If this lamp
flashes and the alarm buzzer sounds, notify maintenance personnel, immediately. As soon as practical
thereafter, drain the transmission oil, replace the
transmission filters, and check for contamination in
the oil.
Crankcase pressure monitor lamp (17,

crankcase pressure is greater than
14.5 in. of H2O for more than 5 seconds. At the same time a fault code will
be registered in the Quantum system. (Refer to Quantum Fuel System Diagnostics
later in this section.)
Panel Dimmer Switch

Panel dimmer switch (18, Figure 5-7)
is used to adjust the brightness of the
lighting inside the monitor panel.
Lamp Test
Lamp test switch (14, Figure 5-7) is a
three position, two function switch. The
switch is spring loaded to the middle,
NEUTRAL position. If depressed on the
right side and held, it is a lamp test for all of the monitor lamps except the check engine lamp.
If the left side of the rocker switch is depressed held
the lamp test for the check engine lamp will function.
When the check engine lamp is illuminated because
of a fault in the Quantum system, depress and
release the left side of the rocker switch. Wait, and
the check engine lamp will begin flashing the fault
codes. (Refer to Quantum Fuel System Diagnostics later in this section.)
N05040
To increase brightness, turn clockwise. To decrease brightness, turn

counter-clockwise.
Engine Oil Pressure

Engine oil pressure monitor lamp (19,
oil pressure falls below a certain value
for a 5 second period of time. That
value is dependent on engine rpm. At
the same time a fault code will be registered in the Quantum system. (Refer to Quantum Fuel System Diagnostics later in this section.)
N5-23
REAR OF OPERATOR CAB
Central Warning Lamp

(Red Convex Lens)
Central warning lamp monitor lamp (20, Figure 5-7)
will illuminate if any of the monitor lamps in the LH
pod (Figure 5-7) are activated. This lamp is also activated if a fault is registered on the MOM display.
This lamp flashes, and at the same time an alarm
buzzer sounds intermittently, if an abnormality has
occurred in any one of the following systems:
coolant temperature monitor;

torque converter oil temperature monitor;
retarder oil temperature monitor;
engine oil pressure monitor;
high engine oil temperature;
high engine blow-by pressure;
high transmission lube oil pressure;
battery charging monitor;
parking brake monitor;
body float monitor;
automatic transmission monitor (mechatronics);
other mechatronics monitor;
or fuel level monitor.
This lamp will also flash and the alarm buzzer will
sound, if the parking brake is applied and the range
selector lever is not in NEUTRAL.
NOTE: The warning lamp and buzzer will not actuate
when MOM detects a problem and displays the
action code "01".
The following components are located behind the

operator and passenger seats across the back wall
of the operator cab (Refer to Figure 5-8):
1. Circuit Breaker Panel
This panel contains all of the electrical circuit
breakers on the truck.
2. Relay Boards
These panels contain relays for various electrical circuits on the truck. Refer to the Shop Manual for specific information regarding the relay
boards.
3. Relay Boards (see above)
4. RCM - Retard Control Monitor
This panel controls and monitors the fully
hydraulic retarder system. Refer to the Shop
Manual for specific information regarding this
device.
5. RCM Data Port
This is a connector to be used when communications are required between the RCM and a
personal computer.
6. ASC - Automatic
(Optional)
Suspension
Controller
This panel (when installed) controls and monitors the variable rate suspension units. Refer to
the Shop Manual for specific information
regarding this device.
7. ATC - Automatic Transmission Controller
AC/Heater Vent
AC/heater vent (21, Figure 5-7) is provided for circulation of cooled or heated air through the cab.
This panel controls and monitors the Komatsu

fully automatic transmission. It controls the shift
schedules and lock-up clutch modulation and
monitors numerous other sensor inputs. Refer
to the Shop Manual for specific information
regarding this device.
8. PMC - Powertrain Management Controller
This panel controls, monitors, and manages all
of the other monitors and controllers listed
above. Refer to the Shop Manual for specific
information regarding this device.
9. Terminal Strips - Terminals for various electrical
circuits. Refer to the Shop Manual electrical
schematic for specific information.
N5-24
N05040
FIGURE 5-8. REAR WALL OF OPERATOR CAB

1. Circuit Breaker Panel
2. Relay Board
3. Relay Board
4. RCM - Retard Control Monitor
5. RCM Data Port
N05040
6. ASC - Automatic Suspension Controller

(Optional)
7. ATC - Automatic Transmission Controller
8. PMC - Powertrain Management Controller
9. Terminal Strips
N5-25
QUANTUM FUEL SYSTEM

DIAGNOSTICS
Determining Fault Codes
Check engine monitor light (7, Figure 5-7) monitors

the Quantum Fuel Control System. When the keyswitch is turned ON, this light should illuminate for
about 2 seconds and then turn off, if no faults are
detected in the system.
Quantum fault codes consist of three numerical

digits. Each digit is indicated with up to five light
flashes (check engine monitor light) per each digit.
There is a short pause between each digit of the fault
code. Once all three digits are flashed, there is a
longer pause, followed by a repeating of the same
fault code sequence.
1. To determine an active Quantum fault, turn
the keyswitch to the OFF position. Be sure the
engine completely stops, if it was running.
2. Turn keyswitch to ON position (engine not running) and move the lamp test switch to the left
("" position) for 1 - 2 seconds, then release
(switch is spring-loaded to the middle, OFF,
position).
If the light stays on, or flashes, then active faults

have been detected by the system and the engine
should not be started. Refer to Determining Fault
Codes.
During engine operation, if a fault is detected in the
system, the light will turn on and stay on for "warning
faults, or it will turn on and flash for more severe
faults that can affect engine operation and require
immediate attention.
3. If there is an active fault, after releasing the

switch there will be a short pause, followed by
the first fault code.
"Warning" faults (light on) are ones that require

attention in the near future, but in most conditions
will not greatly affect governing performance.
"Severe" faults (light flashing) are ones that
require immediate attention, because Quantum
governor performance could be significantly
affected, resulting in a backup mode of operation.
Active fault conditions must be corrected as
soon as possible.
Lamp test/diagnostic test switch (14, Figure 5-7) may
be used to activate the Quantum fuel system diagnostic codes. When the Quantum fuel system
detects a fault and the check engine monitor light (7,
Figure 5-7) illuminates as described above, this
switch will allow determination of the kind of fault(s)
detected.
N5-26
N05040
4. Pressing the lamp test switch to the bottom ("")

again will advance to the next fault code (if
more than one code is present). Once all active
fault codes have been displayed, the fault code
display sequence will be repeated, starting from
the first fault code.
Exiting The Diagnostics Mode

Starting the engine or turning the keyswitch to the
OFF position will exit the diagnostics fault flash
mode.
If active fault codes have been determined as

described previously, refer to the Cummins Engine
Quantum System "Troubleshooting and Repair
Manual", Bulletin No. 3666070, or contact an authorized repair shop.
N05040
N5-27
NOTES
N5-28
N05040
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01016
Index
P1-1
NOTES
P1-2
Index
P01016
SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

TRANSMISSION OIL LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
250 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
500 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
1000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
2000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
5000 HOUR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-12
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13
Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13
Hydraulic Tank Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14
HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
P02030
Lubrication and Service
P2-1
NOTES
P2-2
P02030

Preventive maintenance will contribute to the long life
and dependability of the Komatsu HD1500-5 truck
and its components. The use of proper lubricants and
the performance of checks and adjustments at recommended intervals is most important.
Lubrication requirements are referenced to the lube
key found in the Lubrication Chart. For detailed service requirements for specific components, refer to
the shop manual section for that component (i.e.
Section G for final drive, Section H for suspensions,
etc.).
The service intervals presented here are in hours of

operation. These intervals are recommended in lieu
of an oil analysis program which may determine different intervals. However, if the truck is being operated under extreme conditions, some or all of the
intervals may need to be shortened and the service
performed more frequently.
Refer to the engine service manual when servicing
the engine or any of its components.
TRANSMISSION OIL LEVEL CHECK
HD1500-5 SERVICE CAPACITIES

Liters
Crankcase:
(including lube oil filters)
U.S.
Gallons
193
51
Cooling System:
532
140.6
Hydraulic System:
Refer to Hydraulic Tank Service
in this chapter
900
238
Differential Case
Final Drive Case
(each wheel)
300
120
79
31.7
Fuel Tank (Diesel Fuel Only)
2120
560
Transmission Case:
including torque converter
153
40.5
1. Engine Stopped:
COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS
(Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of
Anti-Freeze
Protection
To:
10
+ 23 F
- 5 C
20
+ 16 F
- 9 C
25
+ 11 F
- 11 C
30
+ 4 F
- 16 C
35
- 3 F
- 19 C
40
- 12 F
- 24 C
45
- 23 F
- 30 C
50
- 34 F
- 36 C
55
- 48 F
- 44 C
60
- 62 F
- 52 C
Use only anti-freeze that is compatible with engine as

specified by engine manufacturer.
P02030
Oil level must be visible in upper part of sight

gauge (STOP) between "H" and "L" to be sure
there is sufficient oil to safely operate transmission when engine is stopped, or if transmission
oil is cold (engine has been stopped for 8 hours
or more).
Check oil level again, as described below, when
transmission oil reaches operating temperature.
2. Engine Running:
The oil level must be visible in lower part of
sight gauge (turtle) between "H" and "L".
Check transmission oil level with:
truck parked on level surface,
engine running at low idle,
transmission in neutral, "N", and
transmission oil at normal operating
temperature:
Add clean oil as required through transmission
oil filler tube at left rear of transmission.
P2-3
LUBRICATION CHART
P2-4
P02030
10 HOUR (DAILY) INSPECTION

Prior to each operating shift, a "walk around" inspection should be performed. Check the truck for general condition. Look for evidence of hydraulic leaks; check all lights and mirrors for clean and unbroken lenses; check operator's cab for clean and unbroken glass; check frame, sheet metal and body for cracks. Notify the proper
maintenance authority if any discrepancies are found. Give particular attention to the following:
Truck Serial Number______________________ Site Unit Number_______________
Date_______________
Hourmeter_____________
Name of Service Technician___________________________________
TASK
COMMENTS
CHECKED INITIALS
1. CHECK ALL FLUID LEVELS

a. Engine OilNote: Refer to engine manufacturer service manual
for oil recommendations.
b. Radiator - Check coolant level and fill with
proper mixture as shown in Cooling System
Recommendation Chart.
c. Batteries - Check electrolyte level and add
water if necessary.
d. Hydraulic Tank - Check oil level in tank, add if
necessary. Lube key "C". Refer to Hydraulic
Tank Service, in this chapter.
NOTE: Check the oil level with the truck on a level
surface, engine stopped, body down, and oil warm.
Oil should be visible in sight glass. - Do Not overfill.
e. Transmission - Check oil level. Add oil if necessary. Lube key "C".
Refer to Transmission Oil Level Check in this
chapter.
f. Fuel Tank - Fill as required.
g. Differential - The truck should be on a level
surface, and the oil level should be even with
plug hole. Refill with oil, as necessary. Lube
key "B".
P02030
P2-5
10 HOUR (DAILY) INSPECTION (continued)

Date_______________
TASK
COMMENTS
CHECKED INITIALS
1. AIR CLEANERS
Check air cleaner vacuum gauges. Clean or replace
filter elements if restriction reaches 25 inches H2O
vacuum. Push the reset button on the face of the
gauge to return to zero.
2. DRIVE BELTS
a. Check alternator and fan belts for proper tension and condition.
b. Inspect for alignment.
3. ENGINE AND TURBOCHARGERS
Inspect for leaks, vibrations or odd noises.
4. WHEELS AND TIRES
After each wheel installation, recheck wheel

mounting capscrew torque after 4 - 5 hours of
operation. Check again at the end of the shift and
then periodically until all capscrews remain at the
specified 225 25 kg.m (1628 180 ft.lbs.) torque.
This requirement is applicable for both front and
rear wheels.
5. TIRES
a. Inspect for proper inflation and wear.
b. Inspect for debris embedded in cuts or tread.
P2-6
P02030
250 HOUR INSPECTION

Date_______________
TASK
COMMENTS
CHECKED INITIALS
INITIAL 250 HOUR SERVICE

1. Perform the following maintenance after running the
machine for the first 250 hours. Thereafter, these services are to be performed at the 1000/2000/5000 hour
interval as scheduled.
a. Fuel Filter, replace cartridges.
b. Transmission - change oil and filter elements.
c. Hydraulic - change oil and filter elements.
d. Differential Case, change oil.
e. Final Drive Case, change oil.
EVERY 250 HOURS SERVICE

1. LUBRICATION a. Check the automatic lube system to be sure
an ample grease supply is reaching pins and
bearings.
- Dump body hinge pin - 2 points.
- Rear suspension - 4 points.
- Axle support pins - 8 points.
- Hoist cylinder pin - 4 points.
- Front suspension assembly - 8 points.
- Steering cylinder pin - 4 points.
- Steering linkage - 5 points.
- Front transmission mount - 1 point.
b. Refill grease reservoir - Use lube key "D".
Reservoir capacity is approximately 7.7 gal.
or 60 lbs (27 kg) of grease.
2
ENGINE - Refer to the engine service manual for oil

recommendations and capacity.
- change engine oil.
- change engine lube oil filter.
P02030
P2-7
250 HOUR INSPECTION (continued)

Date_______________
TASK
COMMENTS
ALTERNATOR BELT - Check the alternator belt for

cracks, glazing or cuts. Check for proper tension.
Repair or adjust as necessary.
AIR CONDITIONER COMPRESSOR BELT - Check

the compressor belt for cracks, glazing or cuts. Check
for proper tension. Repair or adjust as necessary.
FAN BELT - Check the fan belt for cracks, glazing or

cuts. Check for proper tension. Repair or adjust as
necessary.
TRANSMISSION CASE BREATHERS - Remove

breathers, disassemble breathers, remove filter element, and clean in solvent. Dry with pressurized air,
reassemble, then reinstall.
HYDRAULIC TANK BREATHER - Remove breather,

and disassemble. Remove the filter element. Replace
the filter element, reassemble, and reinstall.
DIFFERENTIAL CASE - Check the oil level. Use lube

key "B".
DIFFERENTIAL CASE BREATHER - Remove

breather. Wash to flush out the dirt from inside. Reinstall after cleaning.
CHECKED INITIALS
10 FINAL DRIVE CASE - Check the oil level in RH and

LH case. Use lube key "B".
11 PARKING BRAKE - Measure brake pad for proper
wear and thickness. Refer to Section J, Brake System, in the shop manual, for limits and specifications.
Use lube key "D" chart.
12 FUEL FILTER - Remove and replace fuel filter elements.
13 CORROSION RESISTORS - Remove and replace
corrosion resistor elements.
P2-8
P02030
500 HOUR INSPECTION

In addition to the 250 hour lubrication and inspection schedule, perform the following:
Date_______________
TASK
COMMENTS
RADIATOR FINS - Check for clogged or damaged

fins. Refer to the shop manual, Section C for information on radiator maintenance.
TRANSMISSION OIL FILTER -
CHECKED INITIALS
a. Remove and replace the two filter elements.

b. Remove and replace control valve filter.
Refer to shop manual, Section F, Transmission.
3
CHECK TOE-IN ADJUSTMENT- Check the steering

toe-in adjustment and inspect the tires for abnormal
wear. Adjust as necessary. Refer to Section G for the
adjustment procedure.
P02030
P2-9
1000 HOUR INSPECTION

In addition to the 250 and 500 hour lubrication and inspection schedules, perform the following:

Date_______________
TASK
COMMENTS
CHECKED INITIALS
LUBRICATION (Manual)
- Parking brake linkage - 6 points - Lube key "D".
TRANSMISSION CASE a. Drain oil, remove and replace element.

Remove clean, and reinstall strainer. Refill
sump with oil - Capacity, approximately 153
liters (40.5 U.S. gal). Lube key "C".
b. Remove and clean the three transmission
magnetic strainers.
Refer to the shop manual, Section F, Transmission.
STEERING, BRAKE, HOIST, & REAR BRAKE

COOLING OIL FILTERS - When removing tank caps,
turn the caps slowly to relieve inner pressure.
Remove the cap only after pressure has been completely relieved.
Remove and replace the four filter elements. Refer to
Hydraulic Tank Service in this chapter.
FRONT & REAR BRAKE WEAR - Refer to the shop

manual Section J, Brake System, for proper inspection procedure.
Perform the inspection when the oil temperature is
below 60C (140F). Hot oil may cause serious personal injury.
ENGINE BREATHER - Remove and clean the engine

breather. Refer to the engine service manual.
P2-10
P02030

Maintenance for every 250, 500 and 1000 hours should also be performed at this time.

Date_______________
TASK
COMMENTS
CHECKED INITIALS
HYDRAULIC OIL TANK a. Drain oil from tank and refill tank to specified
level, capacity 576 liters (152 U.S. gal.).
Refer to the Lubrication Chart for type of oil to
use. Lube key "C".
b. Remove and clean hydraulic tank strainers.
Refer to Hydraulic Tank Service in this chapter.
FRONT WHEEL HUBS - Drain the hydraulic oil from

each front wheel drain plug. Ensure the plugs are in
the 6 oclock position when draining.
Drain the hydraulic tank prior to removing the

drain plugs from the wheel hubs.
3
FINAL DRIVE CASE - Position machine so that casting line is horizontal and drain plug is at the bottom.
Drain oil and reinstall plug, remove fill plug at casting
line and fill to specified level. This operation is performed on both the right and left hand final drives.
Capacity is 120 liters (31.7 U.S. gal.) each side. Refer
to the Lubrication Chart for the proper type of oil to
use. Lube key "B".
DIFFERENTIAL CASE - Drain the oil from the differential and refill to the specified level: capacity - 300
liters (79 U.S. gal.).
Refer to the Lubrication Chart for the proper type of oil
to use, lube key "B".
P02030
P2-11

Maintenance for every 250, 500, 1000 and 2000 hours should also be performed at this time.

Date_______________
TASK
COMMENTS
CHECKED INITIALS
ENGINE DRIVELINE ADAPTER - Inspect driveline

adapter rubber dampers for cracks or separation on
rubber surfaces. If any defects are noted, repair as
required.
Refer to Section C for repair procedures.
FRONT AND REAR DRIVESHAFTS a. Grease the U-joints on each drive shaft.
Refer to lube key F on the lubrication chart.
b. Inspect both front and rear driveshafts for
binding, wear, vibration, or damage to the
driveshaft assembly. If U-joint damage or
roughness is noted, both U-joints on a given
shaft must be replaced.
Refer to Section F in the shop manual for replacement procedures.
FRONT WHEEL BEARINGS - Check front wheel

bearing adjustments. Refer to Section G, Front Wheel
Hub Bearing Adjustment. Refill the hydraulic tank Refer to Hydraulic Tank Service in this chapter.
FRONT SUSPENSIONS - Drain the front suspension

oil. Disassemble and inspect the upper flange internal
bearing. Replace any worn parts. Refill the suspension with clean oil and recharge with nitrogen.
Refer to Section H in the shop manual for information
on suspensions.
PRELUB SYSTEM - Inspect system components

for damage, leakage, etc. Refer to Section D2 in the
shop manual for maintenance checks.
P2-12
P02030
HYDRAULIC TANK SERVICE

Filling Instructions
1. Lower the dump body, shut down the engine,
and turn the keyswitch OFF.
Hydraulic tank may be pressurized! Depress

relief valve (2, Figure 40-1) and release hydraulic
tank filler cap slowly to remove any internal pressure.
2. Depress relief valve (2, Figure 40-1) for 30 - 45
seconds to release any internal tank pressure.
Turn the oil filler cap (4) slowly counterclockwise to release any possible residual tank pressure.
3. Refer to Lubrication Chart, Lube key "C". Fill
tank with recommended oil, until oil is visible in
upper sight glass (5).
NOTE: If hydraulic tank has been completely
drained, refill capacity is: 576 Liters (152 gal.)

5. Hydraulic Oil Level
1. Hydraulic Tank
Upper Sight Glass
2. Pressure Relief
6. Hydraulic Oil Level
Valve
Lower Sight Glass
3. Breather
7. Hydraulic Oil Drain
4. Filler Cap
4. Replace fill cap.

5. Start the engine, and raise and lower dump
body 3 times to circulate oil and fill all lines,
valves, cylinders, etc.
6. Repeat steps 1 through 5 and fill until oil level is
again in upper sight glass (5).
7. If oil level falls below lower sight glass (6) with
engine running, repeat Steps 1 through 5.
Hydraulic Tank Service

When servicing the hydraulic tank, always follow the
Filling Instructions described above to relieve any
internal tank pressure before opening tank.
1. When checking oil level, or any other service,
inspect the breather (3, Figure 40-2) to be certain that it is open to atmosphere.
Clean any excess accumulations of dirt/mud,
etc. from around the breather. Clean/replace
breather element as necessary. Refer to
Hydraulic Tank Breather.
2. Whenever oil is drained from tank, clean diffusers (7 & 11) and strainers (8, 9, & 10).
P02030
FIGURE 40-2. HYDRAULIC TANK (TOP VIEW)

6. Cover Plate
1. Hydraulic Tank
7. Diffusers
2. Pressure Relief
8. Strainers
Valve
3. Breather
10. Strainer
4. Filler Cap
11. Diffuser
5. Sight Glass Guard
P2-13
STEERING CIRCUIT FILTER

Removal
The brake and steering circuit filter is located on the
left frame rail, forward of the hydraulic tank.

applying pressure.
immediately.
1. With the key switch OFF allow at least 90 seconds for the accumulators to bleed down.
Check the steering to ensure the system is bled
down.
2. Remove plug (10, Figure 40-3) and drain oil
from the housing into a suitable container.

3. Remove housing (8) and element (7).
4. Replace O-ring (4) and backup ring (5) in filter
head.
Installation
1. Install new element (7). Install housing (8) and
tighten.
FIGURE 40-3. STEERING CIRCUIT FILTER
NOTE: The indicator switch (2, Figure 40-3) is preset

to actuate at 35 psid (241 kPa) and is not repairable
or adjustable. If the indicator switch is inoperative,
replace the complete switch. Attempting to adjust the
switch is not recommended.
P2-14
1. Head
2. Indicator Switch
3. O-Ring
4. O-Ring
5. Backup Ring
6. Bypass Valve
7. Filter Element
8. Housing
9. O-Ring
10. Plug
P02030
HYDRAULIC TANK BREATHER

Cleaning
1. Shut down the engine and open hydraulic tank
filler caps slowly to relieve any internal pressure..
1. Hydraulic tank may be pressurized! Depress

relief valve (2, Figure 40-1) and release
hydraulic tank filler cap slowly to remove
any internal pressure.
2. Clean dirt accumulation from area of breather
(3, Figure 40-2).
3. Remove the breather from the tank.
4. Remove snap ring (1, Figure 40-4), cover (2)
and filter element (3).
5. Clean breather element in solvent and blow dry.
Clean remaining parts in solvent and dry thoroughly.
6. Install element, cover and snap ring.
FIGURE 40-4. HYDRAULIC TANK BREATHER

1. Snap Ring
2. Cover
3. Element
7. Install breather element on hydraulic tank.
P02030
P2-15
NOTES
P2-16
P02030
SECTION P3
LINCOLN AUTOMATIC LUBRICATION SYSTEM
INDEX
LINCOLN AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3

SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
System Checkout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Pressure Reducer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
24 VDC Solid State Timer Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
24 VDC Solid State Timer Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
INJECTORS (SL-1 Series "H") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Injector Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P3-11
PUMP CYCLE TIMER (FLASHER TIMER) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Pump Cycle Timer (Flasher Timer) Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Pump Cycle Timer (Flasher Timer) Adjustment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-12
Pressure Switch, 2,000 psi (13 790 kPa) Normally Closed (N.C.) . . . . . . . . . . . . . . . . . . . . . P3-12
TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-14
RESERVOIR FILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16
Lubricant Required for System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16
Fill Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-16
Preventative Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-17
P03025
Lincoln Automatic Lubrication System
P3-1
NOTES
P3-2
P03025
LINCOLN AUTOMATIC LUBRICATION SYSTEM

The Lincoln Automatic Lubrication System is a pressurized lubricant delivery system which delivers a
controlled amount of pressurized lubricant to designated lube points. The system is controlled by an
electric timer which signals solenoid valves to cause
operation of a hydraulically operated grease pump.
For the HD1500-5, these components (valves, pump,
and reservoir/canister) are mounted on the right deck
structure to the right of the hydraulic cabinet just
above the right front suspension.
SYSTEM COMPONENTS
The system is comprised of these basic elements
plus the necessary hoses and lube lines:
Hydraulically Powered Reciprocating Cylinder
and Pump
(1 & 5, Figure 3-1)
Solenoid valve SV2 (8) directs hydraulic fluid to

the hydraulic cylinder to operate the grease
pump.
Pressure reducing valve (10) lowers hydraulic
fluid pressure to the operating range of the
hydraulic pump cylinder. It is factory set at its
maximum pressure of 300 psi (2069 kPa), but
may be adjusted lower.
Cylinder pressure gauge (2) indicates hydraulic
fluid pressure going to the hydraulic pump
cylinder after passing through the pressure
reducing valve.
Orifice fitting assembly (4) meters hydraulic
pressure from the pressure reducing valve to the
top of the vent valve assembly (this permits even
operation of the vent valve, without shock). This
fitting is assembled to the side of valve body (3)
and connected with a high pressure 1/4 in. hose
to the top of vent valve assembly (11).
Pump Specifications:
Pressure ratio: 16:1
NOTE: The theoretical ratio of the pump is 16:1.
Depending on application and variable internal
friction, the operational ratio is approximately
10:1.
Hydraulic supply pressure (input): 300-3000 psi
(2.1 - 20.1 MPa)
Input flow (when pumping): 1.0 gpm (3.8 l/min.)
Maximum hydraulic temperature: 210F (98.8C)
Maximum output pressure: 3500 psi (24.1 MPa)
WARNING: Exceeding this value will damage
components and/or cause components to
rupture, resulting in possible serious injury to
any nearby personnel.
Output flow: 11 cu. in./min. (180 cc/min.)
Operating ambient temperature: -40F to +135F
(-40C to +57.7C)
Seals: Buna-N
Filtration required: 10 micron (hydraulic supply)
24VDC power source.
Combination valve body
(3, Figure 3-1) includes:
24VDC solenoid valves (SV1 & SV2) are used to
control the hydraulically operated pump.
Solenoid valve SVI (9) controls the supply of
hydraulic fluid to the pressure reducing valve and
to the vent valve.
P03025
FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM

9. Solenoid Valve, SV1
1. Pump Cylinder
2. Cylinder Pressure Gauge 10. Pressure Reducing
Valve
3. Valve Body Assembly
11. Vent Valve Assy.
4. Orifice Assembly
12. Grease Return Line
5. Pump Assembly
13. Grease Supply Line
6. Canister/Reservoir
14. Fill Vent Port
7. Pump Cycle Timer
15. Fill Supply Port
P3-3
FIGURE 3-2. HD1500-5 AUTOMATIC LUBRICATION SYSTEM ARRANGEMENT

Group Lube Location "A"
Group Lube Location "B"
Group Lube Location "C"
Group Lube Location "D"
Group Lube Location "E"
Group Lube Location "F"
Group Lube Location "G"
Group Lube Location "H"
Group Lube Location "J"
Group Lube Location "K"
Group Lube Location "L"
P3-4
Contains 3 Injectors
1. Grease Pump/Cylinder
2. Cylinder Pressure Gauge
3. Pressure Regulator/Solenoid Valve
4. Electrical Harness
5. Hydraulic Pressure Supply
6. Hydraulic Return to Tank
7. Reservoir / Canister
9. Vent Valve Assembly
10. Lube Injector
11. Typical Lube Injector Group
P03025
Pump Cycle Timer

Figure 3-2. LUBE INJECTOR GROUPS
Lube
# of
Group Injectors
Injector Point of Lubrication
RH front suspension, top

RH front suspension, rear "A"-arm
RH front suspension, front "A"-arm
LH front suspension, top

LH front suspension, rear "A"-arm
LH front suspension, front "A"-arm
RH steering cylinder, spindle

RH tie rod, spindle
RH front suspension, bottom "A"-arm
LH steering cylinder, spindle

LH tie rod, spindle
LH front suspension, bottom "A"-arm
RH steering cylinder, frame

LH steering cylinder, frame
LH tie rod, pivot
RH tie rod, pivot
Center steering pivot, frame
Rear axle, bottom LH bar frame

LH hoist cylinder, frame
Transmission, front mount
Rear axle, top front bar frame

Rear axle, bottom RH bar frame
RH hoist cylinder, frame
LH rear suspension, frame

LH hoist cylinder, body
LH body pivot
Rear axle, top sway bar, frame
RH rear suspension, frame
RH hoist cylinder, body
RH body pivot
LH rear suspension, axle

Rear axle, top front bar, axle
Rear axle, top sway bar, axle
Rear axle, bottom RH bar, axle

LH rear suspension, frame
RH rear suspension, axle
[Also called a "flasher" timer, because it contains an

LED that illuminates when there is power going to
SV2]: Pump cycle timer (7, Figure 3-1) mounts on
SV2 solenoid and generates a timed pulse signal
which causes the solenoid valve to move, alternately.
The alternating movement of the valve, changes the
direction of hydraulic fluid flow from the top of the
pump cylinder to the bottom, and vice versa, causing
the grease pump piston to reciprocate, or pump.
Grease Reservoir:
Grease reservoir (6, Figure 3-1) is mounted on the
right deck structure to the right of the hydraulic cabinet just above the right front suspension.The reservoir has an approximate capacity of 7.7 gal. or 60 lbs.
(27 kg) of grease.
Vent Valve
When SV1 solenoid is energized, hydraulic pressure
closes vent valve (11, Figure 3-1), and also causes
the pump to cycle. The pump cycles until SV1 solenoid is de-energized. When this occurs, hydraulic
pressure is removed, causing the vent valve to open.
The grease pressure drops to 0, and the injectors
recharge for their next output cycle.
24 VDC Solid State System Timer
The solid state system timer (not shown) sends out a
24 VDC timed-interval signal to energize the solenoid
valves, causing the grease pump to operate. This
timer is mounted in the cab (in the housing under the
passenger seat) to insure temperature stability. Its
operating temperature range is -20F to 131F (29C to 55C).
Lube Injectors
Each injector (10, Figure 3-2) delivers a controlled
amount of pressurized lubricant to a designated lube
point. Refer to Figure 3-2 for locations.
Safety Unloader Relief Valve
Safety unloader relief valve (not shown) is located on
the back of vent valve (11, Figure 3-1). The safety
unloader is designed to open if the pressure in the
grease line rises to approximately 4000 psi (27.5
MPa)*. If this valve opens, the grease is expelled to
the atmosphere.
*NOTE: This setting is not adjustable.
WARNING: Exceeding 3500 psi (24.1 MPa) will
damage components and/or cause components
to rupture, resulting in possible serious injury to
any nearby personnel.
P03025
P3-5
System Operation
During truck operation, with the pump and timer systems in a rest state, a preset time interval (2.5 to 80
minutes) occurs.
The solid state system timer sends out a 24 VDC signal to energize SV1, and the flasher timer on SV2. As
SVI opens, the hydraulic fluid pressure flows through
the pressure reducing valve and on to SV2.
The pressure reducing valve lowers hydraulic fluid
pressure to the operating range of the hydraulic
pump [maximum pressure 300 psi (2069 kPa)]. This
pressure also signals the vent valve, causing it to
close.
After the system pressure has been reduced, it
passes on to SV2. Each operation of SV2 moves the
hydraulic cylinder which operates the grease pump.
As SV2 turns on and off (refer to cycle timer/flasher
below), it changes the direction of the hydraulic cylinder movement back and forth, thus causing a pumping action.
The cycle timer/flasher sends a pulsing signal, 1 second ON and 1 second OFF (adjustable), to SV2.
Solenoid valve SV2 directs the hydraulic fluid to the
pump at 30 cycles/minute.
With the vent valve closed, the pump cycles until
lubricant pressure reaches maximum pump output
pressure* (pump stalls). As the grease supply line
comes to maximum pressure, the injectors meter
grease to the points of lubrication.
* WARNING: Maximum pump pressure must not
exceed 3500 psi (24.1 MPa). Exceeding this value
will damage components and/or cause components to rupture, resulting in possible serious
injury to any nearby personnel.
If the pump stalls, SV2 will still be switching, and
there will be no audible pause, as so with older
style air pumps.
After approximately 75 seconds, the solid state system timer returns to the rest state, which de-energizes the SV1 solenoid valve. As SV1 is deenergized, the hydraulic supply to the pressure
reducing valve and the vent valve is shut off, causing
the vent valve to open.
Over pressurizing of the system, modifying parts,

using incompatible chemicals and fluids, or
using worn or damaged parts, may result in
equipment damage and/or serious personal
injury.
DO NOT exceed the maximum pump pressure of
3500 psi (24.1 MPa).
Do not alter or modify any part of this system
unless approved by factory authorization.
Do not attempt to repair or disassemble the
equipment while the system is pressurized.
Ensure all fluid connections are securely tightened before using this equipment.
Always read and follow the fluid manufacturer's
recommendations regarding fluid compatibility,
and the use of protective clothing and equipment.
Check all equipment regularly and repair, or
replace, worn or damaged parts immediately.
This equipment generates very high grease pressure. Extreme caution should be used when
operating this equipment as material leaks from
loose or ruptured components can inject fluid
through the skin and into the body causing serious bodily injury including possible need for
amputation. Adequate protection is recommended to prevent splashing of material onto the
skin or into the eyes.
If any fluid appears to penetrate the skin, get
emergency medical care immediately! Do not
treat as a simple cut. Tell attending physician
exactly what fluid was injected.
If over-pressurizing of the equipment is believed to
have occurred, contact a factory authorized warranty
and service center for inspection of the pump. Specialized equipment and knowledge is required for
repair of the pump or adjustments other than the
maintenance specified in this chapter.
Annual inspection by the factory authorized warranty
and service center is recommended.
When the vent valve opens, the pressure in the

grease line is vented back to the grease reservoir
and the line pressure drops to zero, so the injectors
can recharge for their next output cycle.
The system is now at rest, ready for another lube
cycle and the sequence to repeat itself.
P3-6
P03025
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if
the primary or secondary lubrication lines were
replaced, it will be necessary to prime the system to
eject all entrapped air.
1. Fill the reservoir with lubricant, if necessary.
2. Remove the plugs from all injector manifold
dead ends and supply lines.
NOTE: To run the grease pump when priming the
lube system, start the engine to energize the system.
Connect a jumper wire between the LUBE SW and
SOL terminals on the solid state timer.
(Accumulators must be pressurized in order for the
grease pump to operate.
3. Run the grease pump until grease flows from
any one plug opening in the system. Replace
the plug in this opening.
4. Repeat Step 3 until all lines are full and all plugs
replaced.
NOTE: Fill each feed line with grease before
connecting lines to the injector outlets and bearings.
This will prevent having to cycle the individual
injectors once for each 1.0 in. (25 mm) length of feed
line between the injector and bearing fitting.
5. Observe the 5000 psi (35 MPa) pressure test

gauge in the grease supply line. Pressure
should be 2500 - 3000 psi (17.2 - 20.7 MPa).
! WARNING !: DO NOT exceed maximum pump
pressure of 3500 psi (24.1 MPa). Exceeding this
value will damage components and/or cause
components to rupture, resulting in possible
serious injury to any nearby personnel.
If the pressure is not correct, adjust the pressure
reducing valve as necessary (refer to Pressure
Reducer Adjustment).
NOTE: DO NOT exceed 300 psi (2.1 MPa) on
cylinder pressure gauge (2, Figure 3-1)
6. Disconnect the jumper wire. The system should
vent.
7. Turn the keyswitch OFF and shut down the
engine to de-energize the system. Remove the
5000 psi (35 MPa) pressure test gauge previously installed. Connect system components.
Pressure Reducer Adjustment

NOTE: Steering accumulator pressure is necessary
to power the lube system for this procedure.
System Checkout
To check system operation (not including timer), proceed as follows:
1. Turn keyswitch (3, Figure 3-7) OFF and shut
down the engine to de-energize the system.
Install a 5000 psi (35 MPa) pressure test gauge
in grease supply line (13, Figure 3-1).
2. Turn keyswitch ON and start engine to energize
the system.
3. Lift the passenger seat, and connect a jumper
wire between the SOL and LUBE SW terminals
on the 24 VDC solid state lube timer. The pump
should begin to operate.
NOTE: If terminal post identification on the solid state
timer is not legible, refer to Figure 3-7 for terminal
identification.
4. Keep the jumper wire connected until the pump
stalls.
While the engine is running, and/or accumulators

are charged, exercise extreme care while working
in the vicinity of the grease pump!
Steering pressure is also available at this time.
Keep personnel away from front wheels to prevent crushing!
Stay clear of moving engine parts and do not
loosen/disconnect any pressure fittings or
hoses.
To set the Pressure Reducing Valve:
1. With keyswitch OFF, engine stopped, and
steering accumulator pressure bled down,
install a 5000 psi (35 MPa) pressure test gauge
in the grease supply line (13, Figure 3-1).
2. At the truck hydraulic bleeddown manifold, disconnect the bleeddown solenoid. (This will prevent the accumulators from bleeding down
when the engine is shut down, later in Step 4.)
P03025
P3-7
3. Start the truck engine. When steering and brake

pressures have stabilized, pull the retarder
lever to the fully applied position to apply the
brakes.
4. Turn keyswitch OFF to stop the engine. Then
return the keyswitch to the ON position.
5. Lift the passenger seat, and connect a jumper
wire between the SOL and LUBE SW terminals
on the 24 VDC solid state lube timer. The pump
should operate. Keep the jumper wire connected until the pump stalls.
6. Observe the 5000 psi (35 MPa) pressure test
gauge in the grease supply line. The pressure
should be 2500 - 3000 psi (17.2 - 20.7 MPa).
9. Remove grease pressure test gauge (installed

in Step 1).
10. At the hydraulic bleeddown manifold, reconnect
the bleeddown solenoid (disconnected in Step
4). Verify that hydraulic system now bleeds
down.
24 VDC Solid State Timer Check

To check the solid state timer operation without waiting for the normal timer setting, proceed as follows:
1. Remove the timer dust cover.
NOTE: The timer incorporates a liquid and dust tight
cover which must be in place and secured at all times
during truck operation.
Do Not exceed maximum pump pressure of 3500

psi (24.1 MPa). Exceeding this value will damage
components and/or cause components to rupture, resulting in possible serious injury to any
nearby personnel.
If the pressure is not correct, adjust the pressure
reducing valve until the pressure gauge (installed at
Step 1) indicates 2500 - 3000 psi (17.2 - 20.7 MPa)
grease pressure.
NOTE: DO NOT exceed 300 psi (2.1 MPa) on the
cylinder pressure gauge (2, Figure 3-1).
7. With the jumper wire installed, verify that the following events occur in this order:
a. The pump starts stroking and the LED on the
flasher unit atop of SV2 flashes on and off at
approximately one second intervals.
b. All of the injectors stroke down.
2. Adjust the timer to the 5 minute interval setting.

3. The timer should cycle in five minutes if the
truck engine is operating.
NOTE: If the timer check is being performed on a
cold start, the first cycle will be approximately double
the nominal setting. All subsequent cycles should be
within the selected time tolerance.
4. Voltage checks at the timer should be accomplished if the above checks do not identify the
problem.
a. Ensure timer ground connection is clean and
tight.
b. With the truck keyswitch ON, use a volt-ohm
meter and read the voltage between the BAT
(+) and BAT (-) terminals on the solid state
timer. Normal reading should be 18-26 VDC,
depending upon whether or not the engine is
running.
c. The pump stalls. Use the grease pressure

gauge to determine whether the pump stalls.
8. Turn the keyswitch OFF and remove the jumper
wire installed in Step 5, then verify the following:
a. The pressure on cylinder pressure gauge (2,
Figure 3-1) drops to zero (0).
b. The pressure on the grease pressure test
gauge (installed at Step 1) drops to zero (0).
c. All of the injectors reset (indicator pin up).
P3-8
P03025
24 VDC Solid State Timer Adjustment

The timer is factory set for a nominal 2.5 minute (off
time) interval. Dwell time is approximately 1 minute,
15 seconds. A longer interval (off time) is obtained by
turning selector knob (3, Figure 3-3) to the desired
time interval.
FIGURE 3-3. TIMER ADJUSTMENT

1. Timer
2. *Red LED
3. Timer Selector
NOTE: Light emitting diode. Indicates the pump is

on.
NOTE: Set the timer by turning selector knob (3) to

the 2.5 minute setting point. Then, turn the selector
knob clockwise, one detent at a time, to the desired
setting, or until the maximum limit of eighty minutes
is reached. The recommended setting is 20 minutes.
! CAUTION! The solid state timer is a sealed unit,
do not attempt disassembly.
P03025
P3-9
INJECTORS (SL-1 Series "H")
Injector Specifications
Each lube injector services only one grease point. In
case of pump malfunction, each injector is equipped
with a covered grease fitting to allow the use of external lubricating equipment.
Injectors are available in banks of two, three, four
and five as well as single replacement units.
Injector output is adjustable:
Maximum output = 0.08 in3 (1.31 cc).
Minimum output = 0.008 in3 (0.13 cc).
Operating Pressure:
Minimum- 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Max. Vent Pressure - (Recharge) 600 psi (4 137 kPa)
FIGURE 3-4. TYPE SL-1 INJECTOR (SINGLE)

1. Adjusting Screw
2. Locknut
3. Piston Stop Plug
4. Gasket
5. Washer
6. Viton O-Ring
7. Injector Body Assy
8. Piston Assembly
9. Fitting Assembly
10. Plunger Spring
11. Spring Seat

12. Plunger
13. Viton Packing
14. Inlet Disc
15. Viton Packing
16. Washer
17. Gasket
18. Adapter Bolt
19. Adapter
20. Viton Packing
NOTE: The piston assembly (8) has a visible

indicator pin at the top of the assembly to verify the
injector operation.
Injector Adjustment
The injectors may be adjusted to supply from 0.008
in3 to 0.08 in3 (0.13 cc to 1.31 cc) of lubricant per
injection cycle. The injector piston travel distance
determines the amount of lubricant supplied. This
travel is in turn controlled by an adjusting screw in
the top of the injector housing.
Turn the adjusting screw (1, Figure 3-4) counterclockwise to increase lubricant amount delivered and
clockwise to decrease the lubricant amount.
When the injector is not pressurized, maximum injector delivery volume is attained by turning the adjusting screw (1) fully counterclockwise until the
indicating pin on piston (8) just touches the adjusting
screw. At the maximum delivery point, about 0.38
inch (9.7 mm) adjusting screw threads should be
showing. Decrease the delivered lubricant amount by
turning the adjusting screw clockwise to limit injector
piston travel. If only half the lubricant is needed, turn
the adjusting screw to the point where about 0.19
inch (4.8 mm) threads are showing. The injector will
be set at minimum delivery point with about 0.009
inch (0.22 mm) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should NOT be
adjusted to less than one-fourth capacity.
FIGURE 3-4A. INJECTOR (MANIFOLD TYPE)
P3-10
P03025
INJECTOR OPERATION
STAGE 1.
The injector piston (2) is in its normal or
rest position. The discharge chamber (3) is
filled with lubricant from the previous cycle.
Under the pressure of incoming lubricant (6),
the slide valve (5) is about to open the passage (4) leading to the measuring chamber
(1) above the injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the passage (4), lubricant (6) is admitted to the measuring chamber (1) above the injector piston
(2) which forces lubricant from the discharge
chamber (3) through the outlet port (7) to the
bearing.
STAGE 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5) past the
passage (4), cutting off further admission of
lubricant (6) to the passage (4) and measuring chamber (1). The injector piston (2) and
slide valve (5) remain in this position until
lubricant pressure in the supply line (6) is
vented.
STAGE 4.
After venting, the injector spring expands,
causing the slide valve (5) to move, so that
the passage (4) and discharge chamber (3)
are connected by a valve port (8). Further
expansion of the spring causes the piston to
move upward, forcing the lubricant in the
measuring chamber (1) through the passage
(4) and valve port (8) to refill the discharge
chamber (3).
The injector is now ready for the next cycle.
P03025
P3-11
PUMP CYCLE TIMER (FLASHER TIMER)
Pump Cycle Timer (Flasher Timer) Adjustment:
The pump cycle timer mounts on SV2 solenoid and

generates a timed pulse signal to control the reciprocating cycle rate of the grease pump.
The pump cycle timer is factory set at 1 second on

and 1 second off for 30 cycles/minute. If adjustment
is necessary, refer to Figure 3-5 and the following
procedure.
Pump Cycle Timer (Flasher Timer) Installation

1. Connect cycle timer to SV2. Be sure to install
gasket.
2. Connect the Sol. wire (68) from the solid state
timer to the brown wire from the cycle timer and
one of the wires coming from SV1.
3. Connect the white wire from the cycle timer and
the other (gnd) wire coming from SV1.
The one adjustment screw adjusts both the on time

and off time equally. The adjustment range is from
0.5 seconds (60 cycles/minute) to 5.0 seconds (6
cycles/minute). The adjustment screw allows 15
turns of adjustment over the timing range.
1. The adjustment screw should be turned 20
turns counter-clockwise to insure a minimum
start point.
NOTE: The timer cannot be adjusted below minimum
- additional turns counter-clockwise have no effect.
2. Each clockwise turn of the adjustment screw
will equal approximately 0.3 seconds.
3. Add the number of turns clockwise to reach the
approximate desired timing.
Some additional adjustment may be necessary
depending on the accuracy needed.
FIGURE 3-5. PUMP CYCLE TIMER

1. Adjustment Screw
P3-12
NOTE: Use the light on the cycle timer to help in

setting the time. The light will turn on when there is
power going to SV2.
2. Red Light
(Indicates the timer
has turned on.
P03025
FIGURE 3-6. HYDRAULIC SCHEMATIC FOR AUTOMATIC LUBE

1. Grease Pump Cylinder
2. Grease Pump
3. Grease Reservoir
4. Vent Valve
5. Combination Valve
(Pressure Reducing &
Solenoid Valves)
6. Solenoid (SV2)
7. Pressure Reducer
8. Solenoid (SV1)
9. Gauge (Cyl. Press.)
10. Safety Unloader Valve
11. Orifice Assembly

12. Hydraulic Supply
13. Hyd. Tank (Return)
14. Injectors
FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Timer Assembly
2. Combination Valve (Pressure
Reducing &Solenoid Valves)
3. Keyswitch
P03025
4. Relay
5. Timer (solid State)
6. Solenoid (SV1)
7. Solenoid (SV2)
8. Battery (24 V)
9. Cycle Timer
10. Pressure Switch, N/C
2,000 PSI (13 790 kPa)
P3-13
If the following procedures do not correct the problem, contact a factory authorized service center.
When submitting equipment to be repaired, be sure
POSSIBLE CAUSES
to state the nature of the problem and indicate if a

repair cost estimate is required.
TROUBLE: Pump Does Not Operate

Lube system not grounded.
Correct grounding connections to pump assembly

and truck chassis.
Electrical power loss.
Locate cause of power loss and repair. 24 VDC

power required. Be sure keyswitch is "ON".
Timer malfunction.
Replace timer assembly.
Solenoid valve malfunctioning.
Replace the solenoid valve assembly.
Pump malfunction.
Replace pump assembly.
NOTE: On initial startup of the lube system, the timing capacitor will not contain a charge, therefore the first
timing cycle will be about double in length compared to the normal interval. Subsequent timer cycles should be
as specified.
TROUBLE: Pump Will Not Prime

Low lubricant supply.
Dirt in reservoir, pump inlet clogged.
TROUBLE: Pump Will Not Build Pressure

Air trapped in lubricant supply line.
Prime system to remove trapped air.
Lubricant supply line leaking.
Check lines and connections to repair leakage.
Vent valve leaking.
Clean or replace vent valve.
Pump cylinder worn or scored.
Repair or replace pump cylinder or pump assembly.
TROUBLE: Injector Indicator Stem Does Not Operate

NOTE: Normally, during operation, the injector indicator stem (1, Figure 3-4) will move into the body of the
injector when pressure builds properly. When the system vents (pressure release) the indicator stem will again
move out into the adjusting yoke.
Malfunctioning injector - usually indicated by the
pump building pressure and then venting.
Replace individual injector assembly.
All injectors inoperative - pump build up not sufficient to cycle injectors.
Service and/or replace pump assembly.
P3-14
P03025
POSSIBLE CAUSES
TROUBLE: Cylinder Pressure Gauge Does Not Register Pressure.

No system pressure to the pump.
Determine problem in hydraulic system.
No 24 VDC signal at solenoids SV1 and SV2.
Determine problem in 24 VDC electric system.
Pressure reducing valve set too low.
Increase setting by 1/2 turn to check operation.
Primary solenoid valve SV1 may be inoperative.
Replace solenoid coil or valve.
TROUBLE: Pump Pressure Builds Very Slowly Or Not At All.

No pulsing signal at SV2.
Check Timer.
Pressure reducing valve may be set too low.
Increase setting by 1/2 turn to check operation.
Grease viscosity may be too high for temperature

at which pump is operating.
Replace grease with a lower viscosity lubricant.
If pressure is not building at all, secondary solenoid valve SV2 may be inoperative.
Replace secondary solenoid valve SV2.
Pump piston ball checks and inlet checks may

have foreign matter trapped causing leakage.
Remove, inspect and clean, if necessary.Inspect

sealing surfaces between upper and lower inlet
checks. Replace if rough or pitted.
Shovel rod is rough or pitted.
Replace shovel rod and packing.
Lubricant supply line leaks or is broken.
Repair lubricant supply line.
TROUBLE: 24VDC Timer Not Operating:

Timer BAT (-) connection is not on grounded member.
Connect to good ground.
Timer BAT (+) connection not on circuit continuously connected to BAT (+) terminal during operation of vehicle.
Establish direct connection between Timer BAT (+)

connection and 24 V BAT (+) terminal.
Fuse blown (circuit breaker tripped) on power connection to timer, or wire is otherwise damaged.
Replace fuse (reset circuit breaker) or repair damaged wire.
Loose wire connections at any of the timer terminals.
Secure wire connections.
TROUBLE: Timer Stays Timed Out

Commutation failure in timer caused by damaged
component.
Replace Timer.
Output relay contacts welded shut caused by

extended short to ground.
Replace Timer.
Solenoid valve connected to LUBE SW terminal of

timer instead of terminal marked SOL.
Correct wiring hook-up.
P03025
P3-15
POSSIBLE CAUSES
TROUBLE: Timer Turns On At Intervals Two To Ten Times More Often Than Set Time Interval
Electrical noise is being introduced into the power
supply to the timer overcoming suppressor capacitor causing uncontrolled turn-on of its output relay.
IMPORTANT: In some instances, electrical noise

may be generated into vehicle electrical system
which may cause timer to turn on at random
intervals, independent of timer setting.
If this occurs, a 250 to 1,000 MFD capacitor rated
150 to 350 VDC should be added across BAT (+)
and BAT (-) terminals to suppress this noise and
improve timer performance.
TROUBLE: Timer Turns On At Intervals Faster Than Allowable Tolerances Of Settings

Timer out of adjustment or damaged component.
Refer to Timer Adjustment and re-adjust timer or

replace timer.
RESERVOIR FILL PROCEDURE

Lubricant Required for System
Refer to Lubrication and Service - Lubrication Chart,
for correct lubricant specifications.
Above 90F (32C) - Use
multipurpose grease (MPG).
NLGI
No.2
-25 to 90F (-32 to 32C) - Use NGLI No. 1

MPG.
Below -25F (-32C) - Refer to local supplier for
extreme cold weather lubricant requirements.
Fill Procedure
1. Remove top vent plug (14, Figure 3-8).
2. Remove bottom fill plug (15).
3. Connect the line from the lubricant delivery system to bottom fill port (15) and fill the reservoir
until grease just begins to come out of the top
vent hole, above.
4. Disconnect the line from the lubricant delivery
system and install plugs (14 & 15), previously
removed.
P3-16
FIGURE 3-8. TYPICAL AUTO LUBE SYSTEM

1. Pump Cylinder
2. Cyl. Pressure Gauge 10. Pressure Reducing
Valve
3. Valve Body Assy
11. Vent Valve Assy.
4. Orifice Assembly
12. Grease Return Line
5. Pump Assembly
6. Canister/Reservoir
14. Top Vent Plug
7. Pump Cycle Timer
8. Solenoid Valve, SV2 15. Fill Supply Port
P03025
Preventive Maintenance Procedures

The following maintenance procedures should be
used to insure proper system operation.
Daily Lubrication System Inspection
1. Check grease reservoir level.
Inspect grease level height after each shift of
operation. Grease usage should be consistent
from day-to-day operations.
Lack of lubricant usage would indicate an
inoperative system.
Excessive usage would indicate a broken supply
line.
2. Check all grease feed lines hoses from the SL-1
Injectors to the lubrication points (Figure 42-2).
Repair or replace all worn / broken feed line
hoses.
Make sure that all air is purged and all new feed
line hoses are filled with grease before sending
the truck back into service.
3. Inspect key lubrication points for a bead of lubricant around seal.
Make note of all lubrication points that look dry.
Notify maintenance staff for repair service.
250 Hour Inspection
1. Check all grease feed line hoses from the SL-1
Injectors to the lubrication points (Figure 42-2).
Repair or replace all worn / broken feed line
hoses.
Make sure that all air is purged and all new feed
line hoses are filled with grease before sending
the truck back into service.
2. Check all grease supply line hoses from the
pump to the SL-1 injectors.
Repair or replace all worn / broken supply lines.
Make sure that all air is purged and all new supply line hoses are filled with grease before
sending the truck back into service.
3. Check grease reservoir level.
Fill reservoir if low.
Check reservoir for contaminants. Clean, if
required.
4. Inspect all bearing points for a bead of lubricant

around the bearing seal.
It is good practice to manually lube each bearing point at the grease fitting (filler zerk, Figure
42-4) provided on each injector. This will indicate if there are any frozen or plugged bearings,
and will help flush the bearings of contaminants.
5. System Checkout
Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle indicator
pins during system operation.
Lift the passenger seat and connect a jumper
wire between the SOL terminal and the LUBE
SW terminal on the 24VDC solid state timer
(Figure 42-7).
Start engine. The hydraulic grease pump
should operate.
Keep the jumper wire connected until the pump
stalls out at 2000 psi.
With the pump in the stalled-out mode, check
each SL-1 injector assembly. The cycle indicator pin should be retracted inside the injector
body.
Once all of the SL-1 injectors have been
inspected under pressure, remove the jumper
wire between the SOL terminal and LUBE SW
terminal on the timer assembly. The pump
should shut off, and the system should vent
back to the grease reservoir, and the pressure
should drop to zero.
With the system vented, check all of the SL-1
injector indicator pins. All of the pins should be
visible.
NOTE: Refer to the system troubleshooting chart, if
the injectors are not working properly. Replace or
repair injectors, if defective.
Reinstall all injector cover caps.
Check timer operation. With the engine running,
the lube system should activate within 5 minutes. The system should build 2000 psi within
25-40 seconds. If the system is working properly, the machine is ready for operation. If the
system is malfunctioning, refer to the troubleshooting chart in the service manual.
Check that all filler plugs, covers and breather

vents on the reservoir are intact and free of contaminants.
P03025
P3-17
NOTE
P3-18
P03025
SECTION Q
ALPHABETICAL INDEX
A
Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Brake Seal Assembly/Installation . . . . . . . . . . . . J6-12
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . . L6-9
Brakes, Wet Disc . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1

Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-12
Automatic Suspension System (Option) . . . . . . . D27-1

Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-7

System Service . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-3
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-23
Steering Accumulators . . . . . . . . . . . . . . . . . . . L6-12
Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Adhesives & Sealants . . . . . . . . . . . . . . . . . . . . . . A5-5

Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
B
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3
Battery Charging System. . . . . . . . . . . . . . . . . . . . D2-5
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . D3-18
Battery Disconnect Switch. . . . . . . . . . . . . . . . . . D3-18
Battery Equalizer . . . . . . . . . . . . . . . . . . . . . . . . . D3-19
Bearing, Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L6-3
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Body-Up Retention Cable . . . . . . . . . . . . . . . . . . . B3-7
Checkout Procedures . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-7
Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-1
Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . . D3-5
Console Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Controllers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Powertrain Management (PMC) . . . . . . . . . . . . D23-1
Retard Control & Monitor (RCM). . . . . . . . . . . . D26-1
Suspension (SSP). . . . . . . . . . . . . . . . . . . . . . . D27-1
Transmission (ATC) . . . . . . . . . . . . . . . . . . . . . D24-1
Cooling System, Engine . . . . . . . . . . . . . . . . . . . . C3-1
Cranking Motor Troubleshooting . . . . . . . . . . . . . D2-20
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-13
Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-13
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-20

Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-22
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Bleeding Procedures. . . . . . . . . . . . . . . . . . . . . . J5-7
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . J4-15
DAD (Data Acquisition Device) . . . . . . . . . . . . . . D32-1
Brake Cooling Valve (BCV) . . . . . . . . . . . . . . . . . J3-27
Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Brake Disc Wear Indicator . . . . . . . . . . . . . . . . . . . J5-5
Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Decks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Differential Assembly . . . . . . . . . . . . . . . . . . . . . . .G5-5
Drive Line Adapter . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Brake, Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Q01051
Alphabetical Index
Q1-1
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . .
Coil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D.C. - D.C. Converter. . . . . . . . . . . . . . . . . . . . .
Fan Motor and Speed Control . . . . . . . . . . . . . .
Engine Specifications . . . . . . . . . . . . . . . . . . . . . . A2-3
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-3
Electronic Display Panel (EDP) . . . . . . . . . . . . . D25-1

Emergency Truck Operation. . . . . . . . . . . . . . . . D22-8
N4-4
N4-5
N4-5
N4-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
Fan, Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5

Fault Code Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cummins Engine . . . . . . . . . . . . . . . . . . . . . . D22-21
Electronic Display Panel . . . . . . . . . . . . . . . . D22-11
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . D22-15
PMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D22-13
Suspension Controller . . . . . . . . . . . . . . . . . . D22-12
Transmission Controller . . . . . . . . . . . . . . . . . D22-18
Filter, Engine Air . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Filter, Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Filters, Hydraulic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Pressure (Steering) . . . . . . . . . . . . . . . . . . .L9-3
Low Pressure (Brake, Hoist, Transmission) . . . .L9-4
Final Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Planetaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
Hoist Relief Valve (Adjustment) . . . . . . . . . . . . . .L10-7

Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Cooling Circuit Pump. . . . . . . . . . . . . . . .L3-10
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L9-1
Hoist Circuit Pump . . . . . . . . . . . . . . . . . . . . . . .L3-10
Strainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-7
Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Steering/Brake Pump . . . . . . . . . . . . . . . . . . . . .L6-16
System Flushing Procedure. . . . . . . . . . . . . . . . .L3-9
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Troubleshooting, Steering System . . . . . . . . . . .L6-26
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L6-5
Flushing, Hydraulic System . . . . . . . . . . . . . . . . . .L3-9

Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Front Tires and Rims . . . . . . . . . . . . . . . . . . . . . . G2-3
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-1

Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Gauge Sender . . . . . . . . . . . . . . . . . . . . . . . . . . B4-4
Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
G
Grille & Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Q1-2
Alphabetical Index
Q01051
Maintenance Information Screens. . . . . . . . . . . . D32-5
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
MOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-1
Real Time Data Tables . . . . . . . . . . . . . . . . . . . . D34-1
Metric Capscrews, Torque Chart . . . . . . . . . . . . . . A5-6
Rear Axle Assembly . . . . . . . . . . . . . . . . . . . . . . .G5-1
Metric Conversion Chart . . . . . . . . . . . . . . . . . . . . A5-1
Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1

Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . .G2-5
Relay Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . . H4-3
Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17

Retard Control and Monitor (RCM) . . . . . . . . . . . D26-1
Retarder Control Lever . . . . . . . . . . . . . . . . . . . . J3-28
Oiling and Charging Procedure, Susp. . . . . . . . . . H4-1

Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Control Systems . . . . . . . . . . . . . . . . . . . . .M2-1
Fuel, Quick Fill . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
3-Mode Suspension Control . . . . . . . . . . . . . . . D27-1
Traction Control (ASR) . . . . . . . . . . . . . . . . . . . D26-3
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-3
Rock Ejectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
S
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Starter, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Solenoid, Bleeddown . . . . . . . . . . . . . . . . . . . . . . . L4-4
Panhard Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sealants & Adhesives . . . . . . . . . . . . . . . . . . . . . A5-5
Suspension Oil . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Nitrogen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accelerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1
Planetary Assemblies . . . . . . . . . . . . . . . . . . . . . . G6-1
Powertrain Management Control System . . . . . . D22-1
Fault Codes, PMC System . . . . . . . . . . . . . . . D22-10
Pressure Control Adjustment, Pump . . . . . . . . . . L10-4
Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . L3-10
Pump, Steering/Brake System. . . . . . . . . . . . . . . L6-16
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-1

Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accumulator Charging Procedure . . . . . . . . . . . L6-12
Circuit Test Procedure. . . . . . . . . . . . . . . . . . . . L10-3
Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-13
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . L6-26
Wheel & Controls . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Storage Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-11
Transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . A7-13
Strainer, Hydraulic Tank . . . . . . . . . . . . . . . . . . . . L3-7
Suspension A-Frame . . . . . . . . . . . . . . . . . . . . . . .G3-6
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Q01051
Alphabetical Index
Q1-3
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . . .L4-4
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
ECMV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-16
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Hoist Relief, Adjustment. . . . . . . . . . . . . . . . . . .L10-7
Hoist Power-down Spool Limit Solenoid . . . . . . .L7-6
Hoist Power-up Spool Limit Solenoid. . . . . . . . . .L7-6
Pressure Compensator, Adjustment . . . . . . . . .L10-4
Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-17
Steering Control . . . . . . . . . . . . . . . . . . . . . . . . . .L5-1
Torque Converter Relief . . . . . . . . . . . . . . . . . . . F2-6
Torque Converter Regulator. . . . . . . . . . . . . . . . F2-8
Transmission Control . . . . . . . . . . . . . . . . . . . . F2-14
Tires and Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . .F2-4
Torque Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metric Capscrews . . . . . . . . . . . . . . . . . . . . . . . A5-2
Standard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-6
12-Point Capscrews (Grade 9) . . . . . . . . . . . . A5-6
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . .F2-11
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .F3-1
Range Selector . . . . . . . . . . . . . . . . . . . . . . . . . .F6-6
Sensors & Switches . . . . . . . . . . . . . . . . . . . . . . .F6-7
Transmission Controller (ATC) . . . . . . . . . . . . D24-1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . J4-15
Hoist System . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
MOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D30-13
PMC System . . . . . . . . . . . . . . . . . . . . . . . . . . D22-5
Retard and Control Monitor Controller . . . . . . . D26-6
Suspension Controller . . . . . . . . . . . . . . . . . . . D27-8
Transmission Controller . . . . . . . . . . . . . . . . . . D24-9
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L6-26
Transmission/Torque Converter . . . . . . . . . . . . . .F6-9
Q1-4
W
Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Wheel Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . .
Front Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-1
Wheels and Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Alphabetical Index
Q01051
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ED8475
HYDRAULIC BRAKE SCHEMATIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EH1946
ELECTRICAL WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EH8407
ELECTRICAL HOOK-UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EH8411
R01042 04/04
Index
R1-1
NOTES
R1-2
Index
04/04 R01042
BRAKE SCHEMATIC
HD1500 A30039 - A30077
EH1946
www.komatsuamerica.com
Komatsu America Corp.

2300 N.E. Adams Street Peoria, IL 61639 Phone: 309-672-7577 Fax: 309-672-7072
Copyright 2004 Komatsu

Printed in U.S.A.

Ce BD 006203

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This ALERT symbol is used with the signal words,

DANGER identifies a specific potential hazard WHICH WILL

WARNING identifies a specific potential hazard WHICH MAY

CAUTION is used for general reminders of proper safety

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D

TRANSMISSION AND TORQUE CONVERTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F

DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

OPTIONS AND SPECIAL TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

KOMATSU HD1500-5 TRUCK

MAJOR COMPONENTS & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

STANDARD TABLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1

MAJOR COMPONENTS AND SPECIFICATIONS

The Komatsu HD1500-5 dump truck is powered by a

The HD1500-5 truck is equipped with a full time

FINAL DRIVE ASSEMBLY

The operator can manually apply both the front and

Major Components and Specifications

HD1500-5 MAJOR COMPONENTS

Major Components and Specifications

Engine . . . . . . . . . . . . . . . . . . 193 . . . . . . (51)

Major Components and Specifications

DUMP BODY CAPACITY (Standard)

OVERALL TRUCK DIMENSIONS

Major Components and Specifications

General Safety and Operating Instructions

PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13

General Safety and Operating Instructions

Clothing And Personal Items

General Safety and Operating Instructions

Leaving The Operators Seat

Mounting And Dismounting

Never hold any control levers when getting on or off a machine.

Fire Prevention For Fuel And Oil

Keep flames away from flammable fluids.

Stop the engine and never smoke when refueling.

Tighten all fuel and oil tank caps securely.

Refueling and oiling should be done in well ventilated areas.

General Safety and Operating Instructions

Precautions With High Temperature Fluids

To prevent hot coolant from spraying:

To prevent hot engine oil spray:

Asbestos Dust Hazard Prevention

Never use compressed air for cleaning.

Use water for cleaning to control dust.

Use an approved respirator when necessary.

Prevention Of Injury By Work Equipment

Fire Extinguisher And First Aid Kit

Provide a first aid kit at the storage point.

Know what to do in the event of a fire.

General Safety and Operating Instructions

Precautions For ROPS

Precautions For Attachments

General Safety and Operating Instructions

PRECAUTIONS DURING OPERATION

BEFORE STARTING THE ENGINE

Ensure a fire extinguisher is present and in proper working condition.

Do not operate the machine near open flames.