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National Service Managers Meeting September 18 & 19 , 2002 Internal Combustion Products Clark Simpson

&

Mike Michalski

Service Managers Meeting September 18 & 19 , 2002 Internal Combustion Products Clark Simpson & Mike

Gen 2 Product

Gen 2 Product
Gen 2 Product

New Cushion Model Cooling System

New Cushion Model Cooling System * 5 Row Construction * In Tank, 13 plate oil cooler

* 5 Row Construction

* In Tank, 13 plate oil cooler eliminates dirt trap between radiator & oil cooler

* 4 1/2 inch thick ….7 fins per inch 5 rows of tubes

Implementation began with :

C232l- 0001-9582

C232G-0001-9583

cooler * 4 1/2 inch thick ….7 fins per inch 5 rows of tubes Implementation began

New Standard Production Cooling System

New Standard Production Cooling System

New Cooling System Field Kit

Field Kit applicable for paper , textile or any dusty dirty environment Shell openings with screen mesh inserts, Engine compartment with air dams Full belly pan This kit is in the final development stages and will be made available when complete.

with air dams Full belly pan This kit is in the final development stages and will
with air dams Full belly pan This kit is in the final development stages and will
with air dams Full belly pan This kit is in the final development stages and will

New Cooling System Field Kit

View of air dam from top and bottom

Cooling System Field Kit View of air dam from top and bottom T o p Bottom

Top

Cooling System Field Kit View of air dam from top and bottom T o p Bottom

Bottom Left

Upper air dam Lower air dam
Upper air dam
Lower air dam
Cooling System Field Kit View of air dam from top and bottom T o p Bottom

Bottom Right

New Cooling System Field Kit

Installation of the belly plate

New Cooling System Field Kit Installation of the belly plate Remember…This kit is not available yet,

Remember…This kit is not available yet, it is in the development stage only!

Field Kit Installation of the belly plate Remember…This kit is not available yet, it is in

Inching Cable

8002011
8002011

Cable cuts into housing and creates additional friction resulting in excessive resistance in the pedal effort and eventually causes cable failure

and creates additional friction resulting in excessive resistance in the pedal effort and eventually causes cable

Inching Cable

Inching Cable 8002011 (22.201)is being serviced with a new part, 933609, this part is larger in diameter and it may be necessary in some cases to enlarge the mounting bracket opening on the cowl. See Picture #1.

the mounting bracket opening on the cowl. See Picture #1. An interim cable ( 8002482 )
the mounting bracket opening on the cowl. See Picture #1. An interim cable ( 8002482 )
the mounting bracket opening on the cowl. See Picture #1. An interim cable ( 8002482 )

An interim cable (8002482) was introduced in truck Serial Numbers :

P232L-0323-9572;P232G-0008-9573;P232D-0270-9574;C232L-0687-9575;C232G-0004-9576

The new inching cable (8002530) was introduced in truck Serial Numbers :

P232L-0470-9572;P232G-0020-9573;P232D-0422-9574;C232L-0177-9582;C232G-0003-9583

The notch in the Inch cable bracket on the transmission end is sufficient for the larger diameter cable and should not require rework.

the Inch cable bracket on the transmission end is sufficient for the larger diameter cable and

Inching Cable History

Inching Cable 8002011 is the original inching cable as released. It has an unshielded cable .

8002011
8002011

It is being serviced by part number 933609. It has a cable with a bonded coating on the cable as well as a sheath between it and the outer cover plus a dirt seal at the end of the threads. In addition it is filled with a silicone lubricant. It does not have a boot on it. This part was released to implement something immediately after the problem was identified. Production trucks were manufactured with new components from the original vendor.

933609
933609

Inching Cable History

Improved interim version has a bonded coating on the cable to prevent sawing effect of cable.

8002482
8002482

A final version was released (8002530)and has both a bonded shield on the cable and a sheath for it to slide in.

All of the 800XXXX numbers are serviced with 933609

Protective sleeve Bonded coating 8002530
Protective sleeve
Bonded coating
8002530

Forward / Reverse Diode Failure

We have been experiencing failures of the Forward diode. The actual cause has not been determined yet but we have incorporated a higher amp diode in the meantime.

The plug in diodes are found externally on the wire harness are part number 8001707( which is black in color). We have crossed this over to part number 8001798 which is a 5 amp diode (which is yellow in color)

number 8001798 which is a 5 amp diode (which is yellow in color) This is the

This is the bottom of the Center cowl cover

3 Amp 5 Amp
3 Amp 5 Amp

Forward / Reverse Diode Failure

Forward / Reverse Diode Failure

Radiator Overflow Bottle Cap Leakage

NUMBER: TI-4019-000

DATE: JUNE 25, 2002

SUBJECT; 800311 Bottle-Reservoir on P232 & C232 Trucks

DICUSSION:

it will be necessary for you to order and install the following items.

800311 is no longer available. In order to replace 800311 Bottle-Reservoir,

8001248

Bottle-Reservoir

1 Ea.

8001249

Cap-bottle

1 Ea.

8001250

Hose- Pick Up

1 Ea.

8001251

Hose-Overflow

1 Ea.

925724

Hose Clamp

1 Ea.

Effective with Serial Numbers:

C232L-0035-9582

P232D-0303-9574

P232L-0372-9572

Reference: ECO 502069 , SCN 01163K

Old bottle leaked out cap
Old bottle leaked out cap
: C232L-0035-9582 P232D-0303-9574 P232L -0372-9572 Reference: ECO 502069 , SCN 01163K Old bottle leaked out cap

Tilt Anti-Stall Introduction in Hydraulic Valve

Section Identification = BA

Section Identification = BA

Section Identification = BA
Section Identification = BA

Implemented November 2001

Effective with Serial Numbers:

C232L-0574-9575

P232D-0147-9574

P232L-0209-9572

2001 Effective with Serial Numbers: C232L-0574-9575 P232D-0147-9574 P232L -0209-9572 orifice size is 1.2mm

orifice size is 1.2mm

Gen 2 Brake repairs

Gen 2 Brake repairs When performing a brake job in which you replace the brake shoe

When performing a brake job in which you replace the brake shoe linings there are several critical areas. First is the drum to lining clearance, and the second is the burnishing operation.

1. Re-machine the drums to the surface finish that is specified on new drums, (125 Micro- inch.)

2. The brake lining to drum clearance should be set at .004 to .014” gap however, for the burnish operation I suggest setting the shoe to drum gap to a light interference to a minimum of .002 gap so that there is good contact during the burnish operation.

(My preference after burnishing is to the low

side of the

tolerance….

.004 to .008)

Gen 2 Brake repairs

3. Burnishing should be done as follows:

backward 30 to 50 feet while

applying the brakes to create a “medium” pedal effort. Truck speed approximately 1.5 MPH.

B.Run the truck until the external drum temperature reaches 300 deg. F. This will take approximately 20 minutes. Stop the truck, and allow the brakes to cool, approximately 10 minutes. Repeat running with brake drag to 300 F. drum temperature and cooling for three cycles.

A.Run the truck forward and

If possible measure the drum temperature with an infrared thermometer by pointing at the edge of the drum where it comes inside the tire. If not, you can get temperature sticks or adhesive type temperature indicators at most weld shops.

comes inside the tire. If not, you can get temperature sticks or adhesive type temperature indicators

Tail Light Lens Melting

Brake light assembly part # 8001591 change level “C” changed the stop light bulb from a 23W/8W bulb (926708) to a 21W/5W bulb (925517). It was implemented 04/02/02

“C” changed the stop light bulb from a 23W/8W bulb (926708) to a 21W/5W bulb (925517).
“C” changed the stop light bulb from a 23W/8W bulb (926708) to a 21W/5W bulb (925517).

Dash Pod

I am sure most of you are aware of Field Fix 644 which was released to address several problems related to regarding the Gen2. I would like to go over the history of these issues as there appears to be some misconceptions regarding the dash pod.

I would like to go over the history of these issues as there appears to be

Dash Pod

Field Fix 644

1. This upgraded Pod incorporated components that protect the pod from burn out

due to voltage spikes encountered while jump starting and / or charging the battery. It will also significantly reduce the current required for the monitoring function of

the parking brake and the headlight reminder.

2. This upgrade also eliminated the flashing of some or all of the dash lights during

repeated horn beeps. A filter was added to the horn circuit to eliminate this.

3. The strobe light turn on was changed from a manual turn on with the dash pod

buttons to an automatic turn on with the key switch. It also reduced the head lamp turn off to 5 minutes after the truck was turned off.

4. The balance of the Field Fix was to address some assembly issues with the mechanical portion of the truck

turned off. 4. The balance of the Field Fix was to address some assembly issues with

Dash Pod

Current Draw

The Field Fix , FF644 replaced the Pod , but did not totally eliminate the current draw. The original Pod had an approximate 120 mA draw. The pod installed with the Field Fix reduced that to approximately 70 mA. There is enough draw to drain a battery in approximately 28 days. If your unit is going to sit, disconnect the battery negative.

Please note: if the battery negative is disconnected, it will take approximately 5- 8 seconds for the unit to check all the systems the first time the key is activated after a battery disconnect.

Also anytime the battery is disconnected than reconnected, the dash lights will flash momentarily and the horn will chirp.

Also anytime the battery is disconnected than reconnected, the dash lights will flash momentarily and the

Dash Pod

LPG Fuel Indicator

There have been inquiries as to LPG fuel gauges not working. The information as supplied in SM 661 pertaining to this is:

All 3 Green LED’s will light up when LPG tank pressure is above 40 PSI and 1 red LED will turn on and flash when pressure is below 40 PSI. (Refer to SM 661 Group 13 Section 4 Page 2)

40 PSI and 1 red LED will turn on and flash when pressure is below 40

Dash Pod

Dash Pod

Service Interval Time

Dash Pod Dash Pod Service Interval Time LED will illuminate when the pre-set service time is
Dash Pod Dash Pod Service Interval Time LED will illuminate when the pre-set service time is
Dash Pod Dash Pod Service Interval Time LED will illuminate when the pre-set service time is

LED will illuminate when the pre-set service time is reached and a PM is required.

Pre-set service time setting method is initialized by “Key on + FWD Direction selected + F1 or F2” F1 is for up set and F2 is for down set. (Set interval is 50 hours ). When the key switch is turned off , the pre-set service time is saved.

Pre-set service time is count down , opposite to operating time.

To disable the pre-set function, set to 1000.

Dash Pod

Erratic Pod Operation

Before changing the POD, please try removing the red rubber gasket from the connector. We have found that many times when the pod was changed out during the Field Fix, the connector was not properly seated and the screw did not draw the connector up into position correctly. By removing the gasket totally, you can verify that all the pins are correctly seated. This is used only for troubleshooting of the pin connections and is not intended to be a permanent fix. The gasket should be replaced and the connector properly seated and tightened.

and is not intended to be a permanent fix. The gasket should be replaced and the
and is not intended to be a permanent fix. The gasket should be replaced and the
and is not intended to be a permanent fix. The gasket should be replaced and the

Dash Pod

Key Switch Start Delay

All trucks manufactured up to very recently incorporated a time delay of about 1 to 1-1/2 second which was due to the test cycle of the dash pod circuitry.

This was recently revised and now there is no delay. It is obvious whether or not you have the update. In addition you can look at the serial break on the tag on the back of the pod. Pods with a Lfd. Nr. of 2223 or higher incorporate this change.

If the battery is disconnected, there will be an extended delay the next time the key switch is activated. It may take 8 to 10 seconds for the entire dash to run through its test cycle.

the next time the key switch is activated. It may take 8 to 10 seconds for

Future Pod Changes

Engineering is presently working with the vendor on the development of a 16 bit processor which will reduce the current draw to a negligible amount. This improvement should be available for production sometime the first half of 2003. We will be field testing prototypes sometime prior to that.

be available for production sometime the first half of 2003. We will be field testing prototypes

Maintenance Practices

Maintenance Practices GEN2 Was built with retainers
GEN2 Was built with retainers
GEN2 Was built with retainers

CMP 450 Series

CMP 450 Series

CMP 450 Series

CMP 450 Transmission Issues Problem—Oil coming out of breather after long runs.

Solution—Remove converter relief pressure check ball and spring from housing (see next slide) . The check ball creates back pressure and can stick, causing reduced cooling oil flow.

If this does not resolve the problem refer to transmission bearing failure (Following Slides)

reduced cooling oil flow. If this does not resolve the problem refer to transmission bearing failure

CMP 450 Series

CMP 450 Transmission Issues

Problem—Some trucks built prior to Serial Number CMP450D 0450 6877 and CMP450L 0034 6878 may exhibit short transmission life. It is possible that some trucks were assembled with clutch shaft bearings adjusted too tightly .

Symptoms—The indications that the transmission has damaged bearings are:

*Oil coming out of breather—Metal particles will damage the charge pump and cooling flow will be reduced. When the truck is driven on long runs or high duty cycles, the oil in the torque converter overheats and “boils”, pushing oil out of the breather. (Also see information on converter pressure relief spring and ball)

and “boils”, pushing oil out of the breather. (Also see information on converter pressure relief spring

CMP 450 Series

CMP 450 Transmission Issues

*Low Lube Pressure—When the charge pump is worn, flow in the lube circuit is reduced. The pressure recorded at port “G” should be at least 25 psi.

*Metal on the Strainer—As the bearings fail, metal will clog the charge pump strainer, causing reduced pump flow.

psi. * Metal on the Strainer—As the bearings fail, metal will clog the charge pump strainer,
psi. * Metal on the Strainer—As the bearings fail, metal will clog the charge pump strainer,

CMP 450 Series

CMP 450 Transmission Issues

Solution—Failed transmissions should be replaced with a Clark Remanufactured transmission 930234REM. This transmission is very difficult to rebuild and obtain correct bearing adjustment. Factory rebuilds also have extensive modifications to improve service life:

Increased cooling oil flow—Passages in the transmission case, converter housing, stator support, and input shaft are enlarged to increase cooling oil flow. Reduced pressure in the torque converter—The enlarged oil passages along with a reworked lube relief spool reduce the pressure in the torque converter.

Improved torque converter—927640REM is used in all rebuilds and has a hardened inner race in the overrunning clutch.

Improved torque converter—927640REM is used in all rebuilds and has a hardened inner race in the

CMP 450 Series

CMP 450 Transmission Issues

The basics of the Factory remanufactured transmission program are:

1. Transmission warranty—Remanufactured transmissions carry the following warranty:

The balance of any remaining new truck warranty or 6 months from date the transmission shipped, whichever is longer. 2. The core transmission must be returned for credit, however, debit will not be processed for 30 days after shipment of the remanufactured transmission. Damaged cases will reduce the amount returned. 3. Installation is the responsibility of the dealer. If damage occurs attributable to faulty installation, failed cooling system, improper or contaminated fluid, warranty is void. 4. Price includes shipping charges of remanufactured unit to the dealer, dealer is responsible for return shipment of core unit.

includes shipping charges of remanufactured unit to the dealer, dealer is responsible for return shipment of

CMP 450 Series

CMP450 Brake System

Problem:Customer Complaint of low but firm brake pedal on first application of pedal. Second application results in higher pedal. First stroke of pedal is approximately 95mm (3.75”) and second stroke is 50mm (2.0:”)

Solution: Check pedal adjustment per enclosed procedure and adjust if necessary.

Problem:If the pedal goes to the floor, and the fluid is draining off the master cylinder reservoir, the problem is the result of seal leakage at either of the axle end piston seals. (22.712 or 22.713)

Solution:Remove the plugs from the bottom of the axle ends and allow to drain. Fill master cylinder and pump brake pedal. Watch to see which axle leaks fluid out of plug opening. You may need to fill master cylinder and pump brakes several times.

CMP 450 Series

CMP 450 Series f

f

CMP 450 Series

t Plate
t Plate

t Plate =

927709 is 4.0 mm (.157”)

927710 is 3.5mm (.138”)

927711 is 4.5 mm (.177”)

927712 is 3.75mm (.148”)

f

CMP 450 Series

CMP 450 Series Be careful when removing springs so spring retainer ring ( 20.104) is not

Be careful when removing springs so spring retainer ring ( 20.104) is not damaged.

20.104

927663 Spring retainer

22.711

927652 Spring 4x

22.712

929558 Seal

22.713

929557 Seal

20.104 927663 Spring retainer 22.711 927652 Spring 4x 22.712 929558 Seal 22.713 929557 Seal f

f

CMP 450 Series

H
H

The thickness of plate “t” is developed by taking measurements between the components and ultimately achieving an .047 ±.005 inch dimension between the “t” plate and the piston face. This .047 ±.005 is identified as the “D” dimension. D is determined by subtracting H from C . This dimension can be adjusted by different thickness “t” plates. See next page for instructions.

“D” = (C - H) = .047

f

CMP 450 Series

CMP 450 Series H The H dimension is determined by subtracting the A dimension from the

H

The H dimension is determined by subtracting the A dimension from the B dimension. The result needs to be .047 ±.005

H dimension is determined by subtracting the A dimension from the B dimension. The result needs

f

CMP 450 Series

C
C

Measure the distance between the axle housing flange surface and the piston surface C.

the axle housing flange surface and the piston surface C. It works best to use a

It works best to use a straight edge and measure from flange surface to piston face. Make sure piston is fully retracted.

works best to use a straight edge and measure from flange surface to piston face. Make

f

CMP 450 Series

B
B

Measure the distance between ring gear flange surface of the axle hub assembly and assembling surface B

CMP 450 Series B Measure the distance between ring gear flange surface of the axle hub
CMP 450 Series B Measure the distance between ring gear flange surface of the axle hub

f

CMP 450 Series

CMP 450 Series Measure the distance between assembled plate surface and assembling surface A When measuring
CMP 450 Series Measure the distance between assembled plate surface and assembling surface A When measuring

Measure the distance between assembled plate surface and assembling surface A

When measuring the “A” dimension, make sure the disc stack is fully retracted.

surface and assembling surface A When measuring the “ A ” dimension, make sure the disc

f

CMP 450 Series

CMP 450 Series When disassembling, make sure the spacer does not come off the shaft and

When disassembling, make sure the spacer does not come off the shaft and remain in the housing.

does not come off the shaft and remain in the housing. When reassembling, note the taper
does not come off the shaft and remain in the housing. When reassembling, note the taper
does not come off the shaft and remain in the housing. When reassembling, note the taper

When reassembling, note the taper on the ID of the spacer. It matches the taper of the shaft.

on the ID of the spacer. It matches the taper of the shaft. It is not

It is not necessary to disassemble the axle end completely.

f

CMP 450 Series

When installing the piston seals into to the housing, you must first stretch the seal
When installing the piston seals into to the housing, you
must first stretch the seal slightly to insure it stays firmly
in the groove while you install the piston. Generously
lubricate the seals with transmission fluid 2776236.
lubricate the seals with transmission fluid 2776236. Cut piece of the seal If the seal is

Cut piece of the seal

If the seal is not stretched and firmly held in the groove, it is very likely it will be cut upon installation of the piston. Pay close attention to the top part of the seal as that is where it tends to droop. After installation of the springs, it is a good idea to lightly apply the brakes to see if you have a seal leak. Do not press too hard on pedal , only enough to more the piston slightly. After complete installation , and bleeding, you can fully apply the brakes to observe if there is any leak down.

f

CMP 450 Series

CMP 450/570 Tilt Chatter

Problem—Newer style Vickers lift/tilt valve uses an external counterbalance valve. The counterbalance valve can become “sticky” and cause the tilt to chatter during forward tilt. Also the spring that retains the check ball can break, causing damage.

SolutionReplace 903535 Counterbalance Valve with 1232538 Counterbalance Valve and remove the check ball spring at installation. If not available, just remove the spring from existing valve.

CAUTION: Only remove the spring , DO NOT REMOVE THE BALL!

If not available, just remove the spring from existing valve. CAUTION: Only remove the spring ,

CMP 450 Series

CMP 450/570 Tilt Chatter

These 2 connections must be removed for access To the counterbalance valve

Tilt Chatter These 2 connections must be removed for access To the counterbalance valve Remove Counterbalance

Remove

Counterbalance Valve
Counterbalance Valve
Tilt Chatter These 2 connections must be removed for access To the counterbalance valve Remove Counterbalance

CMP 450 Series

CMP 450/570 Tilt Chatter

CMP 450 Series CMP 450/570 Tilt Chatter Remove the check ball spring only!

Remove the check ball spring only!

CMP 450 Series CMP 450/570 Tilt Chatter Remove the check ball spring only!

CMP 570 Series

CMP 570 Series

CMP 570 Series

Problem—In dusty environment, dirt enters the brake reservoir, migrates to the inching master cylinder, then to the inching slave cylinder. The housing in the inching slave cylinder becomes slightly scored, and transmission fluid seeps into the inching system. The seals in the inching cylinder then swell, and prevent the piston in the master cylinder from completely returning. The transmission stays in the “inching” mode with reduced clutch pressure. The net result is transmission slippage in the higher gears, especially during hot weather or high duty cycles with elevated transmission fluid temperature. Solution—Install 1813240 Inching conversion kit. This kit provides parts and instructions to convert the fluid in the inching system the same as transmission fluid, and also makes a closed system. A new piston is provided to convert the master cylinder seals to be compatible with hydraulic oil. A small flow of oil from the transmission cooler return is supplied to a reservoir on the master cylinder, and then back to the transmission. The reservoir is sealed and has flow supplied while the engine is running.

cylinder, and then back to the transmission. The reservoir is sealed and has flow supplied while

CMP 570 Series

CMP 570 Series New Inching piston
CMP 570 Series New Inching piston

New Inching piston

CMP 570 Series New Inching piston

CMP 570 Series

CMP 570 Series
CMP 570 Series
CMP 570 Series

CMP 570 Series

Clark Simpson design reservoir
Clark Simpson design
reservoir
Pinch return line to bleed
Pinch return
line to bleed
CMP 570 Series Clark Simpson design reservoir Pinch return line to bleed

CMP 570 Series

CMP 570 Transmission Slippage Diagnosing the Cause

Problem—Leakage in the Modulator or Inching Circuits causes low clutch pressure. It is difficult to know whether the cause is from leakage in the controls or from internal leaks in the clutches.

Solution—Remove the Modulator Assembly and install a ½ in. long 3/8-24 UNF Allen Set screw into the Shuttle Valve at Port C. Reinstall the modulator. Measure the pressure in forward and reverse. If pressure is restored to the correct 240 to 280 psi, the problem is not internal in the transmission, but leakage in the modulator or inching circuit. Look for leakage in the modulator housing at “M,” damaged O-rings, inching valve seat, or the inching valve not returning completely.

in the modulator housing at “M,” damaged O-rings, inching valve seat, or the inching valve not

CMP 570 Series

CMP 570 Series Remove the Modulator Assembly and install a ½ in. long 3/8- 24 UNF

Remove the Modulator Assembly and install a ½ in. long 3/8-24 UNF Allen Set screw into the Shuttle Valve at Port C

Remove the Modulator Assembly and install a ½ in. long 3/8- 24 UNF Allen Set screw

CMP 570 Series

Modulator Assembly

“M” Modulator Piston Port “A” Cavity “E” Port “B” Orifice “D” Port “C”
“M”
Modulator Piston
Port “A”
Cavity “E”
Port “B”
Orifice “D”
Port “C”

Check for leakage in the modulator housing at “M”, damaged O- rings, inching valve seat, or the inching valve not returning completely.

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)

CMP 570 Series

CMP 570 Shifter Clamp Breakage

CMP 570 Series CMP 570 Shifter Clamp Breakage Problem— When the clamp 4201625 is fully tightened,

Problem—When the clamp 4201625 is fully tightened, the shifter and turn signal switch assembly is not tight on the steering column. The alignment peg takes all the push and tug from working the shifter and breaks easily.

Solution—Remove the two spacer bars from the Turn Signal Switch Assembly 931029, and bolt the shifter directly on to the turn signal switch using two 3GM00530 screws. Tighten the screws until the shifter and switch are securely squeezing the steering column.

CMP 570 Series

CMP 570 Shifter Clamp Breakage

The alignment peg takes all the push and tug from working the shifter and breaks.

Series CMP 570 Shifter Clamp Breakage The alignment peg takes all the push and tug from
Series CMP 570 Shifter Clamp Breakage The alignment peg takes all the push and tug from

CMP 570 Series

CMP 570 Shifter Clamp Breakage

CMP 570 Series CMP 570 Shifter Clamp Breakage 44.288 - (4201625) Adapter , Electric Gear Selector
CMP 570 Series CMP 570 Shifter Clamp Breakage 44.288 - (4201625) Adapter , Electric Gear Selector
CMP 570 Series CMP 570 Shifter Clamp Breakage 44.288 - (4201625) Adapter , Electric Gear Selector

44.288 - (4201625) Adapter , Electric Gear Selector

CMP 570 Series CMP 570 Shifter Clamp Breakage 44.288 - (4201625) Adapter , Electric Gear Selector

CMP 570 Series

CMP 570 Shifter Clamp Breakage

Remove the two spacer bars from the Turn Signal Switch Assembly 931029

CMP 570 Series CMP 570 Shifter Clamp Breakage Remove the two spacer bars from the Turn
CMP 570 Series CMP 570 Shifter Clamp Breakage Remove the two spacer bars from the Turn
CMP 570 Series CMP 570 Shifter Clamp Breakage Remove the two spacer bars from the Turn

CMP 570 Series

CMP 570 Shifter Clamp Breakage

CMP 570 Series CMP 570 Shifter Clamp Breakage Bolt the shifter directly on to the turn
CMP 570 Series CMP 570 Shifter Clamp Breakage Bolt the shifter directly on to the turn

Bolt the shifter directly on to the turn signal switch using two 3GM00530 screws. Tighten the screws until the shifter and switch are securely squeezing the steering column.

using two 3GM00530 screws. Tighten the screws until the shifter and switch are securely squeezing the

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)

CMP 570 Series

The EGS ( Electric Gear Selector)

CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)
CMP 570 Series The EGS ( Electric Gear Selector)

CMP 570 Series

Failures of the rear engine mount . Old part 927398 has been replaced by

933619.

Future production with have different style mounts and are not interchangeable with current production.

by 933619. Future production with have different style mounts and are not interchangeable with current production.
by 933619. Future production with have different style mounts and are not interchangeable with current production.

CMP 570 Series

Rear engine rubber mounts failing……

Original part 925326 was crossed to 8022242. This cross has been undone and is back to 925326. The original failures of this part was due to the bracket failure not poor quality.

has been undone and is back to 925326. The original failures of this part was due
has been undone and is back to 925326. The original failures of this part was due

CGP 460 & CGC 470 Series

CGC60-70 CGC40-50 CGP40-55
CGC60-70
CGC40-50
CGP40-55

CGP 460 & CGC 470 Series

Genesis 1 - Starter Bolts or Engine Ear Breaking

Primarily on units with 4.3 Liter engine , some units experience starter bolt failure and in extreme cases, the starter mounting ear on the engine cracks off.

At the present time it has been determined that this is caused by insufficient torque on the starter bolts. These bolts should have 30 Lbs. / Ft. torque applied.

If you have a unit which is experiencing bolts loosening, first of all install new bolts with a 27E6 washer under the head of the bolt, then correctly torque it. Follow up at each PM with a torque check on them.

Note: Previously recommendation was 50 Lbs

/ft torque. This has been revised.

at each PM with a torque check on them. Note: Previously recommendation was 50 Lbs /ft

CGC/P 365 Series

CGC/P 365 Series
CGC/P 365 Series

CGC/P 365 Series

Mits engine units that are ingesting dirt into starter…………

one of the biggest contributors of the dirt is the opening between the dust shield and the flywheel cover.

There is a newly released shield with a foam seal going into production on the GEN2 , however for Genesis units already in operation sealing this area with silicone will suffice.

We do have 6 pieces available for field test. These are at no charge ,
We do have 6 pieces available for field test. These are at no charge , we
only require some feed back.
Dirt is entering
here
Silicone

“M” Series

Korean seat quality.

Korea vendor quality indicates they have been working with their seat vendor and will be implementing a higher quality seat beginning in mid October production. This new seat will be identified by a new part number.

This new seat will be identified by a new part number. C232L-0683-9575 C 2 3 2

C232L-0683-9575

will be identified by a new part number. C232L-0683-9575 C 2 3 2 L - 0

C232L-0063-9582

by a new part number. C232L-0683-9575 C 2 3 2 L - 0 0 6 3

CMP570-1017-6877

by a new part number. C232L-0683-9575 C 2 3 2 L - 0 0 6 3

CMP 570-0273-6878

“M” Series

CMP 450 & 570 Starter

Problem — Slow cranking speed, difficult cold weather starting, short starter life on D iesel Engines.

Solution Two different gear reduction starters have been used, 904405 and 2743536.

Replace either of these w ith heavier duty, high torque 37 MT D elco starter, Clark No. 1767120.

New battery cables are required; a new ground cable from battery to engine block, 933820, one from the frame to the engine block, 933821, and a new positive cable, 933819.

A m agnetic sw itch, 551530, is added to protect the ignition sw itch. Wires 933822 and 933823 connect the magnetic sw itch to the starter and truck w iring.

CDP 100/160

CDP 100/160
CDP 100/160

CDP 100/160

CDP 100/160
CDP 100/160

Thanks for inviting us Clark & Mike

Thanks for inviting us Clark & Mike