CEBD006500 Shop Manual

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 Mining Systems, Inc. and is not to be reproduced, used, or disclosed except
in accordance with written authorization from Komatsu Mining Systems, Inc.
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 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 Shop 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 accomplishing 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 operators 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 KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 930E). The
three numbers represent the basic truck model. The letter M designates a Mechanical drive and the
letter E designates an Electrical propulsion system.
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 drive train, 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:
Service all lubricants for proper level and fill fuel tank of empty truck (which includes all accessories,
body liners, tailgates, etc.) and then weigh truck.
Record this value and subtract from the GVW rating. The result 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.
Exceeding the allowable payload will reduce expected life of truck components.
A00017 03/01
Introduction
A-1
This ALERT symbol is used with the signal words,

CAUTION , DANGER , and WARNING 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 equipment.
A-2
Introduction
A00017 03/01
TABLE OF CONTENTS
SUBJECT
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAIR II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATORS CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A00017 03/01
Introduction
A-3
KOMATSU MODEL 930E Dump Truck
A-4
Introduction
A00017 03/01
SECTION A
GENERAL INFORMATION
INDEX
TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND TRUCK OPERATION
. . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1
A01001 2/94
Index
A1-1
NOTES
A1-2
Index
A01001 2/94
MAJOR COMPONENT DESCRIPTION

Truck And Engine
Operators Cab
The 930E Dump Truck is an off-highway, rear dump

truck with AC Electric Drive. The gross vehicle weight
is 1,100,000 lbs. (498 957 kg). The engine is a Cummins QSK60C rated @ 2700 HP (2014 kW).
The Operators 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 4-post ROPS/FOPS stucture, and an advanced analog operator envirnment. It includes a
tinted safety-glass 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 analog instrument panel which provides the operator with all instruments and gauges
which are necessary to control and/or monitor the
trucks operating systems.
Alternator (GE-GTA34)
The diesel engine drives an in-line alternator at engine
speed. The alternator produces AC current which is
rectified to DC within the main control cabinet. The
rectified DC power is converted back to AC by groups
of devices called inverters, also within the main
control cabinet. Each inverter consists of six phase
modules under the control of a gate drive unit
(GDU). The GDU controls the operation of each phase
module.
Each phase module contains an air-cooled solid-state
switch referred to as a gate turn-off thyristor (GTO).
The GTO cycles on and off at varying frequencies to
create an AC power signal from the DC supply.
The AC power signal produced by each inverter is a
variable-voltage, variable-frequency signal (VVVF).
Frequency and voltage are changed to suit the operating conditions.
AC Induction Traction Motorized Wheels

The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
The motorized wheels use three-phase AC induction
motors with full-wave AC power.
The two wheel motors convert electrical energy back
to mechanical energy through built-in gear trains within
the wheel motor assembly. The direction of the wheel
motors is controlled by a forward or reverse hand
selector switch located on a console to the right side
of the operator.
Blower
Both the inverters and the wheel motors produce heat
while in operation and must be cooled. Cooling air is
provided by a separate AC drive blower using rectified
DC as its power source. Cooling air flow volume is
modulated based on thermal requirements.
Suspension
HYDRAIRII suspension cylinders located at each

wheel provide a smooth and comfortable ride for the
operator and dampens shock loads to the chassis
during loading and operation.
A02055
Power Steering
The truck is equipped with a full time power steering
system which provides positive steering control with
minimum operator effort. The system includes nitrogen-charged accumulators which automatically provide emergency power if the steering hydraulic
pressure is reduced below an established minimum.
Dynamic Retarding
The dynamic retarding is used to slow the truck during
normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
system is controlled by the operator through the activation of the retarder pedal (or by operating a lever on
the steering wheel) in the operators cab and by setting
the RSC (Retarder Speed Control). Dynamic Retarding is automatically activated, if the truck speed goes
to a preset overspeed setting.
Brake System
Service brakes at each wheel are oil-cooled multiple
disc brakes applied by an all-hydraulic actuation system. Depressing the brake pedal actuates both front
and rear brakes, after first appling the retarder. All
wheel brakes will be applied automatically, if system
pressure decreases below a preset minimum.
The parking brake is a dry disc type, mounted inboard
on each rear wheel motor, and is spring-applied and
hydraulically-released with wheel speed application
protection (will not apply with truck moving).
Major Component Description
A2-1
930E MAJOR COMPONENTS

A2-2
A02055
SPECIFICATIONS
These specifications are for the standard 930E Truck. Customer Options may change this listing.
SERVICE CAPACITIES
ENGINE
Cummins QSK60
Number of Cylinders . . . . . . . . . . . . . . 16
Operating Cycle . . . . . . . . . . . . . 4-Stroke
Rated Brake HP 2700HP (2014 kW) @ 1900 RPM
Flywheel HP . . . . . . . . . 2550HP (1879 kW)
Weight (Dry)* . . . . . . . . 19,515 lbs. (8852 kg)
* Weight does not include Radiator, Sub-frame, or Alternator
. . . . . . . . . . U.S. Gallons .
Crankcase (Includes lube oil filters)
QSK60-C . . . . . . . . . . . 74 .
Cooling System . . . . . . . 157 .
Fuel . . . . . . . . . . . . 1200 .
Hydraulic System . . . . . . 350 .
Wheel Motor Gear Box 20/Wheel .
. . . . Liters
.
.
.
.
.
.
.
.
.
.
. . . 280
. . . 594
. . 4542
. . 1325
76/Wheel
HYDRAULIC SYSTEM
AC ELECTRIC DRIVE SYSTEM

AC/DC Current
Alternator . . . . . . . General Electric GTA - 34
Integral Cooling Fan . . . 2500 cfm (71 m3/min)
AC Thermally Mod. Dual Fan
. . . . . . . . . . . . . 12,000 cfm (340 m3/min)
Motorized Wheels . AC Induction Traction Motors
. . . . . . . . . . . . . . Wheel Slip/Slide Control
Standard Gear Ratio* . . . . . . . . . . 31.50:1
Maximum Speed . . . . . 40 MPH (64.5 km/h)
*NOTE: Wheelmotor application depends upon GVW, haul
road grade, haul road length, rolling resistance, and other parameters.
Komatsu & G.E. must analyze each job condition to assure
proper application.
Hoist & Brake Cooling Pump: . . . . Tandem Gear

Output . . . 270 GPM (1022 l/min) @ 1900 RPM
. . . . . . . . . . . . and 2500 psi (17 237 kPa)
Steering/Brake Pump: Press. Compensated Piston
Output . . . . 65 GPM (246 l/min) @ 1900 RPM
. . . . . . . . . . . and 2750 psi (18 961 kPa)
Relief Pressure- Hoist . . . . 2500 psi (17.2 MPa)
Relief Press.- Steering/Brake 2750 psi (22.4 MPa)
Hoist . . . . . . . Two 3-Stage Hydraulic Cylinders
Tank . . . . Vertical - Cylindrical, Non-Pressurized
Tank Capacity . . . . 250 U.S. Gal. (947 Liters)
Filtration . . . . . . . In-line replaceable elements
Suction . . . . . . Single, Full Flow, 100 Mesh
Hoist & Steering Filters . . Beta 12 rating = 200
. . . . . . . . . . Dual, In-Line, High Pressure
DYNAMIC RETARDING
Electric Dynamic Retarding . . . . . . Standard
Maximum Retarding . . . . . 5400 HP (4026 kW)
Continuous . . . . . . . . . 3300 HP (2460 kW)
Continuously Rated High-density Blown Grids
with Retard at Engine Idle and Retard in Reverse
Propulsion.
BATTERY ELECTRIC SYSTEM

Batteries - . . . . . . . . . . . bumper-mounted
4. x 8D & 2 x 30H 12 Volt Batteries in Series/Parallel
. . . . . . . . . . . . 220 Ampere-Hour Capacity
. . . . . . . . . . . . . . With Disconnect Switch
Alternator . . . . . . 24 Volt, 240 Ampere Output
Lighting . . . . . . . . . . . . . . . . . . 24 Volt
Starters (2) . . . . . . . . . . . . . . . . . 24 Volt
A02055
SERVICE BRAKES
All Hydraulic Actuation . . . with Traction System
. . . . . . . . . . . . . Wheel Slip/Slide Control
Front & Rear Oil-Cooled Multiple Discs
. . . . . . . . . . . . . . . . . . at Each Wheel.
Total Friction Area /Brake 15,038 in2 (97 019 cm2)
Maximum Apply Pressure . 2500 psi (17 238 kPa)
STEERING
Turning Circle (SAE) . . . . 97 ft. 4 in. (29.67 m)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering.
Emergency Power Steering automatically provided by
Accumulators
A2-3
WEIGHT DISTRIBUTION
STANDARD DUMP BODY*

Capacity:
Struck . . . . . . . . . 224 yds3 . . . . 171 m3
Heaped @ 2:1 (SAE) 276 yds3 . . . . 211 m3
Width (Inside) . . . . . . . . . 26 ft. 9 in. (8.15 m)
Depth . . . . . . . . . . . . . 10 ft. 3 in. (3.1 m)
Loading Height . . . . . . . . . . 23 ft. (7.01 m)
Dumping Angle . . . . . . . . . . . . . . . . 45o
* OPTIONAL Capacity Dump Bodies are available.
TIRES
Radial Tires (standard) . . . . . . . . 53/80 R63
Rock Service, Deep Tread . . . . . . . Tubeless
Rims . (patented Phase II New Generation rims)
EMPTY . . . . . . .
Front Axle (49.3%)
Rear Axle (50.7%)
Total (50% Fuel) .
LOADED
Front Axle (33.9%)
Rear Axle (66.1%)
Total . . . . . . .
.
.
.
.
.
.
.
.
Pounds . .
. 219,913 . .
. 226,121 . .
. 446,034 . .
Kilograms
. . 99 751
. 102 567
. 202 318
. . . 372,727 . . .
. . . 727,273 . . .
. . 1,100,000 . . .
169 069
329 891
498 960
Not to exceed 1,100,000 lbs. (498 957 kg), including

options, fuel, and payload. Weights in excess of this
amount require factory approval.
OVERALL TRUCK DIMENSIONS
A2-4
A02055
GENERAL SAFETY
Safety records of most organizations will show that the greatest percentage of accidents are caused by unsafe acts
of persons. 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 worksite traffic duty, be sure all personnel understand all
hand signals that are to be used.
SAFETY FEATURES
Be sure all guards and covers are in their proper position. Have guards and covers repaired if damaged.
(See Walk-Around Inspection, Operating Instructions - Section 3)
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 them in good operating condition.
Improper use of safety features could result in serious bodily injury or death.
CLOTHING AND PERSONAL PROTECTIVE ITEMS
Avoid loose clothing, jewelry, and loose long hair. They can catch on
controls or in moving parts and cause serious injury or death. Also, do
not wear oily clothes because they are flammable.
Wear a hard hat, safety glasses, safety shoes, mask or gloves when
operating or maintaining the machine. Always wear safety goggles, hard
hat and heavy gloves if your job involves scattering metal chips or minute
materials this is so particularly when driving pins with a hammer and
when cleaning the air cleaner element with compressed air.
Check also that there is no one near the machine.
UNAUTHORIZED MODIFICATION
Any modification made to this vehichle without authorization from Komatsu Mining Systems, Inc. can possibly
create hazards.
Before making any modification, consult the authorized regional Komatsu Mining Systems, Inc. distributor.
Komatsu will not be responsible for any injury or damage caused by any unauthorized modification.
A03017
General Safety and Operating Instructions
A3-1
LEAVING THE OPERATORS SEAT
When preparing to leave the operators seat, do not touch any control lever that is not locked.
To prevent accidental operations from occurring , always carry out the following:
Move the shift control lever to the Neutral position (N) and set the parking lever/switch to the PARKING position.
Lower the dump body, set the dump lever to the FLOAT position.
Stop the engine. When leaving the machine, always lock everything. Always remember to take the key 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 get on or off a moving machine.
When getting on or off the machine, face the machine and use the handhold and steps.
Never hold any control levers when getting on or off the machine.
Always maintain three-point contact with the handholds and steps to ensure that you support yourself.
When bringing tools to the operators compartment, always pass them by hand or pull them up by rope.
If there is any oil, grease, or mud on the handholds or steps, wipe it off immediately. Always keep these parts
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.
FIRE PREVENTION FOR FUEL AND OIL
Fuel, oil, and antifreeze can be ignited by a flame. Fuel is particularly FLAMMABLE and can be HAZARDOUS.
Keep flame away from flammable fluids.
Stop the engine and do not smoke when refueling.
Tighten all fuel and oil tank caps securely.
Refueling and oiling should be made in well ventilated areas.
Keep oil and fuel in the determined place and do not allow unauthorized persons to enter.
A3-2
A03017
PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES
Immediately after operations, the engine cooling water, engine oil, and hydraulic oil are at high temperature and
are under pressure. If the cap is removed, or the oil or water is drained, or the filters are replaced, there is danger
of serious burns. Always wait for the temperature to cool down, and carry out the operation according to the
specified procedure.
To prevent hot water from spurting out:

1) Stop the engine.
2) Wait for the water temperature to cool down.
3) Turn the cap slowly to release the pressure before removing the cap.
To prevent hot engine oil from spurting out:

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 can be HAZARDOUS to your health if it is inhaled.
If you handle materials containing asbestos fibers, follow these guidelines as given
below:
NEVER use compressed air for cleaning.
Use water for cleaning to keep down the dust.
Operate the machine with the wind to your back, whenever possible.
Use an approved respirator if necessary.
PREVENTION OF INJURY BY WORK EQUIPMENT
Never enter or put your hand or arm or any other part of your body between movable parts such as the dump
body and chassis or cylinders. If the work equipment is operated, the clearance will change and this may lead
to serious bodily injury or death.
FIRE EXTINGUISHER AND FIRST AID KIT
Be sure fire extinguishers have been provided and know how to use them.
Provide a first aid kit at the storage point.
Know what to do in the event of a fire.
Be sure you know the phone numbers of persons you should contact in case of
an emergency.
A03017
A3-3
PRECAUTIONS WHEN USING ROPS
If ROPS is installed, the ROPS must never be removed when operating the machine.
The ROPS is installed to protect the operator if the machine should roll over. It is designed not only to support
the load if the machine should roll over, but also to absorb the impact energy.
The ROPS installed on equipment manufactured and designed by Komatsu Mining Systems, Inc. fulfills all of the
regulations and standards for all countries, but if it is modified or repaired without authorization from Komatsu
Mining Systems, Inc., or is damaged when the machine rolls over, the strength will drop and it will not be able to
fulfill its function properly. It can only display its performance if it is repaired or modified in the specified way.
When modifying or repairing the ROPS, always consult the authorized regional Komatsu Mining Systems, Inc.
distributor.
Even if the ROPS is installed, it cannot show its full effect if the operator does not fasten the seat belt properly.
Always fasten the seat belt when operating.
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 Mining Systems, Inc., or the authorized regional
Komatsu Mining Systems, Inc. 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 Mining Systems, Inc., or the authorized regional Komatsu Mining Systems, Inc.
distributor.
A3-4
A03017
PRECAUTIONS DURING OPERATION

SAFETY IS THINKING AHEAD
Prevention is the best safety program. Prevent a potential accident by knowing the employers 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 the Komatsu Truck.
Safe practices start before the operator gets to the equipment!
SAFETY AT WORKSITE
When walking to and from the truck, maintain a safe distance from all machines even if the operator is visible.
Before starting the engine, thoroughly check the area for any unusual conditions that could be dangerous.
Examine the road surface in the jobsite and determine the best and safest method of operation.
Choose an area where the ground is as horizontal and firm as possible before carrying out the operation.
If you need to operate on a road, protect pedestrians and cars by designating a person for worksite traffic duty
or by installing fences around the worksite.
The operator must check personally the work position, roads to be used, and existence of obstacles before starting
operations.
Always determine the travel roads in the worksite 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 be in water which is in excess of the permissible water depth.
FIRE PREVENTION
Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compartment. These could cause a fire.
Check fuel, lubrication, and hydraulic systems for leaks. Have any leaks
repaired.
Wipe up any excess oil, fuel or other flammable fluids.
Be sure a fire extinguisher is present and working.
Do not operate the machine near any flame.
PREPARING FOR OPERATION
Always mount and dismount facing the truck. Never attempt to mount or dismount the truck while it is in motion.
Always use handrails and ladder when mounting or dismounting from the truck.
Check the deck areas for debris, loose hardware or tools. Check for people and objects that might be in the way.
Become familiar with and use all protective equipment devices on the truck and insure that these items (anti-skid
material, grab bars, seat belts, etc.) are securely in place.
VENTILATION FOR ENCLOSED AREAS
If it is necessary to start the engine within an enclosed area, provide adequate ventilation.
Exhaust fumes from the engine can KILL.
A03017
A3-5
IN OPERATORS CAB - BEFORE STARTING ENGINE
Do not leave tools or spare parts lying around in the operators compartment or allow trash to accumulate in cab
of truck. Keep all unauthorized reading material out of 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
seat belts when operating your machine.
Read and understand the contents of this manual. Read the Section 3 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 operators cab.
Insure steering wheel, horn, controls and pedals are free of any oil, grease or mud.
Check operation of windshield wiper, condition of wiper blades, and check washer reservoir for fluid level.
Be familiar with all steering and brake system controls and warning devices, road speeds and loading capabilities,
before operating the truck.
KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN
Remove any dirt from the surface of the windshield and all cab windows and lights. Good visibility may prevent
an accident.
Adjust the rear view mirror to a position where the operator can see best from the operators seat, and keep the
surface of the mirror clean. If any glass or light should break, replace it with a new part.
Insure headlights, worklights and taillights are in proper working order. Check that the machine is equipped with
the head lamps and working lamps needed for the operating conditions.
OPERATING THE MACHINE

WHEN STARTING ENGINE
NEVER start the engine if a warning tag has been attached to the control.
When starting the engine, sound the horn as an alert.
Start and operate the machine only while seated.
Do not allow any person other than the operator in the operators compartment or any other place on the machine.
Truck Operation - General
WEAR SEAT BELTS AT ALL TIMES.
Only authorized persons are allowed to ride in truck. Riders should be in cab only and belted in passenger seat.
Do not allow anyone to ride on decks or steps of truck.
Do not allow anyone to get on or off truck while it is in motion.
Do not move truck into or out of a building without a signal person present.
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!
Report immediately to supervisor any conditions on haul road, pit or dump area that may cause an operating
hazard.
A3-6
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Check for flat tires periodically during shift. If truck has been run on a flat, it must not be parked in a building
until the tire cools.
If tire must be changed, do not stand in front of rim and locking ring when inflating tire mounted on the machine.
Observers should not be permitted in the area and should be kept away from the side of such tires.
Tire and rim assembly may expode 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, such as to fight 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 at least 8 hours
or until the tire and wheel are cool.
Keep serviceable fire fighting equipment at hand. Report used extinguishers for replacement or refilling.
Always have parking brake applied when the truck is parked and unattended. DO NOT leave truck unattended
while engine is running.
When parking, park a safe distance from other vehicles as determined by

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, check that the alarm
works properly.
Check that there is no one near the machine. Be particularly careful to check behind the machine.
If necessary, designate a person to check the safety. 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 worksite
traffic.
Do not allow any one to enter the line of travel of the machine. This rule must be strictly observed even on
machines equipped with a back-up alarm or rear view mirror.
TRAVELING
When traveling on rough ground, travel at low speed. When changing direction, avoid turning suddenly.
Lower the dump body and set the dump lever to the FLOAT position when traveling.
If the engine should stop when the machine is traveling, the emergency steering system will be activated.
Apply the brakes immediately and stop the machine as quickly and safely as possible, and off the haul road, if
possible.
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A3-7
TRAVELING ON SLOPES
Traveling on slopes could result in the machine tipping over or slipping.
Do not change direction on slopes. To ensure safety, go down to level ground before turning.
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. Take all possible steps to avoid traveling sideways, and always keep the travel
speed low.
When traveling downhill, use the retarder to reduce speed. Do not turn the steering wheel suddenly. Do not use
the foot brake except in an emergency.
If the engine should stop on a slope, apply the brakes fully and apply the parking brake to stop the machine.
ENSURE GOOD VISIBILITY
When working in dark places, install working lamps and head lamps, and set up lighting in the work area if
necessary.
Stop operations if the visibility is poor, such as in mist, snow, or rain, and wait for the weather to improve to a
condition that allows the operation to be carried out 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, so always travel slowly and avoid sudden starting, turning, or stopping.
Be extremely careful when carrying out snow-clearing operations. 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 drive extremely carefully and lower the dump body completely before driving
the machine.
DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES
Going close to high-voltage cables can cause electric shock. Always maintain the safe distance given below
Voltage
Min. 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
between the machine and the electric cable.
The following actions are effective in preventing accidents:

1) Wear shoes with rubber or leather soles.
2) Use a signalman to give warning if the machine approaches too close to the electric cable.
If the work equipment should touch the electric cable, the operator should not leave the operators compartment.
When carrying out operations near high voltage cables, do not let anyone come close to the machine.
Check with the electrical maintenance department about the voltage of the cables before starting operations.
A3-8
A03017
WHEN DUMPING
Before starting the dumping operation, check that there is no person or object behind the machine.
Stop the machine in the correct position, and check again that there is no person or object 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 carrying out dumping operations on slopes, the machine stability will become poor and there is danger
that it may tip over. Always carry out such operations extremely carefully.
Do not travel with the dump body raised.
WORKING ON LOOSE GROUND
Avoid operating the machine too close to the edge of 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 the soil after heavy rain or
blasting is weakened in these areas.
Earth laid on the ground and the soil near ditches is loose. It can collapse under the weight or vibration of the
machine. Avoid these areas, if 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 operators 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, set the parking lever to the PARKING position, stop the
engine, then lock everything. Always take the key with you.
TOWING
WHEN TOWING, FIX WIRE TO HOOK
Towing in the wrong way may lead to serious personal injury or damage.
When using another machine to tow this machine, use a towing device with ample strength for the weight of this
machine.
Never tow a machine on a slope.
Do not use any towing rope that has kinks or is twisted.
Do not stand astride the towing cable or wire rope.
When connecting a machine that is to be towed, do not let any one come between the towing 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 machine, and secure
it in position.
(For towing method, see Section 3, Operating Instructions, TOWING.)
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A3-9
BATTERY
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 could 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 or milk, beaten egg 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 starting 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 the battery cap securely.
Tighten the battery terminals securely. Loosened 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 the booster cables. Disconnect the ground or negative
(-) cable first when removing them.
If any tool touches between the positive (+) terminal and the chassis, it will cause sparks. This is dangerous, so
be sure to work carefully.
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, be sure to connect it as far as
possible from the battery.
A3-10
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PRECAUTIONS FOR MAINTENANCE
BEFORE CARRYING OUT MAINTENANCE

WARNING TAG
If others start the engine or operate the controls while you are performing service or lubrication, you could suffer
serious injury or death.
ALWAYS attach the WARNING TAG to the control lever in the operators 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. (Part No. 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
When carrying out inspection or maintenance, always stop the machine on firm flat ground, lower the dump body,
then stop the engine.
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 set the parking brake lever to the PARKING position. Always carry out the work
with two people. One person should sit on the operators seat to stop the engine if necessary.
NEVER move any controls not needed to operate.
When servicing the machine, be careful not to touch any moving part or get clothing caught.
Put blocks under the wheels.
When carrying out service with the dump body raised, always place the dump lever at the HOLD position, and
apply the lock (if equipped). Install the body-up safety pins (or cable) securely.
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A3-11
DURING MAINTENANCE
PERSONNEL
Only authorized personnel can service and repair the machine. Extra precaution should be used when grinding,
welding, and using a sledge-hammer.
ATTACHMENTS
Place attachments that have been removed from the machine in a safe place so
that they do not fall. If they fall on you or others, serious injury could result.
WORK 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, or scattered tools or broken pieces are dangerous because
they may 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 not
move or may move unexpectedly.
Do not use water or steam to clean the sensors, connectors, or the inside of the
operators compartment.
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 for washing any parts.
Always add fuel and oil in a well-ventilated place.
A3-12
A03017
RADIATOR WATER LEVEL
If it is necessary to add water to the radiator, stop the engine and allow the engine
and radiator to cool down before adding the water.
Slowly loosen the cap to relieve pressure before removing the cap.
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 BATTERY
When repairing the electrical system or when carrying out 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 fuel hoses or oil hoses. If fuel or oil leaks, it may cause a fire.
PRECAUTIONS WITH HIGH PRESSURE OIL
Do not forget that the work equipment circuits are always under pressure.
Do not add oil, drain oil, or carry out maintenance or inspection before completely releasing the internal pressure.
If oil is leaking under high pressure from small holes, it is dangerous if the jet of high-pressure oil hits the skin or
enters the eyes. Always wear safety glasses and thick gloves, and 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.
A03017
A3-13
PRECAUTIONS WHEN CARRYING OUT MAINTENANCE AT HIGH TEMPERATURE OR HIGH PRESSURE
Immediately after stopping operations, the engine cooling water and oil at all parts are at high temperature and
under high pressure.
In this condition, if the cap is removed, or the oil or water are drained, or the filters
are replaced, it may result in burns or other injury. Wait for the temperature to go
down, then carry out the inspection and maintenance in accordance with the
procedures given in this manual.
ROTATING FAN AND BELT
Keep away from rotating parts and be careful not to let anything get caught in them.
If your body or tools touch the fan blades or fan belt, they may be cut off or sent flying,
so never touch any rotating parts.
WASTE MATERIALS
Never dump waste oil in a sewer system, rivers, etc.
Always put oil drained from your machine in containers. Never drain oil directly on
the ground.
Obey appropriate laws and regulations when disposing of harmful objects such as
oil, fuel, coolant, solvent, filters, batteries, and others.
A3-14
A03017
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 safety, always keep 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.
If the tires become hot, a flammable gas is produced, and this may ignite. It is particularly dangerous if the tires
become overheated when the tires are under pressure. If the gas generated inside the tire ignites, the internal pressure
will suddenly rise, and the tire will explode, and this may lead to serious personal injury. 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 under high internal pressure:
Welding the rim
Building fires or carrying out welding near the wheel or tire.
If the proper procedure for carrying out maintenance or replacement of the wheel or tire is not used, the wheel or tire
may burst and cause serious injury or damage. When carrying out such maintenance, please consult the authorized
regional Komatsu Mining Systems, Inc. distributor, or the tire manufacturer.
STORING TIRES AFTER REMOVAL
As a basic rule, store the tires in a warehouse 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, get out of the way quickly. The tires for construction equipment are extremely heavy,
so trying to hold the tire may lead to serious injury.
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A3-15
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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A3-16
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WHEN REPAIRS ARE NECESSARY

1. Only qualified maintenance personnel who understand the systems being repaired should accomplish repairs.
2. Many components on the Truck are large and
heavy. Insure that lifting equipment - hoists,
slings, chains, lifting eyes - are of adequate capacity to handle the lift.
3. DO NOT WORK 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.
9. If truck is to be towed for any reason, use a rigid

tow bar. Check truck cab for decal recommending
special towing precautions. (Also refer to Towing
Procedure in OPERATING INSTRUCTIONS.)
10. Drain, clean and ventilate fuel tanks and/or hydraulic tanks before making any welding repairs.
4. Do not repair or service truck while engine is

running, except when adjustments can only be
made under such conditions. Keep a safe distance from moving parts.
Any operating fluid, such as hydraulic oil or brake

fluid escaping under pressure, can have sufficient
force to enter a persons 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.
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.
11. Relieve pressure in lines or hoses before making

any disconnects.
6. Follow package directions carefully when using

any cleaning solvent.
12. After adjustments or repairs, replace all shields,

screens and clamps.
13. Tire Care:
7. If an auxiliary battery assist is needed, use the

external battery connections provided on the
truck.
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 Trucks.)
Always fasten the welding machine ground (-)
lead to the piece being welded; grounding
clamp MUST BE ATTACHED AS NEAR AS
POSSIBLE to the weld area. 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. Never allow welding current to pass through ball bearings, roller
bearings, suspensions, or hydraulic cylinders.
A03017
Do not stand in front of rim and locking ring when

inflating tire mounted on the machine. Observers
should not be permitted in the area and should be
kept away from the side 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.
A3-17
Special Precautions for Working on a 930E Truck

Preliminary Procedures before Welding or
Performing Maintenance
Prior to welding and/or repairing the Truck, maintenance personnel should attempt to notify the Komatsu
factory representative. Only qualified personnel, specifically trained for servicing the AC Drive System,
should perform this service.
If it is necessary to perform welding or repair to the
truck without the field engineer present, the following
procedures should be followed to ensure that the truck
is safe for maintenance personnel to work on and to
reduce the chance for damage to equipment.
Anytime the 930E engine is running:
Do not open any of the cabinet doors or remove any covers.

Do not use any of the power cables for hand
holds or foot steps.
Do not touch the retarder grid elements.
2. Place REST switch in On position to put AC

Drive System in REST mode of operation. Be
sure the REST indicator light in the overhead
panel is illuminated.
3. With engine cooled down, turn keyswitch counterclockwise to Off position for normal shutdown
of engine.
If engine does not shutdown with keyswitch, use
Engine Shutdown Switch on operator cab center
console, and hold this switch down until engine
stops.
4. With keyswitch Off, and engine stopped, wait at
least 90 seconds. Insure steering circuit is completely bled down by turning steering wheel back
and forth several times. No front wheel movement
will occur when hydraulic pressure is relieved.
If the vehicle continues to steer after shutdown,
notify maintenance personnel.
5. Verify that all the LINK VOLTAGE lights are OFF
(one on back wall of operator cab, and two on
deck control cabinets), and notify maintenance
personnel, if any light remains illuminated longer
than five minutes after engine shutdown.
6. Close and lock all windows, remove key from
keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly. Put wheel chocks in place.
Before opening any cabinets or touching a grid

element or a power cable, the engine must be
shutdown.
Normal Engine Shutdown Procedure

1. Stop the truck out of the way of other traffic on a
level surface (dry, if possible) and free of overhead power lines or other obstructions (in case
dump body should need to be raised).
a. Reduce engine speed to idle.
Allow engine to cool gradually by running at low
idle for 3 to 5 minutes.
b. Place the directional Selector Switch in Neutral.
c. Apply the Parking Brake switch.
Be sure the Parking Brake Applied indicator
light in the overhead display panel is illuminated.
A3-18
Engine Shutdown Procedure before Welding or

Performing Maintenance
Normal operation of the drive system at shutdown
should leave the system safe to maintain. However, in
the event of a system failure, performing the following
procedure prior to any maintenance activities will ensure that no hazardous voltages are present in the AC
Drive System.
1. Before shutting down the engine, verify the status
of all the drive system warning lights on the
overhead display panel. Use the Lamp Test
Switch to verify that all lamps are functioning
properly.
If any of the RED Drive System warning lights
remain ON, do not attempt to open any cabinets,
disconnect any cables, or reach inside the retarder grid cabinet without a trained drive system
technician present - even if engine is shut down.
Only qualified personnel, specifically trained
A03017
for servicing the AC Drive System, should

perform this service.
10. Power cables and wiring harnesses must be

protected from weld spatter and heat.
2. If all red drive system warning lights are off, follow

the Normal Engine Shutdown Procedure.
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.
3. After the engine has been stopped for at least five

(5) minutes, inspect the LINK VOLTAGE lights on
the exterior of the main control cabinet and back
wall of the operators cab (DID panel). If all lights
are OFF, the retard grids, wheel motors, alternator, and power cables connecting these devices
are safe to work on.
4. Locate the GF Cut-out switch in the access
panel on the left side of the main control cabinet.
Place the switch in the Alternator Cutout position. This will prevent the alternator from re-energizing and creating system voltage, until the
switch is returned to its former position.
5. The blower motors, control cabinet and power
cables connecting these devices are still unsafe.
To establish that these devices are safe, open the
top control cabinet cover and inspect the red
lights on the blower control panel.
If these lights are OFF, the blower system, blower
power cables, and remainder of the control cabinet is safe to work on.
If these lights are ON, refer to steps 11 12.
6. Before welding on the truck, disconnect all electrical harnesses from the Engine Control System
(ECS) inside the electrical cabinet behind the
operators cab (disconnect left one first). Also,
disconnect the ground strap from the ECS.
7. Do not weld on the rear of the control cabinet!
The metal panels on the back of the cabinet are
part of capacitors and cannot be heated.
8. Do not weld on the retard grid exhaust louvers
- they are made of stainless steel. Any welding
done here must be done by qualified welders,
using the appropriate equipment and materials.
Some power cable panels throughout the truck
are also made of aluminum, or stainless steel.
They must be repaired with the same material, or
the power cables may be damaged.
9. Power cables must be cleated in wood or other
non-ferrous materials. Do not repair cable cleats
by encircling the power cables with metal clamps
or hardware. Always inspect power cable insulation prior to servicing the cables and prior to
returning the truck to service. Discard cables with
broken insulation.
A03017
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.
Before doing any welding on the truck, always
disconnect the battery charging alternator lead
wire and isolate electronic control components
before making welding repairs.
In addition, always disconnect the positive and
negative battery cables of the vehicle. Failure to
do so may seriously damage the battery and
electrical equipment.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions, or
hydraulic cylinders.
11. If the red lights on the exterior of the control
cabinet and/or the back wall of the operators cab
continue to be illuminated after following the
above procedure, a fault has occurred.
Leave all cabinet doors in place, do not touch the
retard grid elements, do not disconnect any
power cables, or use them as hand or foot holds.
Notify the Komatsu factory representative immediately. Only qualified personnel, specifically trained for servicing the AC Drive
System, should perform this service.
12. If the red lights on the blower control panel are
illuminated after following the above procedure, a
fault has occurred. Reinstall the control cabinet
panel. Do not perform maintenance on the blower
control panel or blower motor power cables.
Notify the Komatsu factory representative immediately. Only qualified personnel, specifically trained for servicing the AC Drive
System, should perform this service.
13. Replace all covers and doors and place the GF
cutout switch and battery disconnect switches in
their original positions, and re-connect all harnesses prior to restarting the truck.
Leave the drive system in the REST position until
the truck is to be moved.
A3-19
TRUCK OPERATION
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 made by the
operator before attempting to start the engine.
Local work practices may prevent an operator from

performing all tasks suggested here, but to the extent
permitted, the operator should follow this or similar
routine.
SAFETY IS THINKING AHEAD

Prevention is the best safety program. Prevent a
potential accident by knowing the employers safety
requirements, all necessary job site regulations, as
well as use and care of the safety equipment on the
truck. Only qualified operators or technicians should
attempt to operate or maintain the Komatsu 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 made before the
operator attempts engine start-up. A walk around inspection is a systematic ground level inspection of the
truck and its components to insure that the truck is safe
to operate before entering the operators 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, and continuing forward
up the opposite side of the truck to the original starting
point.
If these steps are taken in sequence, and are repeated
from the same point and in the same direction before
every shift, many potential problems may be avoided,
or scheduled for maintenance. UNSCHEDULED
downtime and loss of production can be reduced.
A3-20
HIGH VOLTAGE MAY BE PRESENT ON THIS

TRUCK! DO NOT OPEN ANY ELECTRICAL CABINET DOORS ON THIS TRUCK WHEN THE ENGINE
IS RUNNING! NEVER CLIMB ON ANY POWER CABLES OR USE POWER CABLES FOR HANDHOLDS OR FOOTHOLDS, UNLESS THE ENGINE
HAS BEEN SHUT DOWN AND SYSTEM HAS BEEN
VERIFIED AT REST!
1. Start at left front of truck. 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
unbroken.
Empty the dust pans on the left side air cleaner
assemblies. Be sure battery box covers are in
place and secure.
2. Move behind the front of the left front tire, inspect
the hub and brake assemblies for leaks and any
abnormal conditions. Check front wheel hub oil
sight gauge for oil level.
Check that all suspension attaching hardware is
secure and inspect mounting key area for evidence of wear. Check that the suspension extension (exposed piston rod) is correct, and that
there are no leaks.
3. With engine stopped, check engine oil level. If
dark, turn on service light.
4. Inspect air conditioner belts for correct tension,
obvious wear, and tracking. Inspect fan guard for
security and condition. When leaving this point,
be sure to turn off service light, if used.
5. Inspect anchor end of steering cylinder for proper
greasing and for security.
6. Move outboard of the front wheel, and inspect
attaching nuts/studs to be sure all are tight and
complete. Check tires for cuts, damage or bubbles and that inflation appears to be correct.
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START HERE
Walk Around Inspection
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A3-21
7. Move behind the rear of the front wheel, inspect

for leaks at hub or brakes or any unusual conditions. Inspect suspension hardware to be sure it
is all in place. Inspect live end of steering cylinder
for proper greasing, and for security of all parts.
Inspect for any hydraulic leaks.
8. Inspect sight glass on hydraulic tank. With engine
stopped and body down, hydraulic fluid must be
visible in lower sight glass.
9. Move on around the hydraulic tank and in front of
the rear dual tires, inspect the hoist cylinder for
any damage and leaks, also that lower guard is
in place. Inspect both upper and lower hoist cylinder pins for security, and for proper greasing.
10. Before leaving this position, look under the lower
edge of the chassis to be sure the flexible duct
that carries the air from the main blower to the
final drive housing is in good condition with no
holes or breakage. Also look up at the main
hydraulic pumps to see that there is no leakage
or any other unusual condition with pumps or
pump drive shafts.
11. Move on around the dual tires, check to see that
all nuts/studs are in place and tight. Inspect wheel
for any leakage that would indicate brake leakage, or wheel motor leakage.
Check dual tires for cuts, damage or bubbles
and that inflation appears to be correct. If truck
has been run on a flat, the tire must be cooled
before parking truck inside. Inspect for any
rocks that might be lodged between dual tires,
and that rock ejector is in good condition and
straight so that it can not damage a tire.
12. Inspect left rear suspension for damage and for
correct rod exposure, and that there are no leaks.
See that covers over the chromed piston rod are
in good condition and inspect for proper greasing.
13. Open rear hatch cover. Inspect for leaks around
the parking brakes. Inspect condition of cooling
air exhaust ductwork to be certain that it is intact
and that there are no obstructions.
14. While standing in front of rear hatch, look up to
see that rear lights are in good condition, along
with dual back up horns. Look up at panhard rod
to see that it is getting proper greasing. Also look
at both body hinge pins for greasing and any
abnormal condition. Check hoist limit switch and
clear any mud/debris from contacts.
16. Move on around the right dual tires, inspect between the tires for rocks, and for condition of the
rock ejector, inspect the tires for cuts or damage,
and for correct inflation.
17. Perform the same inspection for wheel nuts/studs
and wheel leaks that was done on the left hand
dual wheels.
18. Move in front of right dual tires, and inspect the
hoist cylinder the same as was done on the left
side.
Check security and condition of body-up limit
switch. Remove any mud/dirt accumulation from
switch.
19. Move on around the fuel tank, inspect the fuel
quantity gauge, (this should agree with what will
show on the gauge in the cab). Inspect the attaching hardware for the fuel tank at the upper saddles, and then at the lower back of the tank for the
security and condition of the mounts. Check hoist
filters for leaks.
20. Move in behind the right front wheel, and inspect
the steering cylinder, suspension attaching hardware and suspension extension, as well as greasing and attaching hardware for the steering
cylinder. Inspect the hub and brakes for leaks and
any unusual condition. Be sure the suspension
protective boot is in good condition.
21. Move out and around the right front wheel, inspect
that all nuts/studs are in place and tight.
22. Move in behind the front of the right front wheel,
check hub and brakes for leaks and any unusual
condition. Inspect steering cylinder for security
and for proper greasing. Inspect the engine compartment for any leaks and unusual condition.
Inspect the fan guard, and belts also for any rags
or debris behind radiator. Turn work light off, if
used, and secure the ladder up and latched.
23. Inspect auto lube system. See Lincoln Auto Lube
in Section M, for specific details concerning
auto lube system.
24. Move on around to the right front of the truck, drop
the air cleaner pans to remove dirt, latch up and
secure. Inspect battery box cover for damage and
be sure it is in place and secure.
25. As you move in front of the radiator, inspect for
any debris that might be stuck in front of the
radiator and remove it. Check for any coolant
leaks. Inspect all head and fog lights.
15. Perform the same inspection on the right rear

suspension as done on the left.
A3-22
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26. Before climbing ladder to first level, be sure

ground level engine shutdown switch is ON.
Inspect fire control actuator to be sure safety pin
is in place and plastic tie that prevents accidental
actuation is in place and in good condition. Be
sure battery disconnect switches are ON. Always use grab rails and ladder when mounting or
dismounting from the truck. Clean ladder and
hand rails of any foreign material, such as ice,
snow, oil or mud.
33. Adjust seat and steering wheel so that it is comfortable for use.
34. Read and understand the description of all Operator Controls in Section N, Cab, Instrument
Panel and Indicator Switches.
Be familiar with all control locations and functions
BEFORE operating truck.
27. Use stairs and handrails while climbing from first

level to cab deck.
ENGINE START-UP SAFETY PRACTICES
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while
the truck is in motion.
28. When checking coolant in radiator, use coolant
level sight gauge (if equipped) or observe coolant
level through opening in end of hood. If it is
necessary to remove radiator cap, shut down
engine (if running), and relieve coolant pressure
SLOWLY, before removing radiator cap.
If engine has been running, allow coolant to cool,

before removing the fill cap or draining radiator.
Serious burns may result if coolant is not allowed
to cool.
1. Insure all personnel are clear of truck before

starting engine. Always sound the horn as a
warning before actuating any operational controls. If the truck is in an enclosure, insure adequate ventilation before start-up. Exhaust fumes
are dangerous!
2. Be sure parking brake switch is in On position.
Check and insure Selector Switch is in Neutral
before starting.
Place REST switch in On position (put drive
system in REST mode of operation).
Refer to discussion of REST Switch in Section
N, Cab, Instrument Panel and Indicator
Switches section.
3. If truck is equipped with auxiliary cold weather
heater system(s), do not attempt to start engine
while heaters are in operation.
Damage to coolant heaters will result!
29. Inspect covers over retarding grids to be sure

latches are in place and secure. Inspect main air
inlet to be sure it is clear. Be sure all cabinet door
latches are secure.
30. Move on around the cab to the back, open the
doors to the brake cabinet, inspect for leaks.
Before latching doors, turn work lights off, if used.
31. Clean cab windows and mirrors; clean out cab
floor as necessary. Insure steering wheel, controls and pedals are free of any oil, grease or mud.
32. Stow personal gear in cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operators cab,
should be cleared. Do not carry tools or supplies
in cab of truck or on the deck.
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A3-23
AFTER ENGINE HAS STARTED

1. Become thoroughly familiar with steering and
emergency controls. After engine has started and
low pressure and warning systems are normal,
test the truck steering in extreme right and left
directions. If the steering system is not operating
properly, shut engine down immediately. Determine the steering system problem and have repairs made before resuming operation.
4. The keyswitch is a three position (Off, Run, Start)

switch. When switch is rotated one position clockwise, it is in the Run position and all electrical
circuits (except Start) are activated.
a. Turn keyswitch to Run (not Start) position.
b. With Selector Switch in Neutral, rotate
keyswitch fully clockwise to Start position,
and HOLD this position until engine starts (see
NOTE below). Start position is spring-loaded
to return to Run when key is released.
c. After engine has started, place REST switch in
Off position (de-activate the REST mode of
operation).
Refer to discussion of REST SWITCH, in Section N, Cab, Instrument Panel & Indicator
Switches.
NOTE: This truck is equipped with an engine prelube

system. With this feature, a noticeable time delay may
occur (while engine lube oil passages are being filled
and pressurized) before engine cranking will begin.
Cold Weather Starting
Do not crank an electric starter for more than

30 seconds.
Allow two minutes for cooling before attempting to start engine again.
Severe damage to starter motor can result
from overheating.
A3-24
2. Operate each of the trucks brake circuits at least

twice prior to operating and moving the truck.
These circuits include individual activation from
the operators cab of the service brake, parking
brake, and brake lock. With the engine running
and with the hydraulic circuit fully charged, activate each circuit individually. If any application or
release of any brake circuit appears sluggish or
improper, or if warning alarms are activated on
application or release, shut the engine down and
notify maintenance personnel. Do not operate
truck until brake circuit in question is fully operational.
3. Check gauges, warning lights and instruments
before moving the truck to insure proper system
operation and proper instrument functioning.
Give special attention to braking and steering
circuit hydraulic warning lights. If warning lights
come on, shut down the engine immediately and
determine the cause.
4. Insure headlights, worklights and taillights are in
proper working order. Good visibility may prevent
an accident. Check operation of windshield wiper.
5. When truck body is in dump position, do not allow
anyone beneath it unless body-up retaining pin or
cable is in place.
6. Do not use the fire extinguisher for any purpose
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used
unit can be refilled or replaced.
7. Do not allow unauthorized personnel to ride in the
truck. Do not allow anyone to ride on the ladder
of the truck.
8. Do not leave truck unattended while engine is
running. Shut down engine and apply park brake
before getting out of cab.
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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.
If any of the red warning lights come On or if any

gauge reads in the red area during truck operation,
a malfunction is indicated. Stop truck as soon as
safety permits, shut down engine if problem indicates and have problem corrected before resuming truck operation.
Truck is equipped with Slip/Slide control. If this

function should become inoperative, operating
truck with stalled or free spinning wheel motors
may cause serious damage to wheel motors! If
truck does not begin to move within 10 seconds
after depressing throttle pedal (Selector Switch in
a drive position), release throttle pedal and allow
wheels to regain traction before accelerating engine again.
1. Always look to the rear before backing the truck.

Watch for and obey ground spotters hand signals
before making any reverse movements. Sound
the warning horn (3 blasts). 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
seat belt fastened. Keep hands and feet inside
the cab compartment while truck is in operation.
3. Check gauges and instruments frequently during
operation for proper readings.
4. Observe all regulations pertaining to the job sites
traffic pattern. Be alert to any unusual traffic pattern. Obey the spotters signals.
5. Match the truck speed to haul road conditions and
slow the truck in any congested area. Keep a firm
grip on steering wheel at all times.
6. Do not allow engine to run at Idle for extended
periods of time.
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7. Check parking brake periodically during shift. Use

parking brake ONLY for parking. Do not use park
brake for loading / dumping.
Do not attempt to apply parking brake while truck
is moving!
Do not use Brake Lock or Emergency Brake (if

equipped) for parking.
With engine stopped, hydraulic pressure will bleed
down, allowing brakes to release!
8. Check brake lock performance periodically for
safe loading and dump operation.
9. Proceed slowly on rough terrain to avoid deep ruts
or large obstacles. Avoid traveling close to soft
edges and the edge of fill area.
10. Truck operation requires concentrated effort by
the driver. Avoid distractions of any kind while
operating the truck.
MACHINE OPERATION ON THE HAUL

ROAD
1. Always stay alert! If unfamiliar with the road, drive
with extreme caution.
Cab doors should remain closed at all times if
truck is in motion or unattended.
2. Obey all road signs. Operate truck so it is under
control at all times. Govern truck speed by the
road conditions, weather and visibility. Report
haul road conditions immediately. Muddy or icy
roads, pot holes or other obstructions can present
hazards.
3. Initial propulsion with a loaded truck should begin
from a level surface whenever possible, but when
there are circumstances where starting on a hill
or grade cannot be avoided, refer to the STARTING ON A GRADE WITH A LOADED TRUCK
procedure.
4. When backing the truck, give back-up signal
(three blasts on the horn); when starting forward,
two blasts on the horn. These signals must be
given each time the truck is moved forward or
backward.
5. Use extreme caution when approaching a haul
road intersection. Maintain a safe distance from
oncoming vehicles.
A3-25
6. Maintain a safe distance when following another

vehicle. Never approach another vehicle from the
rear, in the same lane, closer than 50 ft. (15 m).
When driving on a down grade, this distance
should not be less than 100 ft. (30 m).
7. Do not stop or park on a haul road unless unavoidable. If you must stop, move truck to a safe place,
apply parking brake, and shut down engine before leaving cab. Block wheels securely and notify
maintenance personnel for assistance.
8. Before starting up or down a grade, maintain a
speed that will insure safe driving and provide
effective retarding under all conditions (refer to
DYNAMIC RETARDING OPERATION). The
Grade/Speed Chart in the operators cab should
always be referenced to determine MAXIMUM
safe truck speeds for descending various grades
with a loaded truck.
9. When operating truck in darkness, or when visibility is poor, do not move truck unless all headlights, clearance lights, and tail lights are on. Do
not back truck if back-up horn or lights are inoperative. Always dim headlights when meeting
oncoming vehicles.
10. If the Emergency Steering light and/or Low
Brake Pressure Warning light (if equipped) illuminate during operation, steer the truck immediately to a safe stopping area, away from other
traffic if possible. Refer to item 7 above.
11. Check tires for proper inflation periodically during
shift. If truck has been run on a flat, or under-inflated tire, it must not be parked in a building
until the tire cools.
DYNAMIC RETARDING OPERATION

Dynamic Retarding is a braking torque (not a brake)
produced through electrical generation by the wheelmotors when the truck motion (momentum) is the
propelling force. For normal truck operation, Dynamic
Retarding should be used to slow and control the
speed of the truck.
Dynamic Retarding is available in Forward/Reverse
at all truck speeds above 0 mph/kph; however, as the
truck speed slows below 3 mph (4.8 kph), the available
retarding force may not be effective. Use the service
brakes to bring the truck to a COMPLETE stop.
Dynamic Retarding will NOT hold a stationary truck on
an incline; use the Parking Brake or Wheel Lock brake
for this purpose.
A3-26
Dynamic Retarding is available in Neutral only when

truck speed is above 3 mph (4.8 kph).
When dynamic retarding is in operation, the engine
RPM will automatically go to an advance RPM retard
speed setting (usually 900 - 1000 RPM*).
* NOTE: The exact engine speed in retarding may vary
due to the temperature of certain components; this is
controlled by the Propulsion System Controller.
Dynamic retarding will be applied automatically, if the
speed of the truck obtains the maximum truck speed
of 40 MPH (64 KPH). Any application of the Dynamic
retarding system (automatic, retarder lever, or foot
pedal) will cause an indicator light to illuminate in the
overhead display panel.
DYNAMIC RETARDER CONTROL LEVER
The Dynamic Retarder Control Lever mounted on the
right side of the steering column can be used to
modulate retarding effort. The lever will command the
full range of retarding and will remain at a fixed position
when released.
a. When the lever is rotated to full Up (counterclockwise) position, it is in the Off/No Retard
position.
b. When the lever is rotated to full Down (clockwise) position, it is in the full On/Retard position.
c. For long downhill hauls, the lever may be positioned to provide a desired retarding effort, and it
will remain where it is positioned.
NOTE: The Retarder Control Lever must be rotated back to the Off position before the truck
will resume the PROPEL mode of operation.
The lever and foot-operated Retarder/Service Brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will determine which device is requesting the most retarding
effort and apply that amount.
DYNAMIC RETARDER/SERVICE BRAKE PEDAL
The Dynamic Retarder/Service Brake Pedal is a single, foot-operated pedal which controls both retarding
and service brake functions. The first portion of pedal
travel commands retarding effort through a rotary potentiometer. The second portion of pedal travel modulates service brake pressure directly through a
hydraulic valve. Thus, the operator must first apply,
and maintain, full dynamic retarding in order to apply
A03017
the service brakes. Releasing the pedal returns the

brake and retarder to the off position.
When the pedal is partially depressed, the dynamic
retarding is actuated. As the pedal is further depressed
to where dynamic retarding is fully applied; the service
brakes (while maintaining full retarding) are then actuated through a hydraulic valve, which modulates pressure to the service brakes. Completely depressing
the pedal causes full application of both dynamic
retarding AND the service brakes. An indicator light
in the overhead panel will illuminate, and an increase
in pedal resistance, will be felt when the the Service
Brakes are applied.
For normal truck operation, Dynamic Retarding (lever
or foot-operated pedal) should be used to slow and
control the speed of the truck.
Service brakes should be applied only when dynamic
retarding requires additional braking force to slow the
truck speed quickly, or when bringing the truck to a
COMPLETE stop.
STARTING ON A GRADE WITH A

LOADED TRUCK
Initial propulsion with a loaded truck should begin from
a level surface whenever possible, but when there are
circumstances where the starting on a hill or grade
cannot be avoided, use the following procedure:
1. Fully depress the foot-operated retarder/service
brake pedal (do NOT use retarder lever) to hold
the truck on the grade. With service brakes fully
applied, move the selector switch to a drive position (Forward/Reverse) and increase engine
RPM with throttle pedal.
2. As engine RPM approaches maximum, and operator senses propulsion effort working against
the brakes, release the brakes and let truck movement start. Be sure to completely release the
foot-operated retarder/service brake pedal. As
truck speed increases above 3-5 MPH (5-8 KPH)
the Propulsion System Control (PSC)will drop
propulsion, if the retarder is still applied.
Releasing and reapplying dynamic retarding during a hill start operation will result in loss of
propulsion.
A03017
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.
LOADING
1. Pull into the loading area with caution. Remain at
a safe distance while truck ahead is being loaded.
2. Do not drive over unprotected power cables.
3. When approaching or leaving a loading area,
watch out for other vehicles and for personnel
working in the area.
4. When pulling in under a loader or shovel, follow
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 follow a similar
pattern.
5. When being loaded, operator should stay in truck
cab with engine running.
Place Selector Switch in Neutral and apply
Wheel Brake Lock.
6. When loaded, pull away from shovel as quickly as
possible but with extreme caution.
DUMPING
1. Pull into dump area with extreme caution. Make
sure 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
edge of dump area.
Position truck on a solid, level surface before
dumping.
As body raises, the truck Center of Gravity (CG)

will move. Truck must be on level surface to prevent tipping / rolling!
A3-27
2. Carefully maneuver truck into dump position.

When backing truck into dump position, use only
the foot-operated brake pedal to stop and hold
truck; DO NOT rely on Wheel Brake Lock to stop
truck; this control is unmodulated and applies
REAR SERVICE BRAKES ONLY.
3. When truck is stopped and in dump position, apply
Wheel Brake Lock and move the Selector Switch
to the Neutral position.
To Raise dump body:
6. Reduce engine RPM as last stage of hoist cylinder

begins to extend and let engine go to low idle as
last stage reaches half-extension.
7. Release hoist lever as last stage of hoist cylinder
reaches full extension.
8. After material being dumped clears body, lower
body to frame.
To Lower Body
(When dumping over a berm or into a crusher):
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 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 body hinge pins. If it is necessary to
dump this kind of material, refer to the WARNING
in the following procedure:
9. Move hoist lever forward to down position and

release. Releasing the lever places hoist control
valve in the float position allowing the body to
return to frame.
NOTE: If dumped material builds
up at the rear of the body and the
body cannot be lowered, perform
steps "a" & "b" below:
a. Move hoist lever back to the
"hoist" position to fully raise
the dump body. Then release the hoist lever so it returns to the "hold"
position.
NOTE: DO NOT drive forward if the tail of body will not
clear the crusher wall in the fully raised position.
4. Pull the lever to

the rear to actuate hoist circuit.
(Releasing the
lever anywhere
during hoist up
wi ll place the
body in hold at
that position.)
b. Shift Selector Switch to Forward, release

Brake Lock, depress Override button and drive
forward to clear the material. Stop, shift Selector Switch to Neutral, apply Brake Lock and
lower body again.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
has pulled ahead of the material that was previously
preventing the body from lowering.
5. Raise engine RPM to accelerate hoist speed.

Refer to the WARNING below.
If dumping very large rocks or sticky material as

described in WARNING above, slowly accelerate
engine RPM to raise body. When the material starts
to move, release hoist lever to HOLD position. If
material does not continue moving and clear body,
repeat this procedure until material has cleared
body.
A3-28
CAUTION! The truck is not to be moved with the

dump body raised except for emergency moves
only. Failure to lower body before moving truck
may cause damage to hoist cylinders, frame
and/or body hinge pins.
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To Lower Body
(When dumping on flat ground):
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to clear
the material) before the body can be lowered.
a. Shift Selector Switch to Forward, release
just far enough forward for body to clear material. Stop, shift Selector Switch to Neutral,
apply Brake Lock.
b. Move hoist lever forward to down position and
release. Releasing the lever places hoist control valve in the float position allowing the
body to return to frame.
NOTE: If dumped material builds

up at the rear of the body and the
body cannot be lowered, then perform steps "c" and "d" below:
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.
Do not tow the truck any faster than 5 MPH (8 kph).
Attachments for towing the 930E are available from the
Komatsu Distributor Parts Department as follows:
Front Bumper Modification Kit - MK3941: This kit
contains the parts necessary to modify the front
bumper for installation of towing bosses. One MK3941
kit is required for each truck in the fleet.
Tow Adaptor Structure - MK3945: This structure
must be ordered (or designed) to mate with the intended towing vehicle and is intended for towing an
unloaded vehicle only.
A disabled machine may be towed after the following

MINIMUM precautions have been taken.
1. Shut down engine.
c. Move hoist lever back to the "hoist" position to

fully raise the dump body. Then release the
hoist lever so it returns to the "hold" position.
d. Shift Selector Switch to Forward, release
forward to clear the material. Stop, shift Selector Switch to Neutral, apply Brake Lock and
lower body again.
NOTE: Failure to "hoist" the body after making an
unsuccessful attempt at lowering the body may result
in the dump body suddenly lowering after the truck
2. If truck is equipped, install hydraulic connections

for steering and dumping between towing and
towed vehicles. Check towed vehicle for braking
system.
3. Inspect tow bar for adequacy (approximately 1.5
times the gross vehicle weight of truck being
towed).
4. Determine that towing vehicle has adequate capacity to both move and stop the towed truck
under all conditions.
5. Protect both operators in the event of tow bar
failure.
6. Block disabled truck to prevent movement while
attaching tow bar.
has pulled ahead of the material that was previously

preventing the body from lowering.
CAUTION! The truck is not to be moved with the
dump body raised except for emergency moves
only. Failure to lower body before moving truck
may cause damage to hoist cylinders, frame
and/or body hinge pins.
7. Release disabled truck brakes and remove blocking.

8. Sudden movement may cause tow bar failure.
Smooth and gradual truck movement is preferred.
9. Minimize tow angle at all times - NEVER EXCEED
30o. The towed truck must be steered in the
direction of the tow bar.
10. With body returned to frame, move Selector

Switch to Forward, release Brake Lock, and
leave dump area carefully.
A03017
A3-29
SAFE PARKING PROCEDURES

The operator must continue the use of safety precautions when preparing for parking and engine shutdown.
In the event that the equipment is being worked in
consecutive shifts, any questionable truck performance the operator may have noticed must be checked
by maintenance personnel before the truck is released
to another operator.
1. The truck should be parked on level ground, if at
all possible. If parking must be done on a grade,
the truck should be positioned at right angles to
the grade.
2. The parking brake must be applied and/or chocks
placed fore/aft of wheels so that the truck cannot
roll. Each truck should be parked at a reasonable
distance from another.
3. Haul roads are not safe parking areas. In an
emergency, pick 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 flares at night.
NORMAL ENGINE SHUTDOWN

PROCEDURE
The following procedure should be followed at each
engine shutdown.
level surface and free of overhead power lines or
other obstructions (in case dump body should
need to be raised).
a. Reduce engine speed to idle.
c. Apply the Parking Brake switch. Be sure the
Parking Brake Applied indicator light in the
overhead display panel is illuminated.
d. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes, or if preferred, activate
the 5 minute shutdown delay timer as described on the following page.
Drive System in REST mode of operation. Be
sure the REST indicator light in the overhead
A3-30
3. With engine cooled down, turn keyswitch counterclockwise to Off position for normal shutdown
of engine.
If engine does not shutdown with keyswitch, use
Engine Shutdown Switch on operator cab center
console, and hold this switch down until engine
stops.
will occur when hydraulic pressure is relieved. If
the vehicle continues to steer after shutdown,
5. Verify all LINK VOLTAGE lights are OFF (one on
back interior wall of operator cab, two on electrical
cabinet, on deck), and notify maintenance personnel if remains illuminated longer than five
minutes after the engine is shut down.
keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly. Put wheel chocks in place.
DELAYED ENGINE SHUTDOWN

PROCEDURE
level surface and free of overhead power lines or
other obstructions (in case dump body should
need to be raised).
a. Reduce engine speed to low idle.
c. Apply the Parking Brake switch. Be sure the
Parking Brake Applied indicator light in the
overhead display panel is illuminated.
Drive System in REST mode of operation.
Be sure the REST indicator light in the overhead
3. Refer to INSTRUMENT PANEL AND INDICATOR LIGHTS section for location on instrument
panel of the Engine Shutdown Switch with 5
Minute Idle Timer Delay. This is a 3-position
rocker-type switch (Off-On-Momentary).
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a. Press top of switch to

the On (center position), then press firmly
to the Momentary (upper position) and hold
briefly to activate the 5
M i n u t e I d l e Ti me r
(switch is spring-loaded
to return to On position when released). At the same time, while
holding the the momentary switch position,
turn the keyswitch counterclockwise to the
OFF position.
When the engine stops after the 5 minute idle
period, the hydraulic bleeddown timer will be
activated and turn off the 24 VDC electrical
circuits controlled by the keyswitch. The engine will not shutdown if the keyswitch is
not turned OFF using this procedure.
b. When the Engine Shutdown Timer has been
activated, the Timer Delay indicator light in the
overhead display panel
will illuminate to indicate
that the shutdown timing
s equence has been
started. The engine will continue to run at Idle
RPM for approximately 5 minutes to allow for
proper engine cool-down before stopping.
NOTE: To cancel the 5 Minute Idle Timer sequence,
press Timer Delay Shutdown switch to the Off (lower)
position.
If keyswitch is in Off position, engine will stop.

If keyswitch is in On position, engine will
continue to run.
A03017
A3-31
NOTES:
A3-32
A03017
WARNINGS AND CAUTIONS

The following pages give an explanation of the Warning, Caution, and Service Instruction plates and decals
attached to the truck. The plates and decals listed here
are typical of this Komatsu model, but because of
customer options, individual trucks may have plates
and decals that are different from those shown here.
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.
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 surrounds the key switch located to
the right of the steering column on the instrument
panel. The warning stresses the importance of reading
the operators manual before operation.
A Grade/Speed plate is located on the left front post of

the operators cab and provides the recommended
MAXIMUM speeds to be used when descending various grades with a loaded truck.
Always refer to the decal in operators cab. This decal
may change with OPTIONAL truck equipment such as:
wheelmotor drive train ratios, retarder grids, tire sizes,
etc.
! WARNING ! Do not make modifications to this

structure, or attempt to repair damage without
written approval from the Manufacturer.
Unauthorized repairs will void certification.
A warning instruction is applied below the Parking
Brake and the Rear Wheel Brake Lock switches, which
are located to the right of the steering column on the
instrument panel. Pushing the top of the rocker-style
switch turns the function ON, pushing the bottom, turns
it OFF.
The Parking Brake is spring applied and

hydraulically released. It is designed to hold
a stationary truck when the engine is shutdown and keyswitch is turned Off. The truck must be
completely stopped before applying the parking brake,
or damage may occur to parking brake.
To apply the parking brake, press the rocker switch
toward the On symbol. To release the parking brake,
press the rocker switch toward the Offsymbol. When
the keyswitch is On and Parking Brake switch is
applied, the Parking Brake indicator light (A3, Overhead Panel) will be illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch on and engine running, sudden shock caused by loading or dumping could cause
the systems motion sensor to RELEASE the park
brake.
A04039
Warnings and Cautions
A4-1
The Wheel Brake Lock switch is for holding

the truck while parked at the shovel during
loading, or while dumping. It applies the rear
service brakes only. If the brake treadle valve does
not operate, apply this brake to stop the truck. Do NOT
use this brake as a parking brake when leaving the
truck. With engine shut down, the hydraulic system will
eventually bleed down, releasing the service brakes.
Attached to the exterior of both battery compartments

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 (+) posts together and then connect
the negative (-) lead of the auxiliary power cable to a
good frame ground. Do not connect to the negative
posts 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. Get proper medical
help immediately, if required.
These decals are placed above the battery disconnect

switches on the right side of the front bumper to
indicate Off and On positions of the switches.
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.
Warning plates are mounted on the frame in front of,

and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.
This plate is placed on both battery boxes and near the

battery disconnect switches to indicate that the battery
system (24VDC) is a NEGATIVE (-) GROUND system.
A4-2
A04039
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 device (pins or cable) is in position.
These WARNING decals are mounted on the side of

each of the accumulators (both steering and brake) to
alert technicians to discharge all gas and hydraulic
pressure, and to read the maintenance/service manual
prior to performing any service.
This Danger plate is attached to all four suspensions.
These DANGER plates are mounted on the outside of

each frame rail to alert technicians to read the warning
labels attached to the side of each of the accumulators
(see below) prior to releasing internal nitrogen pressure or disconnecting any hydraulic lines or hardware.
There are similar decals mounted on top of each of the
accumulators (both steering and brake) with the same
DANGER message.
The plate contains instructions for releasing internal

pressure before disconnecting any hardware.
Serious injury can occur if these directions are not
followed.
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.
A04039
A4-3
A CAUTION decal is attached below the hydraulic tank

oil level sight gauge. Check level with body down,
engine stopped, and key switch Off. Add oil per filling
instructions, if oil level is below top of sight glass.
A wheel motor oil level decal is attached to the gear

cover on both electric wheel motors. This decal
stresses the fact that the truck must be on a level
surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A decal plate is located on the frame near the left hoist

cylinder which provides the operator or technician with
the hook-up procedure for dumping a loaded, disabled
truck, by using a functional truck for hydraulic power.
A warning plate is attached to the hydraulic tank to
inform technicians that high pressure hydraulic oil is
present during operation. When it is necessary to open
the hydraulic system, be sure engine is stopped and
key switch is Off to bleed down hydraulic pressure.

There is always a chance of residual pressure being
present. Open fittings slowly to allow all pressure to
bleed off before removing any connections.
Refer to the Section L for additional instructions for

using this procedure.
Warning decals are applied to both brake accumulators located inside the brake system cabinet behind
the operator cab. These decals remind servicing technicians to be sure to close the accumulator drain
valves after they have been opened to bleed brake
pressure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).
Any operating fluid, such as hydraulic oil, escaping under pressure can have sufficient force to
enter a persons body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
A4-4
A04039
This CAUTION decal is placed near the battery disconnect switches on the right side of the front bumper to
alert servicing technicians that before doing any welding on the truck, always disconnect the battery charging alternator lead wire and isolate electronic control
components before making welding repairs.
A CAUTION decal is also attached to the door of the

rear hatch cover to alert personnel that HOT EXHAUST AIR is present and may cause injury.
This CAUTION decal is also placed around the Retarding Grid Cabinet.
These WARNING plates are mounted on all of the AC

DRIVE CONTROL housings and cabinets.
In addition, always disconnect the positive and negative battery cables of the vehicle. Failure to do so may
seriously damage the battery and electrical equipment.
HIGH VOLTAGE may be present, with or without,

the engine running!
Only authorized personnel should access these cabinets.
Always fasten the welding machine ground (-) lead to

the piece being welded; 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.
A High Voltage Danger Plate is attached to the door of

the rear hatch cover. HIGH VOLTAGE may be present!
Only authorized personnel should access this rear
housing.
A04039
A4-5
This CAUTION decal is placed on the back of the

control cabinet to alert service technicians that this
area contains capacitors and must not be disturbed in
any manner.
This decal is placed near three different indicator

lights:
In the operator cab, on the D.I.D. panel on the rear

wall.
On the front of the control box which is mounted
on the right side of the main control cabinet.
On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are ON,

High Voltage is present throughout the propulsion and retarding system. Extreme care
should be exercised!
This INFORMATION decal is placed on the outside of

the door panel on the control cabinet wall that faces
the right side of the operator cab.
A4-6
This decal is placed on the ground level engine shutdown switch which is mounted on the left side of the
front bumper structure. It specifies that this switch is
for emergency shutdown only.
A04039
This page illustrates a variety of decals which are

mounted on deck mounted cabinets, housings, and
structures which must be lifted in a specific manner,
and from specific points, in order to safely move or lift
any of these structures.
If any of these decals are damaged or defaced, so that
it is no longer legible, it should be replaced immediately.
Maintenance personnel must follow these lifting
instructions.
A04039
A4-7
A product identification plate is located on the

main frame in front of the right side front wheel
and shows the Truck Model Number, Maximum
G.V.W. and Product Identification Number
(Truck Serial Number).
The Product Identification Number (Truck Serial Number) contains information which will
identify the original manufacturing bill of material for this unit.
The complete truck serial number will be required for the proper ordering of many service
parts and/or warranty consideration.
The Lubrication Chart is mounted on the right hand side of the radiator grille structure.
Refer to the Lubrication and Service section in this manual for more complete lubrication instructions.
A4-8
A04039
STANDARD CHARTS AND TABLES

This manual provides dual dimensioning for most
specifications. U.S. standard units are specified first,
with metric (SI) units in parentheses. References
throughout the manual to standard torques or other
standard values will be to one of the following Charts
or Tables. For values not shown in any of the charts or
tables, standard conversion factors for most commonly used measurements are provided in TABLE
XIII, page A5-6.
TABLE
INDEX OF TABLES
I . . . . Standard Torque Chart (SAE)
EFFECT OF SPECIAL LUBRICANTS

On Fasteners And Standard Torque Values
Haulpak Division does NOT recommend the use of
special friction-reducing lubricants such as, Copper
Coat, Never Seize, and other similar products on the
threads of standard fasteners where standard torque
values are applied.
The use of special friction-reducing lubricants will
significantly alter the clamping force being applied to
fasteners during the tightening process. If special friction-reducing lubricants are used with the Standard
Torque values listed below in Table I (and most
Haulpak service manuals), excessive stress and possible breakage of the fasteners may result.
A5-1
TABLE II Standard Torque, 12-Point, Grade 9 A5-2

TABLE III . Standard Metric Assembly Torque A5-2
TABLE IV . . . . JIC Swivel Nuts Torque Chart A5-3
Where Torque Tables specify Lubricated Threads for

the Standard Torque values listed, these standard
torque values are to be used with simple lithium
base chassis grease (multi-purpose EP NLGI) or a
rust- preventive grease (see list, page A5-2) on the
threads and seats, unless specified otherwise.
TABLE V . . . . . . . Pipe Thread Torque Chart A5-3

TABLE VI . . . . . . . O-Ring Boss Torque Chart A5-3
TABLE VII . . . O-Ring Face Seal Torque Chart A5-3
TABLEVIII . Torque Conversions (ft.lbs N.m) A5-4
TABLE IX . Torque Conversions (ft.lbs kg.m) A5-4
NOTE: Always be sure threads of fasteners and

tapped holes are free of burrs or other imperfections
before assembling.
TABLE X . Pressure Conversions (psi kPa) A5-4

TABLE XI . Pressure Conversions (psi MPa) A5-4
TABLE XII . . . . . . . Temperature Conversions A5-5
Standard Torque values are not to be used when

Turn-of-the-Nut tightening procedures are recommended.
TABLEXIII . . . Common Conversion Multipliers A5-6
TABLE I
STANDARD TORQUE CHART
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS)
TOLERANCES
10%
GRADE 5
CAPSCREW
THREAD
SIZE
1/420
1/428
5/1618
5/1624
3/816
3/824
7/1614
7/1620
1/213
1/220
9/1612
9/1618
5/811
5/818
3/410
GRADE 8
TORQUE GRADE 5
TORQUE GRADE 8
ft. lbs.
kg.m
N.m
ft. lbs.
7
8
15
16
25
30
40
45
65
70
90
95
125
135
220
0.97
1.11
2.07
2.21
3.46
4.15
5.5
6.2
9
9.7
12.4
13.1
17.3
18.7
30.4
9.5
10.8
20.3
22
34
41
54
61
88
95
122
129
169
183
298
10
11
21
22
35
40
58
62
90
95
125
135
175
190
310
A05001 03/01
kg.m
N.m
CAPSCREW
THREAD
SIZE
TORQUE GRADE 5
TORQUE GRADE 8
ft. lbs.
kg.m
N.m
ft. lbs.
kg.m
N.m
1.38
13.6
3/416
235
1.52
14.9
7/89
350
2.90
28
7/814
375
3.04
30
1.08
525
4.84
47
1.012
560
5.5
54
1.014
570
8.0
79
1 1/87
650
8.57
84
1 1/812
700
12.4
122
1 1/47
910
13.1
129
1 1/412
975
17.3
169
1 3/86
1200
18.7
183
1 3/812
1310
24.2
237
1 1/26
1580
26.2
258
1 1/212
1700
42.8
420
1 ft. lbs. = 0.138 kg.m = 1.356 N.m
32.5
48.4
51.9
72.6
77.4
78.8
89.9
96.8
125.9
134.8
166
181
219
235
319
475
508
712
759
773
881
949
1234
1322
1627
1776
2142
2305
335
500
530
750
790
800
1050
1140
1480
1580
1940
2120
2560
2770
46.3
69.2
73.3
103.7
109.3
110.6
145
158
205
219
268
293
354
383
454
678
719
1017
1071
1085
1424
1546
2007
2142
2630
2874
3471
3756
Standard Torque Charts and Tables
A5-1
Standard Assembly Torques For

12-Point, Grade 9, Capscrews (SAE)
Standard Metric Assembly Torque For

Class 10.9 Capscrews & Class 10 Nuts
The following specifications appy to required assembly

torques for all 12-Point, Grade 9 (170,000 psi minimum
tensile), Capscrews.
The following specifications appy to required assembly

torques for all meteric Class 10.9 finished hexagon
head capscrews and Class 10 nuts.
Capscrews threads and seats SHALL NOT be
lubricated when assembled. These specifications
are based on all capscrews, nuts, and hardened
washers being phosphate and oil coated.
NOTE: If zinc-plated hardware is used, each
piece must be lubricated with a Rust Preventive
Grease or Lithium-base grease to achieve the
same clamping forces provided below.
Torques are calculated to give a clamping force of
approximately 75% of proof load.
The maximum torque tolerance shall be within
10% of the torque value shown.
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
(multi-purpose EP NLGI) or a rust- preventive
grease (see list, this page) on the threads.
Torques are calculated to give a clamping force of
approximately 75% of proof load.
The maximum torque tolerance shall be 10% of
the torque value shown.
TABLE II - STANDARD ASSEMBLY TORQUE
for 12-Point, Grade 9, Capscrews
CAPSCREW
TORQUE
TORQUE
TORQUE
SIZE*
ft. lbs.
N.m
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
0.875 - 9
575
780
79.4
1.000 - 8
860
1166
119
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 in.
This Table represents standard values only.
Do not use these values to replace torque values which are
specified in assembly instructions.
TABLE III - STANDARD METRIC ASSEMBLY TORQUE

CAPSCREW
TORQUE
TORQUE
TORQUE
SIZE*
N.m
ft. lbs.
kg.m
M6x1
12
9
1.22
M 8 x 1.25
30
22
3.06
M10 x 1.5
55
40
5.61
M12 x 1.75
95
70
9.69
M14 x 2
155
114
15.81
M16 x 2
240
177
24.48
M20 x2.5
465
343
47.43
M24 x 3
800
590
81.6
M30 x 3.5
1600
1180
163.2
M36 x 4
2750
2028
280.5
* Shank Diameter (mm) x Threads per mm.
This Table represents standard values only.
Do not use these values to replace torque values which are
specified in assembly instructions.
SUGGESTED* SOURCES FOR

RUST PREVENTIVE GREASE:
AMERICAN ANTI-RUST GREASE #3-X from
Standard Oil Company (also American Oil Co.)
GULF NORUST #3 from Gulf Oil Company.
MOBILARMA 355, Product No. 66705 from
Mobil Oil Corporation.
RUST BAN 326 from Humble Oil Company.
RUSTOLENE B GREASE from
Sinclair Oil Company.
RUST PREVENTIVE GREASE - CODE 312 from
the Southwest Grease and Oil Company.
* NOTE: This list represents the current Engineering
approved sources for use in Haulpak manufacture. It
is not exclusive. Other products may meet the same
specifications of this list.
A5-2
A05001 03/01
TABLE IV
TORQUE CHART FOR JIC 37 SWIVEL NUTS
WITH OR WITHOUT O-RING SEAL
SIZE
TUBE SIZE
THREADS
TORQUE
CODE
(O.D.)
UNF 2B
FT. LBS.
TABLE VI
TORQUE CHART FOR
O-RING BOSS FITTINGS
TUBE SIZE
THREADS
(O.D.)
UNF 2B
SIZE
CODE
TORQUE
FT. LBS.
0.125
0.31224
4 1
0.125
0.31224
0.188
0.37524
8 3
0.188
0.37524
4 2
5 2
0.250
0.43820
12 3
0.250
0.43820
8 3
0.312
0.50020
15 3
0.312
0.50020
10 3
0.375
0.56218
18 5
0.375
0.56218
13 3
0.500
0.75016
30 5
0.500
0.75016
24 5
10
0.625
0.87514
40 5
10
0.625
0.87514
32 5
12
0.750
1.06212
55 5
12
0.750
1.06212
48 5
14
0.875
1.18812
65 5
14
0.875
1.18812
54 5
16
1.000
1.31212
80 5
16
1.000
1.31212
72 5
20
1.250
1.62512
100 10
20
1.250
1.62512
80 5
24
1.500
1.87512
120 10
24
1.500
1.87512
80 5
32
2.000
2.50012
230 20
32
2.000
2.50012
96 10
SIZE
CODE
TABLE V
TORQUE CHART FOR
PIPE THREAD FITTINGS
WITH
PIPE THREAD
SEALANT
SIZE
FT. LBS.
WITHOUT
SEALANT
FT. LBS.
0.12527
15 3
20 5
0.25018
20 5
25 5
0.37518
25 5
35 5
0.50014
35 5
45 5
12
0.75014
45 5
55 5
16
1.00011.50
55 5
65 5
20
1.25011.50
70 5
80 5
24
1.50011.50
80 5
95 10
32
2.00011.50
95 10
120 10
A05001 03/01
SIZE
CODE
TABLE VII
TORQUE CHART FOR
O-RING FACE SEAL FITTINGS
TUBE SIZE
THREADS
(O.D.)
UNF 2B
TORQUE
FT. LBS.
0.250
0.43820
11 1
0.375
0.56218
18 2
0.500
0.75016
35 4
10
0.625
0.87514
51 5
12
0.750
1.06212
71 7
16
1.000
1.31212
98 6
20
1.250
1.62512
132 7
24
1.500
1.87512
165 15
A5-3
FT. LBS.
0
10
20
30
40
50
60
70
80
90
FT. LBS.
0
10
20
30
40
50
60
70
80
90
PSI
0
10
20
30
40
50
60
70
80
90
PSI
0
100
200
300
400
500
600
700
800
900
A5-4
0
(N.m)
13.56
27.12
40.67
54.23
67.79
81.35
94.91
108.47
122.03
0
(kg.m)
1.38
2.77
4.15
5.53
6.92
8.30
9.68
11.06
12.45
0
(kPa)
68.95
137.9
206.8
275.8
344.7
413.7
482.6
551.6
620.5
0
(MPa)
0.69
1.38
2.07
2.76
3.45
4.14
4.83
5.52
6.21
1
1.36
14.91
28.47
42.03
55.59
69.15
82.70
96.26
109.82
123.38
1
0.138
1.52
2.90
4.29
5.67
7.05
8.44
9.82
11.20
12.59
1
6.895
75.84
144.8
213.7
282.7
351.6
420.6
489.5
558.5
627.4
10
0.069
0.76
1.45
2.14
2.83
3.52
4.21
4.90
5.58
6.27
TABLE VIII TORQUE CONVERSIONS

Foot Pounds ft. lbs. To Newton.meters (N.m)
2
3
4
5
6
2.71
4.07
5.42
6.78
8.14
16.27
17.63
18.98
20.34
21.69
29.83
31.18
32.54
33.90
35.25
43.39
44.74
46.10
47.45
48.81
56.94
58.30
59.66
61.01
62.37
70.50
71.86
73.21
74.57
75.93
84.06
85.42
86.77
88.13
89.48
97.62
98.97
100.33
101.69
103.04
111.18
112.53
113.89
115.24
116.60
124.74
126.09
127.45
128.80
130.16
See NOTE on page A5-5
TABLE IX TORQUE CONVERSIONS
Foot Pounds ft. lbs. To kilogram.meter (kg.m)
2
3
4
5
6
0.277
0.415
0.553
0.692
0.830
1.66
1.80
1.94
2.07
2.21
3.04
3.18
3.32
3.46
3.60
4.43
4.56
4.70
4.84
4.98
5.81
5.95
6.09
6.22
6.36
7.19
7.33
7.47
7.61
7.74
8.57
8.71
8.85
8.99
9.13
9.96
10.10
10.23
10.37
10.51
11.34
11.48
11.62
11.76
11.89
12.72
12.86
13.00
13.14
13.28
TABLE X PRESSURE CONVERSIONS
Pounds/sq. in. [psi] To kilopascals (kPa)
Formula: psi x 6.895 = kPa
2
3
4
5
6
13.79
20.68
27.58
34.47
41.37
82.74
89.63
96.53
103.42
110.32
151.7
158.6
165.5
172.4
179.3
220.6
227.5
234.4
241.3
248.2
289.6
296.5
303.4
310.3
317.2
358.5
365.4
372.3
379.2
386.1
427.5
434.4
441.3
448.2
455.1
496.4
503.3
510.2
517.1
524.0
565.4
572.3
579.2
586.1
593.0
634.3
641.2
648.1
655.0
661.9
TABLE XI PRESSURE CONVERSIONS
Pounds/sq. in. [psi] To Megapascals (MPa)
Formula: psi x 0.0069 = MPa
20
30
40
50
60
0.14
0.21
0.28
0.34
0.41
0.83
0.90
0.97
1.03
1.10
1.52
1.59
1.65
1.72
1.79
2.21
2.28
2.34
2.41
2.48
2.90
2.96
3.03
3.10
3.17
3.59
3.65
3.72
3.79
3.86
4.27
4.34
4.41
4.48
4.55
4.96
5.03
5.10
5.17
5.24
5.65
5.72
5.79
5.86
5.93
6.34
6.41
6.48
6.55
6.62
7
9.49
23.05
36.61
50.17
63.72
77.28
90.84
104.40
117.96
131.51
8
10.85
24.40
37.96
51.52
65.08
78.64
92.20
105.75
119.31
132.87
9
12.20
25.76
39.32
52.87
66.44
80.00
93.55
107.11
120.67
134.23
7
0.968
2.35
3.73
5.12
6.50
7.88
9.27
10.65
12.03
13.42
8
1.106
2.49
3.87
5.26
6.64
8.02
9.40
10.79
12.17
13.55
9
1.245
2.63
4.01
5.39
6.78
8.16
9.54
10.93
12.30
13.69
7
48.26
117.21
186.2
255.1
324.1
393.0
462.0
530.9
599.9
668.8
8
55.16
124.1
193.1
262.0
331.0
399.9
468.9
537.8
606.8
675.7
9
62.05
131.0
200.0
268.9
337.9
406.8
475.8
544.7
613.7
682.6
70
0.48
1.17
1.86
2.55
3.24
3.93
4.62
5.31
6.00
6.69
80
0.55
1.24
1.93
2.62
3.31
4.00
4.69
5.38
6.07
6.76
90
0.62
1.31
2.00
2.69
3.38
4.07
4.76
5.45
6.14
6.83
A05001 03/01
NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa).
1. Select Table X.
2. Go to PSI row 90, column 7; read 668.8
97 psi = 668.8 kPa.
3. Multiply by 10:
970 psi = 6688 kPa.
4. Go to PSI row 0, column 5; read 34.47
5 psi = 34.47 kPa. Add to step 3.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
975 psi = 6722 kPa.
TABLE XII TEMPERATURE CONVERSIONS

FORMULA:
F 32 1.8 = C
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.
A05001 03/01
A5-5
TABLE XIII
COMMON CONVERSION MULTIPLIERS
ENGLISH to METRIC
TO CONVERT
MULTIPLY
FROM
TO
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
sq. centimeters (cm2)
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)
kilogram.meters (kg.m)
0.138
kilogram.meters (kg.m) Newton.meters (N.m)
9.807
psi (pressure)
kilopascals (kPa)
6.895
psi (pressure)
megapascals (MPa)
0.007
psi (pressure)
kilograms/cm2 (kg/cm2)
0.0704
ton (short)
kilogram (kg)
907.2
ton (short)
metric ton
0.907
quart qt.
liters (l)
0.946
gallon gal.
liters (l)
3.785
HP (horsepower)
Watts
745.7
HP (horsepower)
kilowatts (kW)
0.745
A5-6

METRIC to ENGLISH
TO CONVERT
MULTIPLY
FROM
TO
BY
millimeter (mm)
inch in.
0.0394
centimeter (cm)
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. centimeters (cm3)
cu. in. in.3
0.061
liters (l)
cu. in. in.3
61.02
3
cu. meters (m )
cu. ft. ft.3
35.314
liters (l)
cu. ft. ft.3
0.0353
grams (g)
ounce oz.
0.0353
milliliter (ml)
fluid ounce fl. oz.
0.0338
kilogram (kg)
pound (mass)
2.2046
Newton (N)
pound (force) lbs.
0.2248
Newton.meters (N.m)
kilogram.meters (kg.m)
0.102
Newton.meters (N.m)
ft. lbs. (force)
0.7376
kilogram.meters (kg.m) ft. lbs. (force)
7.2329
kilogram.meters (kg.m) Newton.meters (N.m)
9.807
kilopascals (kPa)
psi (pressure)
0.1450
megapascals (MPa)
psi (pressure)
145.038
kilograms/cm2 (kg/cm2) psi (pressure)
14.2231
kilograms/cm2 (kg/cm2) kilopascals (kPa)
98.068
kilogram (kg)
ton (short)
0.0011
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
A05001 03/01
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.
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 these are the ideals. 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.
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.
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.
4. Check and operate all systems.

5. After shutdown, drain air tank (if so equipped) to
expel any accumulated moisture.
1. Keep the vehicle fully serviced.
6. Once a month, perform the 10 hour service items

shown in the Operation and Maintenance Manuals. Keep batteries properly serviced.
2. On a weekly schedule, perform a visual check of

the vehicle, start and run the engine until it is 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.
3. Operate all hydraulic functions through complete
range to insure that cylinder rams and all seals are
fully lubricated.
A07003
Storage Procedures
A7-1
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.
1. Engine should be prepared for storage according
to instructions found in the engine manufacturers
manual.
2. The vehicle should be in top operating condition
with all discrepancies corrected. Paint should be
in good condition, no rust or corrosion, all exposed, machined or unpainted surfaces should
be coated with a good rust preventative grease.
3. 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.
10. 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,
of the Komatsu service manual.
Any operating fluid, such as hydraulic oil, escaping

under pressure can have sufficient force to enter a
persons 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.
4. 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.
5. Clean the radiator; refer to Engine Service Manual

and the Vehicle Service Manual for the proper
cleaning instructions.
6. 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 Section "P", Fluid Specifications and
Charts, 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.
NOTE: NEVER store a vehicle with a dry cooling system.
A7-2
11. 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 compartm en t , r em o ve all c o r r o sio n and p aint
compartment with acid proof paint.
12. Wheel axle housings should be fully serviced with
prescribed lubricants. Seal all vents.
13. Exhaust openings and air cleaners should be covered tightly with moisture barrier paper and sealing
tape.
14. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.
15. Relieve tension from all drive belts. The engine
manufacturer recommends insertion of heavy kraft
paper between belts and pulleys to prevent sticking.
16. All vandalism covers and locks should be in place
and secured.
Storage Procedures
A07003
17. If so equipped, cab windows should be closed,

locked and sealed and the cab door locked to
prevent vandalism and weather effects.
18. The vehicle fuel tank should be completely drained
of fuel, fogged with preservative lubricant, ("NOXRUST" MOTOR STOR., SAE10) and closed tightly.
All fuel filters should be replaced.
19. If at all possible, to aid those who will eventually

place the unit back in operation, all available service publications (vehicle and engine) and a current
parts catalog should be packaged in a moisture
proof package and placed in the vehicle cab.
20. Be certain water drain holes in truck body are open.
REMOVAL FROM STORAGE

If the STORAGE preparations were conscientiously
followed in placing the vehicle into storage, getting it
back to operational status is a matter of reversing those
steps.
NOTE: Before starting the job or restoring a vehicle to
operation, obtain copies of the Operation and Maintenance Manual, Service Manual, Engine 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 taken.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the Engine Manufacturers Operation and Maintenance Manual.
7. Drain on fuel tank should be opened to remove

any build up of moisture or sediment that may
have accumulated while in storage. Close drain
then fill the fuel tank with approved diesel fuel.
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.
8. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are lubricated
and operate freely before engine start up.
9. All electrical connections must be clean and tight.
Check security of all ground straps and cables.
3. Clean the radiator; refer Engine Manufacturers

Operation and Maintenance Manual.
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, of
the Komatsu service manual for the proper antifreeze and conditioner concentrations. After refilling the system, always operate the engine until the
thermostats open to circulate the solution through
the cooling system.
5. Thoroughly inspect all drive belts and hydraulic oil
lines for evidence of damage, wear or deterioration. Replace any suspected lines. Dont take
chances on ruptures or blow-outs.
6. 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.
A07003
10. Install fully charged batteries in unit. Clean connectors and connect battery cables. Compartment
must be free of corrosion. Secure batteries with
hold downs.
11. Check all electrical cables for weathering, cracks
and/or damage. Replace any defective cables.
Storage Procedures
A7-3
Air pressure must be released from tires with bad

cuts or wear that extends into the plies, before
removal from the vehicle. Also, do not allow personnel to stand in removal path of tires.
12. Check all tires carefully for serviceability and inflate
to proper pressure.
13. If disconnected, reconnect the parking brake linkage.
14. Completely service the vehicle as recommended
in Section "P", Lubrication and Service, for both 10
and 100 hour inspections.
15. Adjust all drive belts to specified tension.
16. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free before
engine start up.
17. 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.
18. 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.
19. 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, 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 for production.
20. Fire protection equipment on a machine which has
been in storage should be recharged before the
machine is returned to service.
A7-4
Storage Procedures
A07003
RECONDITIONING AN IDLE VEHICLE

3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
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 - DONT
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.
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 Operation
and Maintenance Manual or service manual.
4. Inspect vehicle service brakes carefully.
Before disabling the brake circuit, block all wheels

to prevent possible movement of the vehicle.
a. All brake lines, connections must be clean,
serviced and free of rust and corrosion.
b. When system reconditioning, the service brake
hydraulic circuits should be checked out according to instructions in Section "J", Brake
System.
2. Remove vehicle batteries and move to battery
shop for service and charging or replacement as
necessary.
Do not disassemble an inflated tire. Remove valve

core slowly, and allow pressure to bleed off, before
attempting to remove lockring. Also, eye protection should be worn during tire deflation to protect
against any foreign object being projected into the
eyes.
A07003
Storage Procedures
A7-5
5. The vehicle engine should be inspected and serviced according to the Engine Manufacturers Operation And Maintenance Manuals.
6. If fuel was left in the tanks, it must be removed. Do

not attempt to use old diesel fuel.
a. Insure that exhaust is clear and clean, no foreign materials. If water entry is suspected, disconnect air tubes at the turbochargers to check
for water damage before attempting startup.
a. With tanks empty, remove inspection plates

and thoroughly check interior of tanks; clean if
necessary to remove sediment and contamination. If fuel was contaminated, lines should be
disconnected and blown clear.
b. Replace fuel filters, fill filter cans with fresh fuel

for engine priming.
b. Check all fuel lines for deterioration or damage.

Replace lines as necessary.
c. Replace inspection covers, use new gaskets.
d. Service tanks with specified diesel fuel.
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.
Indicating plunger in filter condition indicators
must be free.
d. The tubes in precleaner section of 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, precleaner must be cleaned. Clean
precleaner according to instructions in Section
"C", of the Komatsu service manual.
e. Drain and flush engine cooling system. Fill with
coolant and inhibitors after checking all lines,
hoses and connections. Refer to Section "P",
Lubrication and Service, for anti-freeze 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, install
new belt set if necessary.
g. Check and tighten engine mounts.
A7-6
e. Replace fuel filters.
Any operating fluid, such as hydraulic oil or brake

fluid escaping under pressure, can have sufficient
force to enter a persons body by penetrating the
skin. Serious injury and possible death may result
if proper medical treatment by a physican familiar
7. 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 interior of
tank thoroughly to remove all sediment and
foreign material.
b. Inspect all hydraulic lines for deterioration or
damage. Replace suspected lines - dont risk
hose ruptures or blow outs.
c. Check hydraulic components (pumps, valves
and cylinders) for damage and corrosion. Secure all mountings and connections. Control
valves must be free moving with no binding.
Storage Procedures
A07003
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.
8. Check 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.
9. Check parking brake. Since it is spring applied, the
brake pads may be stuck tightly to the disc; it may
be necessary to remove and overhaul the parking
brake assembly.
10. Lubricate all grease fittings with prescribed lubricants which are not part of the automatic lubrication system. Pay particular attention to the steering
linkage connections. All pivot points must be free
of any binding.
11. Check battery charging alternator for corrosion or
deterioration. Alternator rotor must be free, with no
binding or roughness. Inspect, install and properly
tension the alternator drive belts.
12. Check security of steering cylinder ball joints link
and hydraulic connections.
13. Examine Hydrair suspensions for signs of damage.
a. Discharge nitrogen from suspensions as outlined in the service manual. Check conditon of
suspension oil and cylinder wipers. If wipers are
cracked or hardened, the suspension must be
rebuilt. Recharge suspension with new oil if old
oil is deteriorated.
b. Check exposed chrome portions of 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.
14. If not previously done, install fully-charged batteries and insure that hook-up is correct.
A07003
Storage Procedures
A7-7
ENGINE OPERATION
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.
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.
2. Turn key switch "On". Warning lights for low brake

and steering pressure should illuminate and the
horn should sound. If it does not, check all components in the circuit and correct the discrepancy
before continuing.
3. Turn key switch to start position to crank engine,
release switch when engine fires. Watch engine
oil pressure gauge; if pressure does not show in
10 - 15 seconds, shut down and locate problem.
4. While engine is warming up, make a careful inspection of engine coolant, oil and fuel lines for
leaks. Check hydraulic pump for leakage as well
as all hydraulic lines.
5. When engine is up to operating temperature,
check operation of throttle circuit; acceleration
should be smooth. Keep a close watch on the
gauges for any abnormal activity. Proper temperatures and pressures are shown in the Operation and Maintenance Manual.
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.
A7-8
Storage Procedures
A07003
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 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 operators cab.
a. Activate each circuit individually with the engine
running and with 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 machine until 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.
A07003
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:
Repeated test of braking efficiency at progressively higher speeds. Start at slow speeds.
Dont take chances with higher speeds until the
machine is determined to be completely safe.
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.
A few 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 birds nests in unsealed openings.
Storage Procedures
A7-9
ENGINE STORAGE
Preparing Engine For Storage

When an engine is to be stored or removed from
operation for a period of time, special precautions
should be taken to protect the interior and exterior of
the engine and other parts from rust accumulation and
corrosion. The parts requiring attention and the recommended preparations are given below.
It will be necessary to remove all rust or corrosion
completely from any exposed part before applying a
rust preventative compound.
Therefore, it is recommended that the engine be processed for storage as soon as possible after removal
from operation.
The engine should be stored in a building which is dry
and can be heated during the winter months. Moisture
absorbing chemicals are available commercially for
use when excessive damage prevail in the storage
area.
Temporary Storage (30 Days Or Less)

To protect an engine for a temporary period of time,
proceed as follows:
1. Drain the engine crankcase.
6. Clean the entire exterior of the engine (except the

electrical system) with fuel oil and dry it with
compressed air.
2. Fill the crankcase to proper level with the recommended viscosity and grade of oil.
3. Fill the fuel tank with the recommended grade of
fuel oil. Operate the engine for two minutes at
1,200 rpm and no load. Shut down engine, do not
drain the fuel system or the crankcase after this
run.
4. Check the air cleaner and service it, if necessary.
5. If freezing weather is expected during the storage
period, add an ethylene glycol base antifreeze
solution in accordance with the manufacturers
recommendations.
To prevent possible personal injury, wear adequate

eye protection and do not exceed 40 psi (276 kPa)
compressed air pressure.
7. Seal all of the engine openings. The material used
for this purpose must be waterproof, vaporproof
and possess sufficient physical strength to resist
puncture and damage from the expansion of entrapped air.
An engine prepared in this manner can be returned to
service in a short period of time by removing the seals
at the engine openings, checking the engine coolant,
fuel oil, lubricating oil, transmission oil and priming the
raw water pump (if used).
Extended Storage (more Than 30 Days)

To prepare an engine for extended storage, (more than
30 days), follow this procedure:
1. Drain the cooling system and flush with clean, soft
water. Refill with clean, soft water and add a rust
inhibitor to the cooling system.
A7-10
2. Remove, check and recondition the injectors, if

necessary, to make sure they will be ready to
operate when the engine is restored to service.
3. Reinstall the injectors, time them and adjust the
exhaust valve clearance.
Storage Procedures
A07003
4. Circulate the coolant by operating the engine until

normal operating temperature is reached 160 185 F ( 71 - 85 C).
5. Stop the engine.
6. Drain the engine crankcase, then reinstall and
tighten the drain plug. Install new lubricating oil
filter elements and gaskets.
7. Fill the crankcase to the proper level with a 30weight preservative lubricating oil MIL-L-21260C,
Grade 2.
8. Drain the fuel tank. Refill with enough clean No. 1
diesel fuel or pure kerosene to permit the engine
to operate for about ten (10) minutes. If it isnt
convenient to drain the fuel tank use a separate
portable supply of the recommended fuel.
14. Drain the engine cooling system.

15. Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug.
16. Remove and clean the batteries and battery cables
with baking soda-water solution and rinse them
with fresh water. Do not allow the soda solution to
enter the battery. Add distilled water to the electrolyte, if necessary, and fully charge the battery.
Store the battery in a cool (never below 32 F or 0
C) dry place. Keep the battery fully charged and
check the level and the specific gravity of the
electrolyte regularly. Never set batteries on concrete floor. Place on wooded blocks.
17. Insert heavy paper strips between the pulleys and
belts to prevent sticking.
18. Seal all engine openings, including the exhaust
outlet, with moisture resistant tape. Use cardboard, plywood or metal covers where practical.
If engines in vehicle are stored where condensation of water in the fuel tank may be a problem, add
pure, waterless isopropyl alcohol (isopropanol) to
the fuel at a ratio of one pint to 125 gallons(473 L)
of fuel, or 0.010% by volume. Where biological
contamination of fuel may be a problem, add a
biocide such as Biobor JF, or equivalent to the fuel.
When using a biocide, follow the manufacturers
concentration recommendations, and observe all
cautions and warnings.
9. Drain and disassemble the fuel filter and strainer.
Discard the used elements and gaskets. Fill the
cavity between the element and shell with No. 1
diesel fuel or pure kerosene, and reinstall on the
engine. If spin-on fuel filters and strainers are
used, discard the used cartridges, fill the new
ones with No. 1 diesel fuel or pure kerosene, and
reinstall on the engine.
10. Operate the engine for five (5) minutes to circulate
the clean fuel oil throughout the fuel system.
11. Service the air cleaner.
12. Turbocharger bearings are pressure lubricated
through the external oil line leading from the engine cylinder block while the engine is operating.
However, the turbocharger air inlet and turbine
outlet connections should be sealed off with moisture resistant tape.
13. Apply a rust preventive compound to all exposed
non-painted surfaces.
A07003
19. Clean and dry the exterior painted surfaces of the

engine and spray with a suitable liquid automotive
body wax, a synthetic resin varnish or a rust preventive compound.
20. Protect the engine with a good weather-resistant
tarpaulin and store it under cover, preferably in a
dry building with temperatures above freezing.
Outdoor storage of engines is not recommended.
However, in some cases outdoor storage may be unavoidable. If units must be kept out-off-doors, follow
the preparation and storage instructions already given.
Protect units with quality, weather-resistant tarpaulins
(or other suitable covers) arranged to provide air circulation.
Do not use plastic sheeting for outdoor storage.

Plastic may be used for indoor storage. However,
when used outdoors, moisture can condense on
the inside of the plastic and cause ferrous metal
surfaces to rust and/or pit aluminum surfaces. If a
unit is stored outside for any extended period of
time, severe corrosion damage can result.
The stored engine should be inspected periodically. If
there are any indication of rust or corrosion, corrective
steps must be taken to prevent damage to the engine
parts. Perform a complete inspection at the end of one
year and apply additional treatment, as required.
Storage Procedures
A7-11
PROCEDURE FOR RESTORING AN ENGINE TO SERVICE

WHICH HAS BEEN IN EXTENDED STORAGE
1. Remove the covers and tape from all of the openings of the engine, fuel tank and electrical equipment. Do not overlook the exhaust outlet or the
intake system.
2. Wash the exterior of the engine with fuel oil to
remove the rust preventive.
3. Remove the rust preventive from the flywheel.
4. Remove the paper strips from between the pulleys
and the belts.
5. Remove the drain plug and drain the preservative
oil from the crankcase. Reinstall the drain plug.
Then, refer to Lubrication and Service, Section
"P", and fill the crankcase to proper level, using a
pressure prelubricator, with the recommended
grade of lubricating oil.
8. Install and connect the fully charged batteries.

9. Service the air cleaner as outlined in Section "C".
10. Remove the covers from the turbocharger air inlet
and turbine outlet connections.
11. After all of the preparations have been completed,
start the engine. The small amount of rust preventive compound which remains in the fuel system
will cause a smoky exhaust for a few minutes.
NOTE: Before subjecting the engine to a load or high
speed, it is advisable to check the engine tune-up.
6. Fill the fuel tank with the engine manufacturers

specified fuel.
7. Close all of the drain cocks and fill the engine
cooling system with clean soft water and a rust
inhibitor. If the engine is to be exposed to freezing
temperatures, fill the cooling system with an ethylene glycol base antifreeze solution refer to coolant specifications in Lubrication and Service,
Section "P".
A7-12
Storage Procedures
A07003
ELECTRIC DRIVE TRUCKS

Storage Instructions and Procedures
Placing Equipment Into Storage
This instruction provides the recommended procedures for protecting equipment from damage during
both short-term and long-term storage periods and for
maintaining adequate protection while in storage. Also
included are instructions for placing this equipment
into service after having been stored.
Perform the following instructions when preparing

General Electric equipment for storage. There are three
main equipment categories to consider:
For the purposes of this instruction, a short-term storage period is considered to be less than three months;
a long-term storage period is considered to be three
months or longer.
3. When storing major components (Motorized

Wheel, alternator, etc.).
General Electric recommends a maximum storage period of three years, with these storage procedures
being repeated after each year. After a storage period
of three years or more, the Motorized Wheels should
be removed and sent to an overhaul facility for teardown and inspection of seals and bearings. These
should be replaced if necessary.
Periodic (every three months) inspections should be
made to determine the lasting qualities of long-term
storage protection measures. Such inspections will
indicate the need for renewing protective measures
when necessary to prevent equipment deterioration.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate
unless adequate protective measures are taken to protect against the elements. For example, bearings and
gears in the Motorized Wheel gear case are susceptible
to the formation of rust; insulation in rotating electrical
equipment can accumulate moisture; and bearings
may become pitted.
NEVER APPLY ANY SPRAY, COATING OR OTHER

PROTECTIVE MATERIALS TO AREAS NOT SPECIFICALLY RECOMMENDED .
It is also important to note that these instructions
cannot possibly anticipate every type of storage condition and, therefore, cannot prevent all equipment
deterioration problems caused by inadequate storage.
However, these instructions should be considered as
a minimum procedure to achieve the best possible
equipment life and the lowest operating cost when the
equipment is returned to service.
NOTE: Local conditions and/or experience may require ADDITIONAL procedures and/or additional storage precautions.
A07003
1. When storing a truck that is operational.

2. When storing a truck that is not operational.
These three major categories are the basis for determining required protective measures.
NOTE: In addition to these instructions, refer to truck
storage instructions.
When Storing A Truck That Is

Operational
When a fully operational truck is being placed into
storage for less than three months, the best protective
measure which can be taken is to drive the truck once
a week for at least 30 minutes. Prior to driving the truck,
the rotating equipment should be Meggered and:
1. If greater than 2 megohms, run normally.
2. If less than 2 megohms, isolate condition and
correct before running.
Driving the truck circulates oil in the gear case to keep
gears and bearings lubricated and free from rust. It also
prevents deterioration of the brushes, commutators
and slip rings.
When a fully operational truck is being placed into
storage for three months or longer, and the truck
cannot be operated weekly throughout the storage
period as indicated above, perform the following instructions:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (product of Van
Straaten Chemical Co.)or equivalent. Fill per General Electric Motorized Wheel Service Manual.
2. Megger the wheels as indicated in the instructions
above. Operate the truck for at least 30 minutes
to insure that the rust preventive compound has
been thoroughly circulated throughout the gear
case. Stop the truck and drain the rust preventive
compound.
NOTE: Do not run a LOADED truck with rust preventive
compound in Motorized Wheel gear cases.
Storage Procedures
A7-13
When Storing A Truck That Is Not

Operational
Do not operate trucks without oil in the Motorized
Wheel gear cases.
3. Perform a megohmmeter test. Refer to the trucks
Vehicle Test instructions for the correct procedure. Record the Megger readings for future reference. They will be helpful in determining if
deterioration is being experienced when additional Megger tests are made as part of the periodic inspection.
When a truck which is not fully operational is being

stored for a period of any length, perform the following:
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
per General Electric Motorized Wheel Service
Manual.
2. Jack each side of the truck (one side at a time)
enough to rotate the tires.
4. Lift all brushes in the Motorized Wheels, blowers

and the alternator. They must be removed from
the brushholder. Disconnecting brush pigtails is
not required.
3. Connect a D-C welder as described in the Vehicle

Test Instructions (Wheel Motor inst. 400A, arm &
field in stress 900- 1000 rpm arm).
5. Cover any open ductwork with screening material

to prevent rodents from entering. Then tape over
the screen to prevent the entry of water and dirt
(allow breathing).
4. Rotate each Motorized Wheel (one at a time) for

at least 30 minutes to insure that the rust preventive compound has been thoroughly circulated
throughout the gear case. Disconnect the welder.
Remove the jacks. Drain the gear case.
6. Examine all exposed machined surfaces for rust

or other dirt accumulation. Remove all dirt as
necessary. Remove rust by using a fine abrasive
paper. Old flushing compound can be removed
with mineral spirits (GE-D5B8). Methanol should
be used to remove all residue. When clean, coat
with Tarp B rust preventive.
Refer to General Electric Motorized Wheel Service
Manual for specifications.
7. Loosen exciter drive belts (where applicable).
5. If the truck is partially dismantled, pay careful

attention to ductwork, blower shrouds, etc., which
may be exposed to weather conditions as a consequence. These areas will require the same sealing measures as in Step 5 above which deals with
protecting ductwork. Cover exposed blower
housings to prevent entry of water and dirt.
6. Perform Steps 3 through 11 under When Storing
a Truck that is Operational.
8. Open all switches in the control compartment.

9. Install a 500 watt heat source inside all control
groups which house electronic control equipment. These heat sources are to be energized
below 32 F (0 C) and de-energized above 41 F
(5 C).
10. Install a 500 watt heat source inside the commutator chamber of both Motorized Wheels and inside
the alternator slip ring chamber. This will minimize
the accumulation of moisture. A hole in the bottom
of the hubcap will accommodate the electrical
cord for the heat source in the Motorized Wheels.
These heat sources are to be energized continuously.
When Storing A Major Component

When storing a Motorized Wheel, alternator, blower or
control group for a period of any length, always store
it inside a warm, climate-controlled environment. Do
not attempt to store individual components where they
would be exposed to inclement weather, climatic
changes, high humidity and/or temperature extremes.
11. Seal compartment doors with a weatherproof tape

to prevent entry of rain, snow and dirt (allow
breathing).
A7-14
Storage Procedures
A07003
Periodic Inspections
It is important that periodic inspections (every three
months) of stored equipment be performed to insure
the continued serviceability of all protective measures
initially taken when the storage period began. Items
which should be checked at each inspection interval
are listed as follows:
1. Remove the weatherproof tape from the compartment doors and preform a Megger test as described in the Vehicle Test Instructions. Record
the test results and compare them with the recorded Megger readings taken when storage first
began, and those taken throughout the storage
period. Remove all test equipment and close up
the compartment. Reseal the compartment doors
with new weatherproof tape. If Megger readings
indicate a deterioration of insulation quality, to
below 2.0 megohms then consideration should be
given to providing more protection.
2. Check all other weatherproofing tape. Replace any
that has become loose or is missing completely.
3. Check all heat sources. Replace or repair any units
which have become inoperative.
4. Check all machine surfaces which were coated
with flushing compound when storage began. If
compound appears to be deteriorating, it must be
cleaned off and renewed.
4. Fill with recommended oil. Refer to the Motorized

Wheel Service Manual for the type and amount oil
to be used. This oil should be drained and new oil
should be added after 500 hours of operation.
5. Clean all Motorized Wheel grease fittings in the
axle box. Insure that all grease lines are completely full of grease. Then add the recommended
amount of grease to all fittings.
6. Install brushes in the Motorized Wheels, blowers
and the alternator. Make sure that brushes move
freely in their carbonways and that they have
enough length to serve until the trucks next inspection period. Install new brushes if necessary.
Insure that all brush pigtail screws are tight.
7. Perform a megohmmeter test. Refer to the trucks
Vehicle Test Instructions for the correct procedure. If Megger readings are less than 2.0 megohms, the problem could be an accumulation of
moisture in motor or alternator. If this is the case,
the faulty component will have to be isolated and
dried out using procedures recommended in the
G.E.Service Manual.
8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control compartments. Look for:
a. Rust or dirt accumulation on machine surfaces
b. Damaged insulation
c. An accumulation of moisture or debris
Placing Equipment Into Service After

Storage
d. Loose wiring and cables

e. Any rust on electrical connectors in the control
compartment
When taking equipment out of storage, perform the

following procedures:
f. Any loose cards in the card panels
When A Truck Is Operational
g. Any accumulation of moisture or debris in ductwork.
If a truck has been operated weekly throughout the

storage period, perform a complete visual inspection
of the Motorized Wheels, blowers, alternator and control compartments. Repair any defects found, then
place the truck directly into service.
When A Truck Is Not Operational
If the truck was not operated weekly throughout the
storage period, perform the following procedures:
1. Remove all weatherproofing tape from control
compartment doors and ductworks.
2. Remove all screening material from ductwork.
3. Remove all heat sources from Motorized Wheels,
control compartments and the alternator.
A07003
Clean and make repairs as necessary.

9. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
make corrections as necessary.
10. Where applicable, check exciter drive belts for
cracks, and deterioration. If acceptable, set belt
tension to specification.
11. Before starting engine, turn on control power.
Check that contactors and relays pick up and drop
out normally.
12. Perform a start-up procedure on the complete
system to insure maximum performance during
service. Refer to the trucks Vehicle Test Instructions for the complete test procedure.
Storage Procedures
A7-15
For The First Hour

After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the Motorized Wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into
service. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.
A7-16
Storage Procedures
A07003
SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . .
Preparation . . . . . . . . . . . .
Grille, Hood and Ladder . . . . .
Decks . . . . . . . . . . . . . . .
Right Deck and Components
Left Deck . . . . . . . . . . .
Center Deck . . . . . . . . .
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B2-1
B2-1
B2-2
B2-3
B2-3
B2-4
B2-4
DUMP BODY . . . . . . . . . . . . .
Removal . . . . . . . . . .
Installation . . . . . . . . .
BODY PADS . . . . . . . . . .
BODY GUIDE . . . . . . . . . .
HOIST LIMIT SWITCH . . . . .
BODY UP SWITCH . . . . . . .
BODY-UP RETENTION CABLE
ROCK EJECTORS . . . . . . .
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B3-1
B3-1
B3-2
B3-3
B3-4
B3-4
B3-4
B3-4
B3-5
FUEL TANK . . . . . . . . .
Removal . . . . . .
Installation . . . . .
Repair . . . . . . .
Cleaning . . . . . .
VENT . . . . . . . . . .
FUEL GAUGE SENDER
Removal . . . . . .
Installation . . . . .
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B4-1
B4-2
B4-2
B4-2
B4-2
B4-3
B4-3
B4-3
B4-3
B01016 03/01
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Index
B1-1
NOTES
B1-2
Index
B01016
STRUCTURAL COMPONENTS
The 930E deck components are removable in sections
as shown in Figure 2-1. The following removal and
installation instructions detail the steps to be taken
before the 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
cables installed at the rear of the truck.
Read and observe the following instructions before
attempting any repairs!
Do not attempt to work in deck area until body

safety cables have been installed.
Do not step on or use any power cable as a

handhold when the engine is running.
Do not open any electrical cabinet covers or

touch the retarding grid elements until all shutdown procedures have been followed.
All removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service
the system.
In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does
not have dangerous voltage levels present before repairs are started.
After the truck is parked in position for the repairs, the

truck must be shut down properly to ensure the safety
of those working in the areas of the deck, electrical
cabinet and retarding grids. The following procedures
will ensure the electrical system is properly discharged
before repairs are started.
FIGURE 2-1. DECK COMPONENTS

1. LH Deck Structure
2. Electrical Cabinet
3. Cab
4. Diagonal Ladder
5. Center Deck Structure

6. RH Deck Structure
7. Retarding Grids
8. Blower Intake
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. Place the drive system in the REST mode by
turning the Rest switch on the instrument panel
ON. Be certain the REST warning lamp is illuminated.
3. 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.
4. Verify the LINK VOLTAGE lights are OFF. If they
remain on longer than 5 minutes after shutdown,
notify the electrical department.
5. Verify the steering accumulators have bled down
by attempting to steer.
6. Bleed down the brake accumulators using the
manual bleed valves on the brake manifold.
7. Open the battery disconnect switches.
B02015
Structural Components
B2-1
The anti-slip material on the decks should be inspected and maintained for the safety of all personnel.
If weld repairs are necessary, disconnect all electrical harnesses and remove the ground strap from
the Engine Control System (governor) located in
the Auxillary Control Cabinet behind the cab.
All hoses and mating fittings should be capped as
they are removed to prevent possible system contamination.
It is important to tag and visually verify all cables,
harnesses, hoses etc. have been removed before
the structure is lifted off the truck.
For cab removal instructions, refer to Section N of
this manual.
GRILLE, HOOD AND LADDER

Removal
FIGURE 2-2. HOOD AND GRILLE REMOVAL
1. Remove hardware attaching diagonal ladder (4,

Figure 2-1) to front bumper.
1. Hood & Grille Assembly
2. Attach lifting device to the ladder and lift structure

off truck.
Installation
2. Capscrews &
Lockwashers
3. Disconnect wiring harnesses and remove cable

clamps as necessary to allow hood removal.
1. Move hood and grille assembly (1, Figure 2-2) from

work area to truck and lift into place.
4. Attach lifting device to the hood and grille assembly (1, Figure 2-2).
2. Align mounting holes with brackets attached to

radiator assembly. Install side mounting capscrews (2).
5. Remove all side mounting capscrews and lockwashers (2).

6. Verify all harnesses, cables, hoses etc. are removed.
3. Lift diagonal ladder into position over mounting

pads on front bumper. Align mounting holes and
install hardware. Tighten capscrews to standard
torque.
7. Lift hood and grille assembly from truck and move

to work area.
5. Connect harnesses, hoses etc. that were removed

previously. Install all clamps removed.
B2-2
B02015
FIGURE 2-3. TYPICAL DECK STRUCTURE MOUNTING

(NOTE: Bottom, RH deck shown. LH deck mounting is similar to RH deck)
1. Deck Structure
2. Deck Mounting Location
3. Payload Indicator Lights
4. Clearance Light
5. Headlights
6. Retard Grid Mounting Location
7. Electrical Connector
DECKS
The right and left deck mounting pad locations are
nearly identical. The decks are mounted directly to the
frame support structures using hardened flatwashers.
Be certain to use hardened flatwashers during reassembly.
RIGHT DECK AND COMPONENTS
Removal
1. Shut down engine following all the procedures
listed on page 2-1 of this Section of the manual.
4. Lift grid assembly clear of deck structure and move

to a work area.
NOTE: If grid assembly or cooling blower repairs are
required refer to applicable G.E. publication for service and maintenance procedures.
5. Disconnect electrical harness at connector (7,
Figure 2-3). Inspect underside of deck and if necessary, remove any hoses or cables that remain.
(Light harness and clamps do not require removal.)
6. Install lifting device at eyes at each corner of the
deck and take up slack. Do not attach lifting
device to the hand rail structure.
2. Remove access covers from retarding grid assembly. Tag and disconnect all electrical leads in
preparation for removal. Attach lifting device to
grid lifting eyes.
7. Remove deck mounting hardware at deck support

and front upright (2).
3. Remove grid assembly mounting hardware at four

locations (6) shown in Figure 2-3.
8. Verify all wiring harnesses, cables or hoses have

been removed. Carefully raise deck and remove
from deck supports.
B02015
B2-3
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 mounting area before installing ground
cables.
Be certain all electrical connections and harness
clamps are reinstalled and secure.
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.
All propulsion system power cables must be properly secured in their wood or other non-ferrous
cable cleats. If clamps are cracked and broken, oil
soaked or otherwise damaged, replace them with
new parts. Inspect cable insulation and replace
cable if insulation is damaged.
LEFT DECK
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 all 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.
3. Tag and disconnect all hydraulic lines and electrical cables which will interfere with deck removal.
Cap all lines to prevent entrance of foreign material.
Clean mounting area before installing ground

cables.
Be certain all electrical connections and harness
clamps are reinstalled and secure.
If equipped with air conditioning and the refrigerant has been removed, refer to Section M;
Options, for the correct procedure for system
service.
1. Start engine and allow systems to charge. Observe
for any air or 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, including dynamic retarding.
CENTER DECK
Center deck removal only requires removal of any
attached hoses cables etc. before removing the mounting hardware and and lifting the deck structure off.
Be certain to follow proper shutdown procedures
as described on page 2-1.
If equipped with air conditioning and air conditioning system components are to be removed, refer
to Section M, Options for special instructions on
discharging the air conditioning system prior to
disconnecting any air conditioning lines.
B2-4
B02015
DUMP BODY
Removal
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.
Inspect all lifting devices. Slings, chains, and/or

cables used for lifting components must be inspected daily for serviceable condition. Refer to
the manufacturers manual for correct capacities
and safety procedures when lifting components.
Replace any questionable items.
4. Remove pin retainer capscrew (4, Figure 3-2) from

each of the upper hoist cylinder mounting eyes.
With adequate means of supporting the hoist cylinders in place, remove each of the mounting pins
(2, Figure 3-2).
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.
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. Use of guy
ropes are recommended for guiding and positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and overhead structures or electric power lines.
Be sure that the lifting device is rated for at least a
45 ton capacity.
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.
90444
FIGURE 3-2. HOIST CYLINDER MOUNT (UPPER)

1. Dump Body
3. Hoist Cylinder
2. Hoist Cylinder Pin
4. Pin Retainer
5. Remove capscrews (2, Figure 3-3) and lock washers (3) and retainer (1) from each pivot pin.
6. Remove capscrews (4, Figure 3-3) and lock nuts
(5) from each pivot pin.
7. Attach a body pivot pin support fixture to bracket
on underside of dump body to aid in supporting
the pin as it is removed.
Remove body pivot pins (6) far enough to allow
shims (9) to drop out. Complete removal of pins
is not necessary unless new pins are to be installed.
90909
FIGURE 3-1. DUMP BODY REMOVAL

1. Lifting Cables
2. Guide Rope
B03013 03/01
8. Lift dump body clear of the chassis and move to

storage or work area. Block the body to prevent
damage to the body guide etc.
9. Inspect bushings (8, 11, & 12), body ear (7), and
frame pivot (10) for excessive wear or damage.
Dump Body
B3-1
Installation
1. Park truck on a hard, level surface and block all
the wheels.
Inspect all lifting devices. Slings, chains, and/or
cables used for lifting components must be inspected daily for serviceable condition. Refer to
the manufacturers 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.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load being
placed on them.
Attach cables and lifting device to the dump body

and take up the slack as shown in Figure 3-1.
Lower body over the truck frame and align body
pivots to frame pivot holes.
2. Install shims (9, Figure 3-3) in both body pivots, as
required, to fill the outside gaps and center the
body on the frame pivot. Do not install shims at
the inside. A minimum of 1 shim is required at the
outside end of both frame pivots.
3. If not already installed, install retainer (1) and
capscrews (2) to hold bushing (12) in place.
Tighten capscrews to 40 ft.lbs. (55 N.m) torque.
4. Align the hole in pivot pin (6) with capscrew hole
in pin retainer (part of body pivot ear, 7) and push
the pivot pin through the shims (9), frame pivot
(10), and into the pivot bushings (8, 12) in each
side of the body pivot.
Never stand beneath a suspended load. Use of guy

ropes are recommended for guiding and positioning a suspended load.
5. Install capscrew (4) through each pin and tighten

the nuts (5) to 2028 ft.lbs. (2750 N.m) torque.
Before raising or lifting the body, be sure there is

adequate clearance between the body and overhead structures or electric power lines.
6. Align hoist cylinder upper mounting eye bushings

with the hole through the body, align retaining
capscrew (4, Figure 3-2) hole and install the pin.
Be sure that the lifting device is rated for at least a

45 ton capacity.
7. Install the pin retaining capscrews and nuts and

tighten to 2028 ft.lbs. (2750 N.m) torque.
8. Install mud flaps, rock ejectors, electrical cables
and lubrication hoses.
FIGURE 3-3 DUMP BODY PIVOT PIN

1. Retainer
7. Body Ear
2. Capscrew - M10
8. Body Pivot Bushing
3. Lock Washer - M10
9. Shim
4. Capscrew - M36
10. Frame Pivot
5. Lock Nut - M36
11. Pivot Bushing
6. Body Pivot Pin
12. Body Pivot Bushing
B3-2
Dump Body
B03013 03/01
BODY PADS
5. Install the mounting hardware and torque to 65
ft.lbs. (88.1 N-m)
It is not necessary to remove the dump body to replace

body pads. Pads should be inspected during scheduled maintenance inspections and replaced if worn
excessively.
6. Remove blocks from frame and lower body onto

the frame.
Adjustment
1. Raise the body to a height sufficient to allow

access to all pads.
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.
Place blocks between the body and frame. Secure

blocks in place.
3. A gap of approximately 0.06 in. (1.5 mm) is required at each rear pad. This can be accomplished by using one less shim at each rear pad.
2. Remove hardware attaching pads to the dump

body. Refer to Figure 3-4.
3. Remove body pad and shims. Note number of
shims installed at each pad location.
(The rear pad on each side should have one less
shim than the other pads.)
4. Install new pads with the same number of shims
as removed in step 3.
4. If pad contact appears to be unequal, repeat the

above procedure.
! IMPORTANT !
Proper body pad to frame contact is required to
assure maximum pad life.
FIGURE 3-4. BODY PAD INSTALLATION

1. Dump Body
2. Pad Mounting Hardware
B03013 03/01
3. Frame
4. Body Pad
Dump Body
5. Shim
6. Mounting Pad
B3-3
BODY-UP RETENTION CABLE
BODY GUIDE
1. Body guide wear points should be inspected each
time a body pad inspection is performed. (Refer
to Figure 3-5) The body guide should be centered
between the wear plates (3), with a maximum gap
of 0.19 in. (4.8 mm) at each side when new.
2. If gap becomes excessive, replacement parts
should be installed. (Refer to the Parts Catalog)
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 its maximum height. Refer to Figure 3-6.
90440
FIGURE 3-5. BODY GUIDE

1. Dump Body
3. Body Guide Wear
2. Body Guide
Plates
FIGURE 3-6. BODY-UP CABLE INSTALLATION

1. Rear Body Ear Structure 4. Axle Housing
2. Cable Storage
Ear Structure
3. Cable Assembly
HOIST LIMIT SWITCH
2. Remove the cable (3) from its stored position on

the body and install between the Rear Body Ear
(1) and the Axle Housing Ear (4).
Refer to Section "D", Electrical System (24VDC) for

adjustment procedure of the hoist limit switch.
3. Secure the cable clevis pins with cotter pins.
BODY UP SWITCH
4. After maintenance work is completed, reverse the

above procedure to remove cable assembly and
place it in the storage position.

adjustment procedure of the body up switch.
B3-4
Dump Body
B03013 03/01
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.
Inspection
1. The ejectors must be positioned on the center line
between the rear tires within 0.25 in. (6.35 mm).
2. With the truck parked on a level surface, the arm
structure should be approximately 4.33 in. (110
mm) from the wheel spacer ring (3). Refer to
Figure 3-7.
NOTE: With Rock Ejector Arm (1, Figure 3-8)
hanging vertical as shown in Figure 3-7, there
must be NO GAP at Stop Block (3, Figure 3-8).
3. If the arm (1) becomes bent, it must be removed
and straightened.
4. The wear plates (2) must be replaced if severely
worn.
5. Inspect the mounting brackets (4, Figure 3-8), pins
(2) and stops (3) at each shift change for wear
and/or damage, and repair as necessary.
FIGURE 3-7. ROCK EJECTOR INSTALLATION

1. Rock Ejector Arm
2. Wear Plate
3. Rear Wheel Spacer

Ring
91185
FIGURE 3-8. ROCK EJECTOR MOUNTING

BRACKET (Detail View)
1. Rock Ejector Arm
2. Pin
B03013 03/01
Dump Body
3. Stop Block
4. Mounting Bracket
B3-5
NOTES
B3-6
Dump Body
B03013 03/01
FUEL TANK
1. Fuel Tank
2. Capscrews & L/Ws
3. Mounting Cap
4. Lifting Brackets
5. Breather
6. Filler Cap
B04015
FIGURE 4-1. FUEL TANK INSTALLATION

7. Fuel Return Hose
13. Low Fuel Switch
8. Fuel Supply Hose
14. Wire Harness
9. Fuel Gauge Sender
15. Tank Mount Bracket
10. Drain Cock
16. Capscrew, F/W, L/W
11. Fuel Supply Connector
17. Flat Washer
12. Capscrews & L/Ws
18. Rubber Dampener
Fuel Tank
19. Ground Wire

20. Wire Harness
23. Refueling Cap
24. Wiggins Receiver Assy.
B4-1
Removal
Repair
1. Raise truck body and install body-up cable.
If a tank has been damaged and requires structural

repair, carry out such repairs before final cleaning.
2. Drain fuel from tank into clean containers.

3. Disconnect fuel tank wire harness and remove
clamps attached to tank. Remove ground wire
(19, Figure 4-1).
4. If equipped, close in-line shut-off valves. Remove
fuel supply (8) and return (7) hoses. Cap hoses
and tank fittings to prevent contamination.
5. Remove hydraulic filter assembly on frame side of
tank. Support filter assembly by placing a chain
over frame rail. (It is not necessary to remove
hydraulic hoses.)
The weight of the empty fuel tank is approximately
3590 lbs (1628 kg). Be certain to use lifting devices
with adequate capacity.
6. Attach lifting device to tank lift eyes (4).
7. Remove lower mount capscrews (16). Remove
upper mount capscrews (2) & mounting caps (3).
8. Lift tank assembly from brackets and move to work
area.
9. Remove fuel gauge sending unit (9), vent (5) on
top of tank, and other fittings as required to carry
out interior cleaning.
Installation
1. Thoroughly clean the frame mounting brackets
and mounting capscrew hole threads. Re-tap
threads if damaged.
If a tank is to be weld repaired, special precautions

are necessary to prevent fire or explosion. Consult
local authorities if necessary, on safety regulations
before proceeding.
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.
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.
The weight of the empty fuel tank is approximately

3590 lbs (1628 kg). Be certain to use lifting devices
with adequate capacity.
2. Lift the fuel tank into position over the frame
trunnion mounts and lower into position. Install
the mount caps (3, Figure 4-1) and capscrews (2)
and lockwashers, but do not tighten.
3. Install the four capscrews, lockwashers, and flatwashers (16), flat washers (17), and rubber dampeners (18) in the lower mounts and tighten the
(4 x 0.750 UNC x 6.00 G8) lower mounting bolts
to 310 31 ft. lbs. (420 42 N.m) torque.
4. Tighten the trunnion mount capscrews (2) to 459
45 ft. lbs. (622 62 N.m) torque.
5. Connect hoses removed during removal procedure. Install wire harness and clamps. Open the
in-line shut-off valves, if equipped.
B4-2
Fuel Tank
B04015
VENT
FUEL GAUGE SENDER
If truck is not equipped with a fast fueling system, the

fuel tank is vented through a small mesh type filter
installed in a port on the top of the tank (5, Figure 4-1).
This filter should be cleaned periodically and can be
blown out with solvent and reused. The area around
the vent must be free of caked mud and debris that
would cover the vent and prevent proper fuel suction
and return.
A fuel gauge sending unit (9, Figure 4-1) mounted on

the side of the tank provides an electrical signal to
operate the fuel gauge on the instrument panel.
If truck is equipped with a fast fueling system, refer to

Section M, Options and Accessories, for information
on various quick fill systems and servicing of the Tank
Vent Valve.
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.
Installation
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.
B04015
Fuel Tank
B4-3
NOTES
B4-4
Fuel Tank
B04015
SECTION C
ENGINE
INDEX
POWER MODULE . . .
Preparation . . . .
Removal .
Installation
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. C2
C2-1
C2-5
C2-7
COOLING SYSTEM . . . . . .
RADIATOR . . . . . . . .
Removal . . . . .
Installation . . . .
Radiator Fill Procedure
Troubleshooting . . .
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. C3
C3-1
C3-1
C3-3
C3-4
C3-4
POWER TRAIN . . . . . . . . . . . . . . . . .
ALTERNATOR REMOVAL PROCEDURE .
Removal . . . . . . . . . . . . .
ENGINE/ALTERNATOR MATING . . . .
Joining Alternator and Engine . . . .
ENGINE . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . .
Installation . . . . . . . . . . . .
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. C4
C4-1
C4-1
C4-3
C4-5
C4-6
C4-6
C4-6
AIR FILTRATION SYSTEM . . . . .

AIR CLEANERS . . . . . . . . .
Filter Element Replacement
Main Filter Element Cleaning
Precleaner Section . . . . . . .
Cleaning Precleaner Tubes
Air Intake Troubleshooting . . .
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. C5
C5-1
C5-2
C5-3
C5-4
C5-4
C5-5
C01021 03/01
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Index
C1-1
NOTES
C1-2
Index
C01021 03/01
POWER MODULE
The radiator, engine and alternator assemblies are
mounted on a roller equipped subframe which is contained within the trucks main frame and is referred to
as a Power Module. This arrangement permits removal and installation of these components with a
minimum amount of disconnect and by utilizing the
unique Roll In/Roll Out feature.
Although the instructions in this section are primarily
based upon the Rollout method for major component
removal, the radiator and fan may be removed as
separate items. Instructions for radiator and fan removal are contained later in this section. Optional
equipment may be installed on the truck, requiring
additional removal and installation steps not listed.
The procedures outlined in this section of the manual
are general instructions for power module removal and
installation. It may be necessary to perform some
procedures in a different order or use different methods for component removal and installation, depending on the lifting equipment available at the mine site.
Prior to removal or repair procedures, it may be necessary to remove the body to provide clearance for
Read and observe the following instructions before
attempting any repairs!

PREPARATION
5. Place the GF Cutout Switch in the CUTOUT
position. (See Figure 3-1, page E3-2, Propulsion
System, for switch location.)


must be performed by an electrical maintenance
technician properly trained to service the system.
In the event of a propulsion system malfunction,
a qualified technician should inspect the truck
and verify the propulsion system does not have
dangerous voltage levels present before repairs
are started.
C02017 03/01
Power Module
Tag or mark all hydraulic lines, fuel lines and

electrical connections to assure correct hookup at
time of power module installation. Plug all ports
and cover all hose fittings or connections when
disconnected to prevent dirt or foreign material
from entering.
It is not necessary to remove the radiator prior to
the removal of the power module. However, the
coolant must be drained and the piping connected
to the brake cooling heat exchanger removed.
If radiator removal is desired or if only radiator
repair is necessary, refer to Cooling System in
this section.
C2-1
FIGURE 2-1. HYDRAULIC PUMP DRIVE SHAFT

1. Hydraulic Pump
2. Shaft Guard
3. Blower Duct
4. Pump Drive Shaft

5. Alternator
Preparation for Removal
The complete power module, including the hood

and grille weighs approximately 34,750 lbs. (15,760
kg). Make sure lifting device to be used has adequate capacity.
1. If radiator removal is required, refer to Section B

for hood and Grille removal instructions. (Power
module may be removed with hood installed if
desired.)
2. Remove driveshaft guard cover (2, Figure 2-1).
Disconnect hydraulic pump drive shaft (4) at the
drive shaft U-joint companion flange mounted on
the alternator (5).
3. Remove main alternator blower ducts to provide
clearance to raise the engine off the subframe
mounts. (Refer to Figure 2-2):
a. Disconnect cables and hoses as required.
b. Remove alternator inlet transition structure (8)
and gasket.
c. Remove wheel motor cooling air duct transition
structure (5).
d. Cover all openings to prevent entrance of
foreign material.
C2-2
FIGURE 2-2. MAIN ALTERNATOR BLOWER DUCT

1. Electrical Cabinet
2. Intake Duct
3. Alternator Inlet Duct
4. Blower Assembly
5. Wheel Motor Duct
Transition Structure
6. Wheel Motor Air Duct

7. Main Alternator
8. Alternator Inlet
Transition Structure
9. Blower Subframe
Structure
4. Remove engine air inake duct support rods (9,

Figure 2-3). Remove any hoses or electrical cables attached to center deck structure.
5. Attach overhead hoist to center deck structure.
Remove deck mounting hardware, lift deck from
truck and move to storage area.
6. Disconnect the air cleaner restriction indicator
nylon tubes at ports on inlet ducts.
7. Loosen clamps (5) on hump hoses (4) between
the four engine air inlet ducts and air cleaner outlet
ducts.
8. Disconnect inlet ducts at each of the four turbochargers. Remove inlet ducts from truck. Cover
openings at turbochargers.
Power Module
C02017 03/01
FIGURE 2-3. ENGINE AIR INLET PIPING

1. Air Cleaner Assemblies
2. Left Rear Intake Duct
3. Left Front Intake Duct
4. Hump Hose
5. T-Bolt Clamp
6. T-Bolt Clamp
C02017 03/01
7. Reducer Elbow
8. T-Bolt Clamp
9. Duct Support Rod
10. Right Front Intake Duct
11. Right Rear Intake Duct
Power Module
C2-3
11. Close cab heater shutoff water valves, disconnect

water lines and drain water from the heater core.
Secure water lines away from engine compartment to prevent interference with power module
removal.
12. Drain engine coolant into clean containers for
re-use after engine installation. Coolant capacity
is approximately 195 gal (738 l).
13. Disconnect and remove piping (6, Figure 2-5) from
engine water pump and radiator routed to the
brake system cooling heat exchanger (7).
14. Remove upper radiator support rod (11) at each
side of radiator.
15. Remove capscrews and washers at vertical and
diagonal ladder mounting pads. Lift ladders from
truck and move to storage area.
FIGURE 2-4. ENGINE EXHAUST PIPING
1. Capscrew
2. Lockwasher
3. Nut
4. Front Exhaust Pipe

5. Rear Exhaust Pipe
6. Clamp Bands
16. Refer to Air Conditioning System, Section M for

procedures required to properly remove the refrigerant. After the system has been discharged, disconnect refrigerant hoses routed to cab at the
compressor and receiver/drier (10).
NOTE: System contains HFC-134A refrigerant.
9. Remove exhaust duct clamps (6, Figure 2-4).

Remove capscrews (1), lockwashers (2) and nuts
(3) retaining exhaust pipes to turbocharger outlet
flange. Remove exhaust ducts (4 & 5). Cover
opening on engine exhaust outlets.
10. Remove alternator power cable protective cover.
Disconnect all (already marked) electrical cables,
oil and fuel lines that would interfere with power
module removal (see Figure 2-5). Cover or plug
all lines and their connections to prevent entrance
of dirt or foreign material. To simplify this procedure, most connections utilize quick disconnects.
C2-4
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.
Power Module
C02017 03/01
FIGURE 2-5. POWER MODULE REMOVAL & INSTALLATION

1. Alternator
2. Rear Power Module Lift Eye
3. Rear Frame/Sub-frame Mount
4. Engine/Alternator Cradle Structure
5. Power Module Sub-frame

6. Heat Exchanger Piping
7. Heat Exchanger
Power Module Removal

Recheck to be certain all hoses, electrical cables,
ground straps etc. have been removed.
1. Remove capscrews, nuts and washers (8, Figure

2-5) securing front subframe support to main
frame.
Install safety chain around the engine subframe

cross member and main frame to prevent the
power module from rolling when the subframe
rollers are installed.
C02017 03/01
8. Front Frame/Sub-frame Mount

9. Front Power Module Lift Eye
10. Receiver/Drier
11. Upper Radiator Support Rod
2. Remove capscrews and caps securing subframe

mounting bushings to the subframe support
bracket (3) at rear of subframe.
3. Check engine and alternator to make sure all
cables, wires, hoses, tubing and linkages have
been disconnected.
Lift power module only at the lifting points on

subframe and engine/alternator cradle structure.
(Refer to Figure 2-5 and 2-7.)
Power Module
C2-5
FIGURE 2-7. POWER MODULE LIFT POINTS

1. Module Lifting Tool
2. Alternator
3. Lifting Points
FIGURE 2-6. SUBFRAME ROLLERS
1. Roller Assembly
2. Subframe
3. Capscrews
4. Locate a jack under the rear of the power module.

Raise the rear portion of engine subframe and
install subframe rollers (Refer to Figure 2-6).
Lower the rear portion of the subframe carefully
until the rollers rest on the main frame guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position after
use, as shown in Figure 2-6.
5. Position hoist to front subframe lifting points (9,
Figure 2-5). Raise the engine subframe until the
engine is on a level plane. Remove the safety
chain.
4. Engine
5. Power Module Subframe
6. Roll the power module forward sufficiently so that

adequate clearance is provided in front of electrical cabinet for the lifting device to be attached to
the engine/alternator cradle structure (2, Figure
2-5) and front subframe lifting points (9). Place
stands or block under front of subframe and lower
hoist until front of subframe is supported. Install
safety chain to prevent subframe from rolling.
7. Attach lifting device (1, Figure 2-7) to hoist and
attach to engine/alternator cradle structure and
front subframe lifting points as shown in Figure
2-7. Remove safety chain.
8. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck to a clean work area
for disassembly.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this manual.

C2-6
Power Module
C02017 03/01
Power Module Installation

1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets. Apply
a light film of soap solution to each rubber bushing
(3, Figure 2-5) located at the rear of the subframe.
3. Check the subframe rollers making sure they roll
freely and are in the rollout position. ( Figure
2-6).
4. Attach a lifting device to engine/alternator cradle
structure and front subframe lifting points (Figure
2-7).
6. Lower the power module to the subframe guide

rails, relax the hoist slightly and roll the power
module into truck frame as far as possible before
the lifting chains contact the electrical cabinet.
7. Place stands or blocking under front of subframe
to support assembly while repositioning hoist.
8. Install a safety chain around the truck frame and
the subframe. The safety chain will prevent the
power unit from rolling forward.
9. Place a small block behind each rear subframe
roller to prevent rolling.
10. Lower hoist to allow subframe to rest on stands
and rollers. Remove lifting device.
11. Attach hoist to front lifting eyes on subframe.

5. Raise the power module and align the subframe

rollers within the main frame guide rails.
12. Remove the small blocks behind the subframe

rollers, remove safety chain, and slowly roll the
power module into position over the main frame
mounts. Lower hoist until front subframe mounts
are aligned and seated on the front, main frame
mounts. Reinstall safety chain.
13. Place a jack under rear of subframe to support the
power module. Raise power module just enough
to permit removing the subframe rollers.
14. Lower the rear portion of the subframe until the
subframe rubber bushings are seated in the
mounting brackets (3, Figure 2-5) located on the
main frame of the truck.
15. After subframe is seated in frame mounts, the
safety chain may be removed from the front subframe member.
16. Install rubber bushings, capscrews, washers and
nuts in the front mounts (8, Figure 2-5). Tighten
capscrews to 525 ft. lbs. (712 N.m) torque.
17. Install the rear subframe mounting caps and secure caps in place with lubricated capscrews.
Tighten capscrews to 407 ft. lbs. (551 N.m)
torque. (Refer to Figure 2-5).
Power Module Hookup
1. Install all ground straps between frame and subframe. Reconnect wire harnesses at power module subframe connectors.
FIGURE 2-8. POWER MODULE INSTALLATION
C02017 03/01
2. Install vertical and diagonal ladders on mounting

pads at front bumper.
Power Module
C2-7
3. Attach hoist to the front center deck and lift into

position. Install capscrews, flatwashers, lockwashers and nuts at each mounting bracket.
Tighten capscrews to standard torque.
8. Connect the hydraulic pump drive shaft companion flange (4, Figure 2-1) to the alternator (5).
Tighten capscrews to standard torque. Install
driveshaft guard (2).
4. Install engine air intake duct supports. Reinstall

intake ducts between turbochargers and aircleaner outlet ducts (see Figure 2-3). Clamp securely to insure a positive seal is made. (Refer to
Figures 2-3 & 2-9 for correct installation and alignment examples.) Install exhaust ducts (4 & 5,
Figure 2-4) on turbocharger outlet flanges and
pipes at frame crossmember.
9. Connect all remaining electrical, oil, and fuel lines.
5. Connect the cab heater inlet and outlet hoses and

open both valves.
6. Install piping (6, Figure 2-5) between heat exchanger (7) and engine water pump and radiator.
10. Connect the air filter restriction indicator hoses.

11. Close battery disconnect switches.
12. Connect hoses routed from cab to receiver/drier
and air conditioning compressor.
13. Refill radiator and service engine with appropriate
fluids. Refer to Section P for capacity and fluid
specifications.
14. Recharge air conditioner system per instructions
in Section M, Air Conditioning System.
7. Inspect alternator/wheel motor cooling duct gaskets and replace if damaged. Install Alternator
inlet transistion structure (8, Figure 2-2) and
wheel motor duct transition structure (5).
FIGURE 2-9. AIR INLET PIPING CONNECTIONS
C2-8
Power Module
C02017 03/01
COOLING SYSTEM
RADIATOR
Removal
1. Drain coolant from radiator and engine. Be prepared to catch approximately 200 gallons (757
liters) of coolant. If the coolant is to be reused, it
must be stored in clean containers.
2. If radiator is being removed without the removal
of the complete power module, remove grille and
hood according to Removal instructions in Section B.
approved recovery/recycle station must be used
system.
3. Refer to instructions in Section M and discharge

the refrigerant from the system with a recovery/recycle station. The system is charged with HFC134A refrigerant.
a. Remove refrigerant hose clamps and remove
the receiver/drier (7, Figure 3-1) mounted on
rear, left side of the radiator shroud. Disconnect wiring from low pressure switch.
b. Remove clamp and disconnect inlet and outlet
hoses (4 & 5, Figure 3-2) at the condenser.
Remove mounting capscrews (3) and remove
condenser.
c. Cap all hoses to prevent contamination. Remove any remaining clamps attaching hoses
and wiring to radiator shroud and reposition to
allow removal of the radiator and shroud assembly.
FIGURE 3-1. RADIATOR INSTALLATION

1. Fuel Cooler
2. Radiator
3. Upper Hoses
4. Upper Support Rod
C03023 03/01
5. Lower Support Rod

6. Heat Exchanger
7. Receiver/Drier
8. Mount Capscrews
FIGURE 3-2. AIR CONDITIONER CONDENSER

1. Grille Structure
2. Condenser
3. Mounting Capscrews
Cooling System
4. Inlet Hose
5. Outlet Hose
C3-1
FIGURE 3-4. FAN GUARD

1. Fan Guard (LH)
2. Fan Shroud
FIGURE 3-3. RADIATOR PIPING

(Bottom View)
1. Drain Cock
2. Outlet Elbow (Front)
3. Radiator Mounting
Capscrews
3. Fan Guard (RH)

4. Engine Subframe
4. Outlet Elbow (Rear)

5. Heat Exchanger
6. Engine Subframe
4. Disconnect lines at fuel cooler (1, Figure 3-1).

Remove clamps securing fuel lines to radiator.
5. Unclamp and separate all upper tank lines (3)
between the radiator and engine.
6. Remove outlet elbows (2 & 4, Figure 3-3) at
bottom tanks. Cap all coolant lines to prevent
contamination.
7. Remove and cap hoses from radiator top tank and
surge tank.
8. Remove capscrews and lockwashers to free fan
guard (1 & 3, Figure 3-4) from radiator shroud (2).
The two halves of the fan guard may be disassembled and removed or the complete guard may
be moved to the rear to clear the fan shroud
during radiator removal.
NOTE: The radiator and shroud assembly weigh approximately 5,730 Lbs. (2,600 Kg.).
10. Remove the upper radiator side support rods (4,

Figure 3-1). Remove lower support rods (5).
11. Remove nuts, lockwashers, flat washers and capscrews (2, Figure 3-5) from power module subframe (3) at the lower radiator mounts.
12. Verify all hoses and wiring harnesses have been
removed. Lift radiator slightly with the hoist, move
assembly forward until clear of engine fan. Move
radiator to work area for service.
9. Attach hoist to lift radiator and take up slack.
C3-2
Cooling System
C03023 03/01
4. Install upper support rods (4) and mounting hardware at radiator brackets and front upright brackets. Do not tighten at this time.
5. Adjust the lower stabilizer support rods to position
the radiator perpendicular to the subframe within
0.12 in. (3.0 mm) measured at top of radiator.
When position is established, tighten locknuts to
525 ft. lbs (712 N.m) torque to lock adjustment.
6. Tighten upper support rod mounts and recheck
perpendicularity of radiator.
7. Tighten nuts on capscrews (2, Figure 3-5) at lower
radiator mounting brackets to standard torque.
8. Install the fan guard using capscrews and washers removed during disassembly.
9. Install upper radiator hoses and lines between
radiator and engine, seat hoses fully and tighten
clamps securely.
FIGURE 3-5. RADIATOR MOUNT

1. Radiator
2. Mounting Hardware
3. Subframe
10. Install lower radiator hoses and lines between

radiator and engine, seat hoses fully and tighten
clamps. If outlet elbows (2 & 4, Figure 3-3) have
been removed during radiator removal, install new
gaskets during installation.
4. Battery Box
5. Outlet Elbow
11. Route hoses to fuel cooler, clamp in place and

attach to fuel cooler fittings.
12. Reinstall air conditioning system components:
Service
a. Install condenser, condenser hoses, and

clamps.
Radiator service is a specialized function usually not

accomplished by most maintenance shops. The large
size and weight of the off-road truck radiators dictates
that a specialized radiator shop be used for service and
repair on the radiators.
b. Install receiver/drier and clamp hoses. Attach

wires to low pressure switch.
c. Clamp all hoses and wiring to studs using
clamps removed during disassembly. Refer to
Section M for complete instructions to evacuate and recharge the air conditioning system
refrigerant supply.
Installation
1. Attach a hoist to the radiator assembly and lift into
position on the subframe.
2. Insert the capscrews, washers, and nuts (2, Figure 3-5) at the lower radiator mounting brackets
but do not tighten at this time.
3. Inspect rubber bushings for lower support rods (5,
Figure 3-1) and replace if worn or damaged.
Install flatwashers, rubber bushings and nuts on
the lower end of radiator support rods and insert
rods into the subframe mounting brackets. Insert
remaining bushings, flatwashers and locknuts but
do not tighten. Install rods at radiator brackets and
tighten to standard torque.
C03023 03/01
13. Install grille and hood according to instructions in

Section B.
14. Make sure all coolant drains are closed, pipe plugs
installed, and all hoses installed. Service cooling
system with the proper mixture of antifreeze as
recommended in the Lubrication and Service Section. Check for static leakage and correct any
leaks. Start engine and run until cooling system
reaches operating temperature, recheck the cooling system for leakage during engine operation.
Cooling System
C3-3
RADIATOR FILLING PROCEDURE
COOLANT SYSTEM TROUBLESHOOTING
If abnormal coolant temperatures are experienced,

perform the following visual inspections and tests:
1. Check coolant level and thoroughly inspect system for leaks.
The cooling System is pressurized due to thermal
expansion of coolant. DO NOT remove the radiator cap while the engine and coolant are hot. Severe burns may result.
1. With engine and coolant at ambient temperature,
remove radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap MUST be removed prior to
adding coolant.
2. Fill radiator with proper coolant mixture (as specified by the engine manufacturer) until coolant is
visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge, repeat
steps 1 through 4. Any excess coolant will be
discharged through the vent hose after the engine
reaches normal operating temperature.
a. Check for proper coolant/antifreeze mixture.

b. Follow engine manufacturers recommendations regarding use of cooling system additives.
2. Inspect radiator fins for restrictions. Be certain the
air flow through the radiator is not restricted by
debris or bent radiator fins.
3. Visually inspect fan blades for damage. Check
radiator cap sealing surfaces.
4. If equipped with a fan clutch, refer to Section M
for complete instructions for test and repairs if
required.
5. Refer to engine manufacturers Service Manual
for information regarding test and replacement of
the coolant system thermostats.
Engine coolant must always be visible in the sight

gauge before truck operation.
C3-4
Cooling System
C03023 03/01
POWER TRAIN
ALTERNATOR REMOVAL PROCEDURE
Removal
The following instructions cover the removal of the
main alternator from the engine after the power module
has been removed from the truck. (Refer to Figure
4-1.)
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 7,990
lbs. (3624 kg). Use a lifting device that can handle
the load safely.
1. Attach hoist with two lifting chains to the two
alternator lifting eyes (8, Figure 4-1).
2. Block under rear of engine
a. Loosen cradle adjustments setscrews (3, Figure 4-2).
FIGURE 4-2. CRADLE STRUCTURE

1. Cradle Structure
2. Jam Nut
3. Adjustment Setscrew
4. Subframe
5. Gap
b. Loosen engine/cradle capscrews (5, Figure

4-1).
FIGURE 4-1. ENGINE AND ALTERNATOR

1. Alternator
2. Capscrews & Lockwashers
3. Cradle
C04023 03/01
4. Flywheel Housing
5. Capscrews
Power Train
6. Engine
7. Sub Frame
8. Alternator Lift Eyes
C4-1
3. Remove access cover at front, right side of the

engine flywheel housing. Reach through the access openings and remove twelve [12] capscrews
(6, Figure 4-3) joining the engine drive ring (7) to
the alternator rotor (8). (Rotate crankshaft to
align each capscrew with access hole.)
Be certain all capscrews have been removed!

4. Remove sixteen [16] capscrews (3) securing flywheel housing adapter (2) to the alternator housing (1).
NOTE: The clearance between the head of the capscrew (3) and the Flywheel Housing (4) will not permit
complete removal of the capscrews at all locations. Be
sure all the capcrew threads are completely disengaged from the alternator housing (1).
5. Take up slack in hoist and remove capscrews and

lockwashers (2, Figure 4-1) securing the alternator to the cradle structures.
6. Keep alternator as level as possible and move
away from engine.
7. Note shim location and quantity. Retain shims for
possible use during reinstallation.
8. For further disassembly instructions for the alternator refer to the General Electric Service Manual.
C4-2
FIGURE 4-3. ALTERNATOR TO ENGINE

MOUNTING
1. Alternator
6. Capscrew [12 ea.]
2. Flywheel Housing
7. Engine Drive Ring
Adapter
8. Alternator Rotor
3. Capscrew [16 ea.]
4. Engine Flywheel Housing
5. Capscrew
Power Train
C04023 03/01
MEASURING PROCEDURE
ENGINE/ALTERNATOR MATING
1. Thoroughly clean the alternator housing mounting

surface, rotor drive adapter mounting surface and
flywheel housing adapter mounting surfaces.
2. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
The following instructions must be followed to

ensure proper alignment and engine crankshaft
endplay. Failure to follow these instructions can
result in serious damage to the engine and/or
alternator.
Verify end play is within 0.13 - 0.38 mm

(0.005 - 0.015 in.)
Record Total Crankshaft End-play:
3. Refer to Figure 4-4. Move the engine Crankshaft
to the rear of its end travel.
General Instructions
a. Carefully measure Dimension C

at four locations, 90 apart:
1st measurement:
2nd measurement:
3rd measurement:
4th measurement:
Dimension C:
Never pry on the engine crankshaft damper!

Loosen or remove fan belts prior to measuring
crankshaft end-play to insure that the crankshaft
moves easily and completely.
When taking measurements, always take four
equally spaced readings and average them.
Average
b. Add 1/2 (one-half) of Total End-play ( Step 2).
Always measure from mating surface to mating

surface.
c. Record (a + b) as;
Measurement C:
References to crankshaft rotation; clockwise

(CW), or counterclockwise (CCW), is the direction
of rotation when looking at the front (damper end)
of engine.
Crankshaft end-play :
0.13 - 0.38 mm (0.005 - 0.015 in.)
SERVICE DATA - Eccentricity & Runout Limits

Description
Max. Flywheel Housing Bore Eccentricity
Max. Face Runout Flywheel Housing
Max. Eccentricity of Flywheel
(Coupling Assy)
Max. Axial Runout of Flywheel Face
(Coupling Assy)
T.I.R.
0.66 mm
0.25 mm
0.18 mm
0.25 mm
FIGURE 4-4. SHIM LOCATION

1. Alternator Housing
2. Alternator Rotor
3. Flywheel Housing Adapter
C04023 03/01
Power Train
A - Dimension A
B - Drive Shims
C - Dimension C
D - Housing Shims
C4-3
4. Refer to Figure 4-5. Alternator End-play:

a. Using a flat steel bar (3, Figure 4-5) bolted
rigidly to the alternator rotor (2), install a 5/8" 11 capscrew (4) at each end into the alternator
housing (1). Leave capscrews finger-tight.
b. Move the alternator rotor (2) axially towards the
rear (slip-ring end) by alternately tightening the
capscrews (4) one-half-turn-at-a-time. Do
NOT exceed 12.0 ft. lbs. (16.3 N.m) torque on
each capscrew. This establishes the maximum
permissIble rear travel for the alternator rotor.
c. Alternately loosen the capscrews (4) one-turnat-a-time, until all torque is released. Carefully
remove the bar (3).
Note: The object is to leave the rotor in its most
rearward position.
Refer to Figure 4-4.
d. Carefully measure Dimension A (Do not
move alternator rotor) at four locations, 90
apart, and average the measurements.
1st measurement:
2nd measurement:
3rd measurement:
4th measurement:
Dimension A:
Average
FIGURE 4-5. ALTERNATOR END-PLAY

2. Alternator Rotor
3. Steel Bar
4. Capscrew
e. Add 0.010" to Dimension A.

f. Record (d + e) as;
Measurement A:
5. Determining Shims:
Compare Measurement C (Step 3.c.)
with Measurement A (Step 4.f.).
b. If A is greater than C, subtract: (A - C) = D
Shim pack thickness
D=
to be installed at location D, Figure 4-4.
a. If C is greater than A, subtract: (C - A) = B

B=
Shim pack thickness
to be installed at location B, Figure 4-4.
Rotor-to-Drive Ring
Location B
Shim Part Number
TM3467
TM3469
C4-4
Alternator-to-Flywheel Housing Adapter

Location D
Shim Thickness
0.004 inch
0.007 inch
Shim Part Number

TM3466
TM3468
Power Train
Shim Thickness
0.004 inch
0.007 inch
C04023 03/01
Joining Alternator and Engine
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 7,400
lbs. (3357 kg). Use a lifting device that can handle
the load safely.
1. Use the two top lift brackets provided on the

alternator for lifting. The top front lifting bracket
should be equipped with some method of adjusting the alternator to keep it horizontal.
2. Carefully move alternator into place and engage
the engine drive ring (6, Figure 4-6) into the
alternator rotor drive (7) using shims B, if required (refer to step 5.a. Determining Shims).
3. Install flywheel housing adapter capscrews (2)
into alternator housing (1). Tighten to 175 ft. lbs.
(237 N.m) torque.
4. Install capscrews (5) through engine drive ring (6)
into the alternator rotor adapter (7). Rotate crankshaft to access and align holes. Tighten capscrews (5) to 175 ft. lbs. (237 N.m) torque.
5. Install alternator-to-cradle structure mounting
capscrews and washers (2, Figure 4-1) and
tighten to 525 ft. lbs. (712 N.m) torque.
FIGURE 4-6. ALTERNATOR TO ENGINE

MOUNTING
2. Point Capscrew
7. Alternator Rotor
3. Flywheel Housing
B - Drive Shims
Adapter
D - Housing Shims
6. Tighten engine-to-cradle structure mounting capscrews (5, Figure 4-1) to 345 ft. lbs. (465 N.m)
torque.
The total Engine Crankshaft End-play (step 7)

must equal the original measurement or 0.020
in. (0.51 mm) (alternator end-play), whichever
is smaller.
If the end-play after the alternator and engine
are assembled is less than 0.020 in. (0.51 mm),
and less than the starting engine crankshaft
end-play, RESHIMMING IS REQUIRED.
Never pry on the engine crankshaft damper!

7. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Record Total Crankshaft End-play:
8. Compare the step 7 value to the measurement
taken before alternator was installed on engine.
C04023 03/01
9. Rotate the crankshaft one full revolution and listen

for any unusual noise caused by moving components contacting stationary parts.
10. Install engine side cover, if removed. Install lockwire on all alternator mounting capscrews.
11. Install access cover on flywheel housing.
Power Train
C4-5
Service
ENGINE
Removal
Refer to instructions in previous sections for removal
instructions for the Power Module, alternator, and radiator assembly.
Complete instructions covering the disassembly, assembly and maintenance of the engine and its components can be found in the engine manufacturers
service manual.
Installation
The engine weighs approximately 19,430 lbs. (8815

kg) wet. Be sure lifting devices are capable of
handling the load safely.
1. Disconnect any remaining wiring or hoses between the engine and subframe.
2. Remove capscrews and lockwashers (5, Figure
4-7) securing front engine mount to subframe.
3. Attach spreader bar with lifting straps at front lift
hooks and rear lift hooks (6) on engine. Remove
capscrews and lockwashers (2) at rear engine
mount securing engine to cradle structure (1).
Always use a spreader bar to ensure lift straps are
vertical at each lift hook.
1. Align engine to subframe and install front mounting capscrews and lockwashers (5, Figure 4-7).
Align and install rear engine mounting capscrews
and lockwashers (2) through cradle structure, but
do not tighten at this time. Tighten front mount
capscrews to 345 ft. lbs. (465 N.m) torque.
2. Install alternator on engine following instructions
for Engine/Alternator Mating.
3. Tighten rear engine mounting capscrews (2) to
345 ft. lbs. (465 N.m) torque after alternator is
installed.
4. Adjust setscrew (3, Figure 4-2) to equalize gap (5)
between cradle structure (1) and subframe (4) at
left and right side. Lock setscrew with jam nut (2).
4. Lift engine from subframe and move to clean work

area for further disassembly.
FIGURE 4-7. ENGINE MOUNTING

1. Cradle Structure
2. Capscrews and Lockwashers
C4-6
3. Engine Subframe
4. Engine
Power Train
5. Capscrews and Lockwashers

6. Engine Lift Hooks
C04023 03/01
AIR FILTRATION SYSTEM

AIR CLEANERS
Operation
Air required by the diesel engine 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 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 collectors (1, Figure 5-1). At the
same time, the air stream turns and is directed up
through the center of the tubes into the filter chamber.
Here the air passes through the main filter element and
safety filter element and out the clean air outlet to the
engines air intake system. The function of the safety
filter is to increase overall reliability and engine protection.
The truck engine must be shut down before servicing the air cleaner assemblies or opening the
engine air intake system.
Never start the engine with the filter elements removed. Engine operation with elements removed
can cause serious engine damage.
General Service Information

Inspect and empty dust collector cups at regular
intervals; daily inspection is recommended. Never
allow the dust level to build up to the tube (precleaner) chamber.
During operation or after the engine has been shut
down, observe the air cleaner vacuum gauges
mounted on the overhead display panel in the
operators cab. Filter service is required when a
gauge shows maximum restriction.
Check all engine air inlet tubes, hoses and clamps.
All connections must be air tight to prevent dirt
entry.
Air cleaner housing fasteners and mountings must
be tight.
After filter service has been accomplished, reset
air cleaner service vacuum gauges by pressing the
reset button on the face of the gauge.
FIGURE 5-1. ENGINE AIR CLEANERS

1. Dust Collectors
3. Air Intake Cover
2. Precleaner Section
4. Element Cover
C05013 5/98
Air Filtration System
C5-1
FIGURE 5-2. AIR CLEANER ASSEMBLY

1. Dust Cap
2. Dust Cap Gasket
3. Tube
4. Unfiltered Air Inlet
5. Wing Nut
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
FILTER ELEMENT REPLACEMENT

1. Follow normal procedures and shut down the
engine. Clean dirt and dust off area around air
cleaner element cover (4, Figure 5-1).
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.
C5-2
4. Check safety (secondary) filter element indicator

nut (7). If solid red area is showing, safety filter
replacement is required. If center is green, safety
element does not require service.
Have a new safety (secondary) filter element on

hand before removing old one. Do not keep intake
system open to the atmosphere any longer than
absolutely necessary.
5. If indicator indicates safety filter replacement is
required, remove indicator and remove safety filter element. Discard element; DO NOT attempt to
clean the safety element.
C05013 5/98
6. Reset the indicator nut from red to green by gently

blowing air into threaded hole from gasket side of
nut.
7. Install new safety element and tighten safety indicator wing nut to 10 ft. lbs. (13 N.m) torque.
MAIN FILTER ELEMENT CLEANING

NOTE: Remember that only the main filter elements
may be cleaned and then only if they are structurally
intact. Do not reuse an element that is damaged. DO
NOT clean and reuse the safety (secondary) filter
elements. Replace them with new parts.
8. Install clean or new, main filter element into air

cleaner and secure with wing nut. Tighten wing
nut hand tight, do not use a wrench or pliers. If
filter element is being reused, make sure sealing
gasket is not damaged. The gasket must seal
completely.
After inspection, determine the condition of the element and choose either the washing or compressed
air method for cleaning the filter element. If the element
is clogged with carbon, soot, oil and/or dust, the complete washing procedure will produce the best results.
9. Close and latch the dust collectors on the bottom

of the air cleaner assembly.
1. Wash elements with water and detergent as follows:

a. Soak the element in a solution of detergent and
water for at least 15 minutes. Rotate element
back and forth in the solution to loosen dirt
deposits. DO NOT soak elements for more than
24 hours.
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.
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. If holes or ruptures are found,
do not reuse the element. Discard and replace
with a new part.
FIGURE 5-3. INSPECTING FILTER ELEMENT
C05013 5/98
C5-3
FIGURE 5-4. CLEANING FILTER ELEMENT WITH

COMPRESSED AIR
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.
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, discard the element.
Cleaning Precleaner Tubes
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.
1. Dust can be removed with a stiff fiber brush. DO
NOT use a wire brush. Dust may also be removed
effectively using compressed air.
2. Heavy plugging of tubes may require soaking and
washing of complete precleaner section. The following instructions cover these procedures.
Precleaner Section
The tubes in the precleaner section of the 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.
Clean the tubes as follows if clogging is evident.
C5-4
FIGURE 5-5. REMOVING DUST FROM

PRECLEANER TUBES
NOTE: The precleaner section may be separated from

the air cleaner assembly without dismounting the complete air cleaner from the truck.
3. Remove the air intake cover (3, Figure 5-1). 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.
C05013 5/98
5. Submerge precleaner section (see Figure 5-6.) in

a solution of Donaldson D-1400 and warm water
(mix solution according to package directions).
Tube section must be down. 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.
7. Check precleaner gaskets carefully for any evidence of air leaks and replace if necessary
8. Install precleaner section, with serviceable gaskets, on air cleaner assembly and install all mounting hardware removed.
AIR INTAKE TROUBLESHOOTING

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:
1. All intake lines, tubes and hump hoses for breaks,
cracks, holes, etc., which could allow an intake air
leak.
2. Check all air cleaner gaskets for positive sealing.
3. Check air cleaner elements, main and safety, for
ruptures, holes or cracks.
4. Check air cleaner assembly for structural damage,
cracks, breaks or other defects which could allow
air leakage. Check all mounting hardware for
tightness.
9. With a serviceable gasket, install dust collector cup

assembly on precleaner section and secure with
mounting clamps.
FIGURE 5-6. WASHING AND SOAKING

PRECLEANER SECTION
C05013 5/98
C5-5
NOTES
C5-6
C05013 5/98
SECTION D
ELECTRICAL SYSTEM (24 VDC NONPROPULSION)
INDEX
24 VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . .

ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . .
Batteries . . . . . . . . . . . . . . . . . . . . . .
Battery Charging Alternator (Refer to Section M)
BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . .
Battery Box . . . . . . . . . . . . . . . . . . . . .
Battery Control Box . . . . . . . . . . . . . . . .
System Battery Starter Disconnect Relay . . .
Battery Disconnect Switches . . . . . . . . .
24 VDC Auxiliary Battery Connectors . . . . .
Battery Equalizer . . . . . . . . . . . . . . . .
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D2-3
D2-3
D2-3
D2-3
D2-4
D2-4
D2-5
24 VDC ELECTRICAL SYSTEM COMPONENTS . . .

PASSENGER SEAT BASE COMPARTMENT . . .
5 Minute Idle Timer Components . . . . . .
Alarm Indicating Device (A.I.D. System) . . .
ELECTRICAL INTERFACE CABINET . . . . . . .
TRUCK CONTROL INTERFACE PANEL (TCI)
Diode Board (DB1) . . . . . . . . . . . . . .
Diode Testing . . . . . . . . . . . . . .
Relay Boards . . . . . . . . . . . . . . . . .
Service . . . . . . . . . . . . . . . . . .
Body Up switch . . . . . . . . . . . . . . . . . .
Hoist Limit Switch . . . . . . . . . . . . . . . . .
Circuit Breaker Chart . . . . . . . . . . . . . . .
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. D3
D3-1
D3-1
D3-3
D3-6
D3-6
D3-8
D3-8
D3-9
D3-9
D3-13
D3-14
D3-15
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. . . . . . . . . . . . . . . . . . . . D2
. . . . . . . . . . . . . . . . . . . D2-1
. . . . . . . . . . . . . . . . . . . D2-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of
this Manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT
FOLLOWED.
Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
D01033
DO NOT step on or use any power cable as a handhold when the engine is running.
Index
D1-1
NEVER open any electrical cabinet covers or touch the Retarding Grid elements.
Additional procedures are required before it is safe to do so. Refer to Section
E for additional propulsion system safety checks to be performed by a technician trained to service the system.
ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician
properly trained to service the system.
IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have
dangerous voltage levels present before repairs are started.
PRIOR TO WELDING ON THE TRUCK, maintenance personnel should attempt to

notify the Komatsu Factory Representative. The welding ground electrode
should be attached as close as possible to the area to be welded.
NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure
the safety of those working in the areas of the deck, electrical cabinet, traction motors, and retarding
grids. The following procedures will ensure the electrical system is properly discharged before repairs
are started.
TRUCK SHUTDOWN PROCEDURE

brake. Be certain the Parking Brake Applied indicator lamp in the overhead panel is illuminated.
2. Place the drive system in the REST mode by turning the Rest switch on the instrument panel
3. 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.
4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting to steer.
5. Verify the LINK VOLTAGE lights on the electrical cabinet and the DID panel in the cab are OFF.
If they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a technician trained to investigate the cause.
6. Place the GF Cutout Switch, located in the Information Display Panel at the left side of the Electrical Control Cabinet in the CUTOUT position.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR AND

ITS CIRCUITS TO DE-ENERGIZE.
Do not attempt to perform Auxiliary Blower Motor or Blower electrical circuit repairs until it
has been verified the system is de-energized.
D1-2
Index
D01033
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical system
which supplies power for engine starting circuits and
most non-propulsion electrical components. The
24VDC engine starting circuit is supplied by four, heavy
duty Type 8D, 12 volt storage batteries. Several components require 12VDC and are supplied by circuits
tapped off the starting batteries. Two, smaller, 12VDC
batteries (Type 4D) supply 24VDC for the non-propulsion components; Engine Control System, circuit relays, indicator lamps, etc.
The batteries are of the lead-acid type, each containing
six 2-volt cells. With the engine Off, power is supplied
by batteries. During engine cranking, power is supplied
by the four engine cranking batteries only. When the
engine is running, power is supplied by an engine
driven high capacity alternator.
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.
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
Lead-acid storage batteries contain sulphuric 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 leadacid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of
batteries and accidents involving sulphuric acid.
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.
Two most common troubles that occur in the charging

system are undercharging and overcharging of the
trucks batteries.
An undercharged battery is incapable of providing
sufficient power to the trucks electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Loose or corroded battery connections
Defective wire in electrical system
Loose alternator drive belt
A defective alternator
Overcharging, which causes 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.
BATTERIES
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 38 12 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.
D02018
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 leadacid 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.
24VDC Electric Supply System
D2-1
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, make sure cell caps
are tight to prevent cleaning solution from entering the
cells.
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 sulphuric 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.
The rate of self-discharge of a battery kept at 100F

(38C) is about six times that of a battery kept at 50F
(10C) 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 12 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 the table below 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 34
charged battery is in no danger of freezing, therefore,
a 34 charge or better is desirable, especially during
winter weather.
SPECIFIC GRAVITY
Corrected to 80F (27C)
FREEZING
TEMPERATURE DEGREES
For every 10F (5C) above 80F (27C), 0.004

should be ADDED to the reading.
1.280
-90F (-70C)
1.250
-60F (-54C)
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.
1.200
-16F (-27C)
1.150
+ 5F (-15C)
1.100
+ 19F (-7C)
D2-2
D02018
BATTERY CONTROL BOX
BATTERY SUPPLY SYSTEM

24VDC BATTERY CHARGING ALTERNATOR
Refer to Optional Equipment, Section M for information regarding the truck battery charging alternator.
The battery control box (4) is located near the right

corner of the front bumper. This box contains the
battery disconnect switches and other components
listed below.
System Battery Starter Disconnect Relay
BATTERY BOX
The truck batteries are located in an enclosure (1,
Figure 2-1) in the center of the truck behind the front
bumper. For access to the batteries, remove the two
covers by turning the cover handles counterclockwise
until released. Lift eyes are attached to the ends of the
enclosure if the entire battery container must be removed.
Four Type 8D batteries (2) are installed in the battery
box and are used for the 24VDC engine cranking circuit
and the 12VDC circuits. Two Type 4D batteries (3) are
installed to provide 24VDC for the truck systems other
than engine starting. A System Battery Starter Disconnect Relay isolates these batteries from the engine
starter circuit during engine cranking.
The System Battery Starter Disconnect Relay (7, Figure

2-2) isolates the engine cranking circuit, when the
starter is actuated, from the system battery circuits to
ensure the high current demand in the starter circuit
does not affect the control system circuits.
When the operator turns the keyswitch to the start
position, a signal is sent from the keyswitch to the Truck
Control Interface (TCI) located in the Electrical Interface Cabinet. If all conditions required to engage the
starter are acceptable, the TCI panel provides a signal
to energize the System Battery Starter Disconnect
Relay, disconnecting the system batteries from the
start circuit until the cranking sequence is completed
and cranking battery voltage returns above a programmed voltage.
FIGURE 2-1. BATTERY BOX AND BATTERY CONTROL BOX

1. Battery Box
3. System Batteries
2. Engine Cranking Batteries
4. Battery Control Box
D02018
D2-3
Battery Disconnect Switches

The three battery switches provide a convenient
method of disconnecting the truck batteries from the
truck electrical circuits.
The rear disconnect switch (2) opens the starter battery
circuit only, preventing engine startup while still allowing battery power to the 24VDC control system circuits
if desired.
The front switches are ganged to ensure both are
opened or closed at the same time. The middle switch
(3) disconnects the 24VDC circuit and the front switch
(4) controls the 12VDC circuit.
24VDC Auxiliary Battery Connectors

Two pairs of receptacles (5), located adjacent to the
battery disconnect switches are provided to attach
battery charger leads for charging the truck batteries.
In addition, these receptacles can be used for connecting external batteries to aid engine starting during cold
weather. When external batteries are used, they should
be of the same type (8D) as the batteries installed on
the truck. Two pairs of batteries should be used. Each
pair should be connected in series to provide 24VDC,
with one pair connected to the top receptacle and the
other pair connected to the bottom receptacle on the
truck.
FIGURE 2-2. BATTERY CONTROL BOX

1. Battery Control Box
Assembly
2. Starter Circuit
Disconnect Switch
3. 24VDC Circuit
Disconnect Switch
4. 12VDC Circuit
Disconnect Switch
D2-4
5. Auxiliary Battery
Connectors
6. 12VDC Circuit Breaker
7. System Battery Starter
Disconnect Relay
8. Battery Equalizer
NOTE: If both the truck cranking batteries and the

system batteries are discharged, the system batteries must be recharged before attempting to start
the engine. The external starting batteries provide
additional current for starter motor operation only.
The system batteries are disconnected from the
external (auxiliary) batteries and the truck
mounted cranking batteries while the engine
starter is engaged.
D02018
Battery Equalizer
The majority of the accessory and control circuits
operate at 24VDC. Several components however, require 12VDC (cab window regulator motors, cassette/radio, cigar lighter etc.).
A battery equalizer (8) system is utilized to obtain the
required 12VDC and ensure that all the truck batteries
are charged and discharged equally.
A 50 amp circuit breaker (6) mounted in the box protects the 12VDC circuits.
4. If alternator voltage is outside above limits, refer

to Section M for battery charging alternator
service information.
5. With the engine running, verify voltages at the
battery equalizer terminals.
a. Measure the voltage between the 24 volt and
12 volt terminals.
b. Measure the voltage between the 12 volt
terminal and ground.
6. If the difference between the voltage measurements above exceeds 0.75 volts, the battery
equalizer is defective and should be replaced.
Troubleshooting
Normal battery maintenance procedures should be
followed according to the intervals specified in the
Lubrication and Service section of this manual. Refer
to the Battery information in this section for detailed
instructions regarding proper battery maintenance and
service procedures. Prior to troubleshooting the battery equalizer system, inspect all battery circuit connections for excessive corrosion, loose cables, ground
connections etc. Use the following procedure to check
the system if a problem occurs:
Always open main battery disconnect switches

prior to removing or connecting any wires or cables on the Battery Equalizer terminals.
1. Check the 12VDC circuit breaker.

a. If the circuit breaker has opened, check circuits
and repair cause.
b. Reset circuit breaker.
2. Check other applicable circuit breakers to determine if one or more has opened. (Refer to Circuit
Breaker Chart in the following Section for a list of
circuit breakers and the circuits involved.)
a. If the circuit breaker has opened, check circuits
and repair cause.
b. Reset circuit breaker.
3. Check battery voltage with the battery equalizer
connected and the engine running.
a. Verify battery charging alternator output is 27.8
to 28.2 volts.
D02018
D2-5
NOTES
D2-6
D02018
24 VDC ELECTRICAL SYSTEM COMPONENTS

PASSENGER SEAT BASE
COMPARTMENT
COMPONENTS
The 24 VDC electrical system components shown in

Figure 3-1 are accessed by unlatching the passenger
seat base lid and tilting the passenger seat forward.
The electrical schematics in Section R should be used
when troubleshooting problems with the following
components.
Do not attempt repairs until the truck is properly

shut down. Dangerous voltage levels are present
in the propulsion system while the engine is running and for a period of time after shutdown. Refer
to Section D Index for additional warnings.
TRUCK SHUTDOWN PROCEDURE

4. Verify the LINK VOLTAGE lights on the electrical
cabinet and next to the the DID panel in the cab
are OFF. If they remain on longer than 5 minutes
after shutdown, the propulsion system must be
inspected by a technician trained to investigate
the cause.
5. Place the GF Cutout Switch in the CUTOUT position throughout test and troubleshooting procedures. (See Figure 3-1, page E3-2, Propulsion
System, for switch location.)
D03019 04/01
TAIL LIGHT RESISTOR DIODE ASSEMBLIES

The tail light resistor diode assembly RD1, RD2 (2,
Figure 3-1) is a circuit designed to vary the intensity of
each of the stop/tail lamp bulbs.
With the tail lights on, a resistor in series with the lamp
reduces voltage supplied to the lamp, thereby reducing
the lamp intensity. When the service brakes are applied
and the stop lights are activated, current flows from the
stop light relay, through a diode, bypassing the resistor
and applies 24 VDC to the lamp filament.
RD1 controls the left lamp and RD2 controls the right
lamp. No adjustments are available or necessary.
5 MINUTE IDLE TIMER COMPONENTS
The 5 minute idle timer circuit automatically provides
approximately 5 minutes engine idle time before actual
engine shutdown occurs. This system allows the engine cooling system to circulate coolant to reduce and
stabilize engine component temperatures, when engine power requirements are minimal, resulting in extended engine life.
The circuit is controlled by a 3-position rocker switch.
Pressing the bottom of the switch will turn the circuit
OFF. The engine will shut down by use of the Key
Switch, console mounted Engine Shutdown Switch, or
the Ground Level Shutdown Switch.
With the rocker switch in the middle position, the circuit
is ON, but does not activate the 5 minute idle timer
circuit. The engine can be shut down immediately
using any one of the three switches described above.
When the top of the switch is depressed and held
momentarily, the idle timer circuit is activated. When
released, the switch will return to the ON (middle)
position, and the 5 minute idle timer circuit is latched
on through the switch. The engine will not shut down
with the Key Switch. Moving the Key Switch to the OFF
position, will cause the engine to shut down after the 5
minute time delay is completed. The normal shutdown
sequence will then occur.
However, if during the 5 minute idle timing sequence,
the 5 minute delay switch (on the instrument panel) is
pressed to the OFF position, the console shutdown
switch is depressed, or the Ground Level Shutdown
switch is activated, the engine will shut down immediately, followed by the normal shutdown of all systems.
24VDC System Components
D3-1
FIGURE 3-1. PASSENGER SEAT BASE COMPARTMENT

1. Seat Base
2. Tail Light Resistor/Diodes (RD1/RD2)
3. Terminal Board (TB13)
6. 5 Minute Idle Timer
D3-2
7. 5 Minute Idle Contactor

8. Inclinometer
9. Hoist Control
10. Compartment Service Light
11. Brake Warning Buzzer (BWB)
12. 5 Minute Idle Relay

13. Connector (RP226)
16. AID Module
D03019 04/01
5 Minute Idle Timer
BRAKE WARNING BUZZER (BWB)
The 5 minute idle timer (6) circuit is activated when the

operator presses the 5 minute idle timer engine shutdown switch mounted on the instrument panel. (This is
a momentary switch that also latches the 5 minute idle
timer in the energized position.) When the timer is
energized, internal contacts close and energize the
relay and contactor described below.
The brake warning buzzer (11) provides an audible

alarm for the operator if a malfunction occurs in the
hydraulic service brake system. Refer to Section J for
additional operational details.
5 Minute Idle Relay

The relay (12) contacts close when the idle delay timer
is energized. When the contacts are closed, the AID
system 5 minute idle timer indicator lamp circuit
(23LI) on the overhead display is grounded, turning the
lamp on.
5 Minute Idle Contactor
The contactor (7) energizes the idle timer and maintains current flow to the engine run circuit if the
operator turns the key switch off.
ALARM INDICATING DEVICE (AID) SYSTEM

The Alarm Indicating Device (16, Figure 3-1) used on
Haulpak trucks is a device which is connected in the
electrical accessories circuits to provide the operator
with a warning indication of a malfunction. This system
consists of up to eight printed circuit cards, located
under the passenger seat in the operators cab. The
actual quantity of cards will depend on options installed
on the truck.
The AID system enables the indicating lights to be
flashing or constant. The AID also has the capability of
operating an audible alarm along with the light. The
eight printed circuit cards are (refer to Figure 3-2):
Diode Matrix (With Sound) Card (Slot 1)
Diode Matrix (Without Sound) Card (Slot 2)
5 Minute Idle Circuit Test

Check 5 minute idle timer circuits as follows:
Hot Switch Inverter Card (Slot 3)

Hot Switch Inverter Card (Slot 4) (Not Used)
1. With the key switch ON, press the Engine Shutdown switch firmly to the momentary position and
release (switch will return to the ON position).
Oil Level Card (Slot 6)
2. Turn the key switch OFF and verify the following:
Temperature and Latch Card (Slot 7)
Circuit 712 (to ground) remains 24 volts for approximately 5 minutes. After 5 minutes, the voltage
drops to 0.
The 5 minute idle indicator lamp on the overhead
display is ON when circuit 712 reads 24 volts.
3. Repeat step 1. While monitoring voltage at circuit
712, turn the key switch OFF. Push the engine
shutdown switch off.
Verify voltage at circuit 712 drops to 0 when the
shutdown switch is pushed to OFF.
Temperature Card (Slot 5) (Not Used)
Coolant Level and Flasher Card (Slot 8)

NOTE: Each card is identified with a number which
corresponds with a mating number on the housing. If
cards are removed, make sure card numbers correspond with housing numbers during installation (See
Figure 3-2).
The following briefly describes each card and its function. Refer to Section R for circuit components described below.
INCLINOMETER
Coolant Level/Flasher
The inclinometer is used by the on-board load weighing system to determine whether the truck is on a level
surface or tilted fore or aft. The information provided
by the inclinometer is sent to the weighing system for
use in calculating the payload. Refer to Section M for
detailed information on the inclinometer and on board
load weighing system.
The Coolant Level and Flasher Card contains two separate circuits. The flasher circuit at the top of the card
has Q12 transistor biased to be saturated when no
malfunction is present, resulting in there being 24 volt
positive output on pin H of the card and on wire 12F.
When a indicating circuit is activated, the ground side
of the circuit connected to card pin K is grounded.
Q12 will turn off initially and then after a delay, adjusted
by R20, will turn on and off to give the intermittent 24
volt output.
D03019 04/01
D3-3
Temperature and Latch

The Temperature and Latch Card has two circuits to
operate two different indicating lights. The temperature
circuit is controlled by a coolant temperature sensor
which decreases electrical resistance as its temperature increases. It will have a resistance of approximately 1000 ohms at 185oF (85oC) and 500 ohms at
250oF (122oC). Normal setting is 204oF (96oC).
When the temperature is low and the resistance is high,
Q1 is off and no high temperature indication occurs.
When the coolant temperature is excessive, resistance
decreases to a point where Q1 will turn on and ground
the flasher through D8, the alarm horn through D12,
and the High Temperature Light through terminal D8.
R14 can adjust the temperature (resistance) at which
the circuit is activated.
NOTE: Some electronic engine controls monitor coolant temperature. If the engine controls monitor the
circuit, a 2K resistor is installed to replace the temperature sensor and disable the AID system circuit.
FIGURE 3-2. AID SYSTEM CARD ENCLOSURE

1. Diode Matrix With Sound
2. Diode Matrix Without Sound
3. Hot Switch Inverter
4. Hot Switch Inverter (Not Used)
5. Temperature & Latch
6. Coolant Level & Flasher
The other half of the circuitry on the Coolant Level and
Flasher Card operates the Coolant Level Light. The
Water Level Probe connected to terminal B11 grounds
the 31L circuit when the coolant in the radiator is above
the probe position. The coolant saturates the probe
and electrically grounds the circuit. When the circuit is
grounded, Q6 transistor is off, resulting in no indication.
When the coolant level drops below the probe, 31L is
no longer grounded and Q6 turns on to ground the
flasher through D5, ground the Coolant Level Light
through terminal D11, and ground the alarm horn
through D6. The light and alarm horn will operate
intermittently as their 24 volt supply is from circuit 12F,
the flasher output.
NOTE: Some electronic engine controls monitor coolant level. If the engine controls monitor the circuit, a
2K resistor is installed to replace the probe and
disable the AID system circuit.
D3-4
The Latch Circuit monitors the accumulator precharge

pressure switches. When one of the pressure switches
closes, Q5 will be turned off which supplies power to
the gate of SCR Q7. With Q7 turned on, Q9 will supply
the ground path to turn on the Low Accumulator Precharge Indicator Light and sound the alarm horn. The
Indicator Light is connected to 12F and will flash off and
on. The SCR will remain on until power is removed from
the card by turning the key switch Off.
Hot Switch Inverter

The Hot Switch Inverter Card (Slot 3) is used to operate
and test the service brake indicator light. In normal
conditions Q4 transistor is off and the Indicator Light is
off. When the stoplight switch is activated, 24 volts is
sent to pin E of the Hot Switch Inverter Card. Transistor Q4 is turned on by this voltage and, in turn,
grounds the service brake Indicator Light. There is no
alarm horn operation with this card.
A second circuit on this card is used to operate and
test the Retard Speed Control indicator light. When
RSC is turned Off, transistor Q7 is off and the indicator
light is off. When RSC is turned on, 24 volts is sent to
pin J of the card. This voltage turns on Q7, grounding
the indicator light circuit.
D03019 04/01
Hot Switch Inverter Card (Slot 4) (Not Used)

Oil Level
The Oil Level Card is used to turn on the Low Oil Level
Indicator Light to warn the operator engine oil/hydraulic tank oil level is below acceptable levels. The oil float
is connected to a variable resistor. As the oil level
decreases, the resistance goes down causing Q3 to
turn on, grounding the indicator light and alarm horn.
Temperature
The Temperature Card (Optional) is used to turn on
the High Oil Temperature Indicator Light. The indicator
light tells the operator that the hydraulic tank oil temperature has exceeded acceptabale levels. Normal
temperature setting is 250oF (121oC). As the temperature goes up the resistance in the probe decreases
providing a ground path for the indicator light and
alarm horn.
Diode Matrix (With Sound)

The Diode Matrix With Sound Card works very much
like the other Diode Matrix Card, except that it contains
extra diodes to activate the alarm horn in addition to
the flasher. The circuits connected to terminals A1
through A8 operate in the same manner.
Lamp Test
All of the card circuits are connected to the Lamp Test
Switch on the overhead display area. In normal operation, these circuits are open and not functional. When
the operator pushes the Lamp Test Switch, it activates
all the indicator circuits by grounding them. This is used
to verify that all lamps are functional.
Diode Matrix (Without Sound)

The Diode Matrix Without Sound Card consists of a
series of diodes capable of working with eight different
indicator circuits. The indicator light can be a flashing
light by connecting it to the 12F circuit or a steady light
by connecting it to the 12M circuit. In addition, some
of the indicator light circuits are routed through a
dimmer module to allow the operator to vary the intensity of the lamps. These lamps are fed by circuits 12FD
(flashing) and 12MD (steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the Indicator detecting switch activates the circuit, it grounds the lamp and
grounds the flasher circuit through the diodes. Any
circuits connected to terminals C1 through C8 will
operate in the same manner. The alarm horn is not
activated by this card.
D03019 04/01
D3-5
ELECTRICAL INTERFACE CABINET
TRUCK CONTROL INTERFACE PANEL
The Electrical Interface Cabinet (1, Figure 3-3) is

mounted near the rear of the cab and on the left side
of the main electrical control cabinet. The cabinet
houses various components for the 24VDC circuits,
engine controls and the 17FL349, Truck Control Interface Panel (TCI).
The Truck Control Interface Panel (TCI) (6, Figure 3-3)

is the main interface between truck systems and devices and service personnel. This panel is used in
conjunction with the Diagnostic Information Display
(DID) located in the operators cab.
The following information describes the components

in the cabinet and their operation. Additional, detailed
information for operation and troubleshooting procedures not included below can be found in Section E
of this manual, the engine manufacturers service publications and the appropriate G.E. publications. Refer
to Section R of this manual for system schematics.
Refer to Figure 3-3 for location of the following components.
The TCI panel provides the following functions:

Communicates with the Propulsion System Controller (PSC) to exchange propulsion control system status and control data and to provide the PSC
with truck systems status data.
Communicates with the Diagnostic Information
Display (DID) to exchange PSC and/or TCI diagnostic and parameter data. Refer to Section E for
additional information.
Communicates with the Auxiliary Blower System
to exchange diagnostic data.
Communicates with a Portable Test Unit (PTU) to
exchange TCI PTU data.
LUBRICATION SYSTEM TIMER

Automatic Lubrication System activation frequency
can be adjusted by removing the timer (4) cover and
selecting one of five different timing intervals available.
System on time is automatically determined by the
timer and is not adjustable.
Refer to Section M for additional automatic lubrication system details.
BAROMETRIC PRESSURE TRANSDUCER

The Barometric Pressure Transducer (9) monitors
barometric air pressure, providing a signal to the Truck
Control Interface panel (TCI) and Propulsion System
Controller (PSC).
Communicates with a Modular Mining Dispatch

System to exchange truck status data.
Monitors engine control system, payload information, ambient and propulsion system temperature,
operator control inputs etc.
Controls the engine start sequence.
Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls the
park brake solenoid.
Processes front wheel speed signals for the PSC
and speedometer.
CONTROL POWER RELAY

SPECIAL INTERFACE MODULE
The Interface Module (2) receives a load curve (PWM)
signal from the engine controls and converts it to a 0
to 10 volt signal for use by the Propulsion System
Controller (PSC).
CIRCUIT BREAKER PANEL
POWER DISTRIBUTION TERMINALS

A 24 VDC terminal (17) and a 12 VDC terminal (19) are
mounted on the left wall of the cabinet. These terminals
distribute battery voltage and 12 VDC for devices requiring reduced voltage. This 24 VDC terminal is a
convenient test point for measuring battery voltage
during troubleshooting procedures.
D3-6
The Control Power relay (18) is energized when the Key

Switch and Control Power switch (located in the main
electrical cabinet) are turned on. When closed, the
relay connects the battery circuit (circuit # 11) to create
circuit # 71, the B+ source for many of the low voltage
system components.
A panel (10) adjacent to the TCI panel in the Electrical

Interface Cabinet contains the cabinet service lights
on/off switch (1, Figure 3-4) and circuit breakers CB1
though CB12 (2). Refer to Circuit Breaker Chart at the
end of this Section for functions and circuits.
D03019 04/01
FIGURE 3-3. ELECTRICAL INTERFACE CABINET

1. Cabinet Assembly
2. Special Interface Module (SIM)
3. Relay Board (RB1)
4. Lincoln Lube System Timer
6. Truck Control Interface Panel (TCI)
7. Relay Board (RB7 - Not Used)
D03019 04/01
8. Cabinet Service Light

9. Barometric Pressure Transducer
10. Circuit Breaker Panel
15. Cable Entrance Panel

16. Diode Board (DB1)
17. 24 VDC Terminal
18. Control Power Relay
19. 12 VDC Terminal
20. Cabinet Left Wall
21. Cabinet Right Wall
D3-7
FIGURE 3-4. CIRCUIT BREAKER PANEL

1. Cabinet Service Light Switch
2. Circuit Breakers
DIODE BOARD - DB1
The diode board (16, Figure 3-3) contains replaceable
diodes. Some of the diodes are used in the coil circuit
of various relays to suppress the resultant coil voltage
spike when power is removed from the circuit, preventing damage to other circuit components (lamp filaments etc.). Other diodes are used to control the flow
of current in a circuit as required. Resistors or diodes
may also be installed in sockets P7 through P12 (3,
Figure 3-5). Refer to the schematics in Section R for
specific circuits.
Diode board, DB1 contains 24 replaceable diodes. The
diodes are mounted on a plug-in connector for easy
replacement.
Diode Testing
1. Diode Board 1 (DB1)

2. Connectors (P1 - P6)
3. Sockets (P7 - P12)

4. Diodes (D1 - D23)
2. An analog ohmmeter can be used to test the diode

as follows:
a. Place the meter on the X100 scale.
Refer to the electrical schematic in Section R of this

manual for the specific circuit and diode to be tested.
If a diode failure is suspected, remove and check the
diode as follows:
1. Grasp the diode connector, compressing the locking ears while pulling the connector off the
board. Note the connector key used to ensure
correct polarity.
NOTE: Some digital multimeters are designed to test
diodes. If this type is used, follow the manufacturers
instructions for proper test.
D3-8
FIGURE 3-5. DIODE BOARD 1
b. With the red meter lead (+ ) on the banded end

of the diode and the black lead (-) on the other
diode lead, the meter should read between
1000 and 2000 ohms.
c. Reverse the meter leads and read infinite resistance.
3. If no resistance is read on the meter, the diode is
open and must be replaced.
4. If the meter reads zero ohms, the diode is shorted
and must be replaced.
5. Orient the diode assembly for proper polarity
(key noted in step 1.) and insert connector until
locked in position on mating receptacle.
D03019 04/01
RELAY BOARDS
Service
The Electrical Interface Cabinet contains six relay

boards to provide control for many of the 24VDC
circuits. Two types of boards are used; those containing circuit breakers in addition to 24VDC relays and a
PC board for special functions, and a second type
containing relays only.
To replace a relay:
All relays are interchangeable. The circuit breakers are

interchangeable, providing the circuit breaker capacity
is the same. Do not interchange or replace any
circuit breaker with one of a different capacity than
specified for the circuit. Serious damage or a fire may
result if the wrong capacity breaker is used.
RELAY BOARDS RB1, RB2, RB3, RB4, RB5
Each relay board of this type is equipped with five green
lights (9, Figure 3-6) and one red light (7). 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.
Each relay board has a 5th green light that has a
different function on each board.
The red Breaker Open light (if ON) indicates that a
circuit breaker (on that relay board) is in the OFF
position. A light on the overhead display panel will also
illuminate, informing the operator that a circuit breaker
is in the OFF position. The red breaker open light will
turn ON whenever there is a voltage difference
across the two terminals of a circuit breaker.
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:
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, turn it ON. Check
operation of component. If it trips again, check
the wiring or component for cause of overload.
The contacts inside the relay may not be closing,
or the contacts may be open, preventing an
electrical connection. Swap relays and check
again. Replace defective relays.
Check the wiring and all of the connections between the relay board and the component for an
open circuit.
Defective component. Replace component.
NOTE: The relays are labelled to identify the applicable

circuits and components Also, refer to the Circuit
Breaker Chart at the end of this Section.
1. Remove one screw (10, Figure 3-6) holding the
crossbar in place and loosen the other screw.
2. Swing crossbar away.
3. Gently wiggle and pull outward to remove relay
(11).
4. Line up tabs and install new relay.
5. Place crossbar in original position and install
screw (10) that was removed and tighten both
screws.
To replace a circuit breaker:
NOTE: Always replace a circuit breaker with one of the
same amperage capacity as the one being removed.
1. Place battery disconnect switches in the OFF
position.
2. Unplug all wiring harness(s) from relay board.
Remove four relay mounting screws and remove
relay board from truck.
3. Remove four hold down screws (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.
Poor ground at the component. Repair the

ground connection.
D03019 04/01
D3-9
To replace a circuit panel card
RELAY BOARD IDENTIFICATION
DO NOT remove the small screws that hold the cover

plate to the circuit panel. Replace circuit panel as a
complete assembly.
The six relay boards are identified as follows:
1. Place battery disconnect switches in the OFF

position.
2. Remove the two mounting screws (6, Figure 3-6)
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).
(Refer to Figure 3-3 for location.)

Relay Board 1. . . . . . . . . . Clearance/Turn Signal
Relay Board 2. . . . . . . . . . . . . . . . . Payload Meter
Relay Board 3. . . . . Stop, Retard, Backup Lights
Relay Board 4. . . . . . . . . . . Parking Brake, Horn,
. . . . . . . . . . . . . . . . . . Body-up, Engine Cranking
Relay Board 5. . . . . . . . . . . . . . . . . . Head Lights
Relay Board 6. . . . . . . . . . . . . Engine Functions,
. . . . . . . . . . . . . . . . Mid/Full Load Signals to PSC
. . . . . . . . . . . . . . . . . . . . . . Backup Lights & Horn
Refer to Circuit Breaker Chart for electrical circuit identification numbers.
FIGURE 3-6. TYPICAL RELAY BOARD

(RB4 Shown)
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)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights (GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
13. Circuit Harness Connector
D3-10
D03019 04/01
Relay Board 3 (RB3)
RELAY BOARD FUNCTIONS

The following describes the components and functions
of each relay board.
Relay Board 1 (RB1)
1 - Flasher Power Light (Green): This light will be
ON when the turn signals or hazard lights are
activated.
> K1 light will be ON during right turn signal operation
> K2 light will be ON during left turn signal operation
> K3 light will be on when clearance lights are activated.
> 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 - Light Module Display card

1 - Rev Light (Green): This light is ON whenever the
selector switch is in the reverse position, and the
key switch is in the ON position.
4 - 15 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Back-up Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3)
Slippery Road Relay (K4) (Not used)
Relay Board 4 (RB4)
1- Steering Pressure Bleed Down Timer Module
card.
3 - 15 amp circuit breakers (CB13, CB14, CB15)
1 - Bleed Down Light (Green): This light is ON when

the bleeddown solenoid is being energized. The
bleeddown timer will energize the solenoid for 90
seconds after key switch is turned OFF.
4 - Relays
2 - 5 amp circuit breakers (CB20, CB22)
1 - Flasher Module card.
Right Turn/Clear Light Relay (K1)
1 - 15 amp circuit breaker (CB21)
Left Turn/Clear Light Relay (K2)
4 - Relays
Clearance Lights Relay (K3)
Park Brake Failure Relay (K1)
Flasher Relay (K4)
Engine Cranking Oil Pressure Interlock Relay

(K2)
Relay Board 2 (RB2)
Horn Relay (K3)
1 - Data Storage Module card.
Body Up Relay (K4)
1 - Payload Stored Light (Green): This light is ON

for one second when the payload meter actually
stores the load data into memory.
1 - 5 amp circuit breaker (CB29) (To payload meter)
Relay Board 5 (RB5)

1 - Light Display Module card
1 - 15 amp circuit breaker (CB28) (To payload lights

& relays)
1 - Lights Control Light (Green): This light is ON

when 24 volts is being supplied to the battery
terminal of the light switch.
4 - Relays
5 - 15 amp circuit breakers
Light Relay 1 (Green) (K1)

Light Relay 2 (Amber) (K2)
(CB23, CB24, CB25, CB26, CB27)

4 - Relays
Light Relay 3 (Red) (K3)
Left Low Beam Relay (K1)
Light Control Relay (K4)
Right Low Beam Relay (K2)

Left High Beam Relay (K3)
Right High Beam Relay (K4)
D03019 04/01
D3-11
Relay Board 6 (RB6)
Installing Additional Circuits
Relay board 6 (Figure 3-7) does not contain circuit

breakers or modular cards. Additional circuits may be
added by utilizing the empty relay sockets provided.
To add an additional circuit with a relay, connect the

wires as described below:
The following relays are installed on RB6:
The control circuit for the relays are the + and -

terminals:
+ terminal is for positive voltage.
Back-up Lights & Horn Relay (K1)

Engine Run/Ignition Relay (K2)
- terminal is for grounding of the control circuit.
Spare Socket (K3)
Either circuit can be switched open or closed

to control the position of the relay.
Engine Retard Speed Relay (K4)

Spare Socket (K5)
Full Load Signal to PSC Relay (K6)
The terminals of the switched circuit from the relay

contacts are labeled as follows:
70% Load Signal to PSC Relay (K7)
NC - Normally Closed
Spare Socket (K8)
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).
If Relay Board 6 must be removed and replaced,

be certain to note correct orientation of board!
Improper orientation will result in incorrect hookup
to existing wire harness.
FIGURE 3-7. RELAY BOARD 6

2. Terminal Strips (TS1 - TS8)
D3-12
3. Relays (K1 - K8)
D03019 04/01
BODY-UP SWITCH
Adjustment
The body-up switch (3, Figure 3-8) is located inside the

right frame rail near the front of the body and must be
adjusted to specifications to ensure the proper electrical signal is obtained when the body is raised or
lowered. The body-up switch is designed to prevent
propulsion in Reverse when the dump body is not
resting on frame rails. The switch also prevents forward
propulsion with the body up unless the override button
is depressed and held.
Prior to adjusting the body-up switch, inspect body

pads for wear or damage and replace pads if required.
The body must be resting on the frame in the normal
body down position when adjustments are made.
Operation
When the body is resting on the frame, actuator arm
(4) causes the electrical contacts in the magnetically
operated switch to close. When the body is raised, the
arm moves away from the switch, opening the contacts. The electrical signal is sent to the control system
and the body-up relay.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assembly.
1. Loosen capscrews (2, Figure 3-8) and adjust proximity switch bracket (3) to achieve an air gap
(dimension A) between sensing area (crosshatched area as marked on switch) and actuator
arm (4), of between 0.50 in. (12.7 mm) minimum
and 0.62 in. (15.9 mm) maximum. Tighten capscrews after adjustment.
2. If necessary, loosen actuator arm mounting capscrews (5), and position arm until centered over
sensing area of switch. Vertical set up dimension
(B) should be 1.63 in. (41.5 mm). Tighten capscrews after adjustment.
Service
Keep sensing area clean, free of metallic dust and other
debris that may damage or inhibit operation of the
proximity switch. If the switch is not functioning or
damaged, the unit must be replaced.
FIGURE 3-8. BODY-UP SWITCH ADJUSTMENT

1. Switch Mounting Bracket
2. Adjustment Capscrews
D03019 04/01
3. Proximity Switch
4. Actuator Arm
5. Adjustment Capscrews
D3-13
HOIST LIMIT SWITCH

The hoist limit switch (5, Figure 3-9) is located inside
the right frame rail above the rear suspension (near the
body pivot pin). The hoist limit switch is designed to
stop the hoist cylinders before reaching full extension,
preventing possible damage to the dump body or hoist
cylinders.
Operation
When the hoist cylinders approach maximum stroke,
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically operated
switch to close the electrical contacts. When the contacts close, an electrical signal is sent to the hoist-up
limit solenoid valve (located in the hydraulic components cabinet) to prevent further oil flow to the hoist
cylinders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assembly.
Adjustment
With body raised and hoist cylinders within 6 in. (152
mm) of maximum travel, make the following adjustment.
1. Adjust limit switch to achieve an air gap (dimension A) of 0.50 to 0.56 in. (12.70 to 14.30 mm)
between sensing area and actuator arm (3).
Retighten capscrews.
Service
FIGURE 3-9. BODY LIMIT SWITCH ADJUSTMENT
Keep sensing area clean, free of metallic dust and other

debris that may damage or inhibit operation of the limit
switch. If the switch is not functioning or damaged the
unit must be replaced.
1. Body
2. Frame
3. Actuator Arm
D3-14
4. Switch Mounting Plate

5. Hoist Limit Switch
D03019 04/01
CIRCUIT BREAKERS
DEVICE(S) PROTECTED
AMPS
CIRCUIT
LOCATION
CB00
50
12 Volt Power Source
11B1
Battery Control Box
CB1
Fan Clutch Power
440
Electrical Interface Cabinet
CB2
20
ECM Main Power
240M
CB3
20
ECM Main Power
241M
CB4
20
ECM Rec. Power
240R1
CB5
20
ECM Rec. Power
241R1
CB6
15
Engine Service Lights
11SL
CB7
10
Lincoln Lube Solenoids
68
712H
CB8
10
Body-up Limit Switch/Solenoid
CB9
10
Spare
CB10
10
Spare
CB11
15
Spare
CB12
Spare
CB13
15
Clearance Lights

11CL
RB1, Elect. Interface Cabinet
CB14
15
Turn Signals
11Z
CB15
15
RD1, RD2, & Tail Lights
41T

CB16
15
Dynamic Retard Lights
44C
CB17
15
Manual Back-up Lights
47B
CB18
15
Stop Lights
44A
CB19
15
Back-up Horn
79A

CB20
439E Circuit & Park Brake Fail Relay Coil
439E
CB21
15
Steering Bleeddown, Horn
11A
CB22
Relay Board RB6, K2 coil (Engine Run/Ignition)
23D
CB23
15
Low Beam Headlight, L.H.
11DL
CB24
15
Low Beam Headlight, R.H.
11DR
CB25
15
High Beam Headlight, L.H.
11HL

CB26
15
High Beam Headlight, R.H.
11HR
CB27
15
Headlight Switch
11D
CB28
15
Payload Meter
39J
CB29
15
Payload Meter
39G
CB30
15
Hazard Light Switch
11L
Power Distribution Module
CB31
15
Cab Heater/AC Blower Motor
12H
CB32
15
Warning Lights, A.I.D. Module
12M
CB33
Not Used

CB34
Not Used
CB35
Not Used
CB36
10
Cigar Lighter
11B2
CB37
10
Windshield Washer & Wiper
712W
CB38
Fuel, Engine Temperature, Oil Pressure, Voltmeter Gauges
712D
CB39
Not Used

CB40A
Accessory Plug (12VDC)
12GE
CB40B
10
Radio/Cassette Player
11B4
CB41A
15
Cab Door Window, L.H.
11B6
CB41B
15
Cab Door Window, R.H.
11B7
CB42
15
Air Seat
712A
CB43
10
Start Signal
21S
CB50
20
Communications Radio
SPR42/SPR46
CB51
20
Dispatch Radio
SPR43/SPR47
CB52
10
Spare
SPR44
D03019 04/01
D3-15
NOTES
D3-16
D03019 04/01
SECTION E
ELECTRICAL PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS
GENERAL SYSTEM DESCRIPTION . . . . . . .
System Components . . . . . . . . . . . . .
DID Panel Fault Codes . . . . . . . . . . . .
PSC Software Functions . . . . . . . . . . .
Propulsion System Component Abbreviations
Electronic Accelerator and Retard Pedals . .
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. . E2
. E2-1
. E2-3
. E2-5
. E2-30
. E2-41
. E2-51
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . .

AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . .
Truck Shutdown Procedures . . . . . . . . . . . . . . . . . .
Normal Shutdown . . . . . . . . . . . . . . . . . . . . .
Shutdown After a System Failure . . . . . . . . . . . . .
SYSTEM CHECKOUT (Release 17 Software) . . . . . . . . . . .
Battery and Control Checks, Battery Power Off . . . . . . . .
Battery and Control Checks, Battery Power On . . . . . . . .
Memory Backup Battery Replacement . . . . . . . . . . .
TCI Programming . . . . . . . . . . . . . . . . . . . . . . . .
PSC Programming . . . . . . . . . . . . . . . . . . . . . . .
Inverter Programming . . . . . . . . . . . . . . . . . . . . . .
Truck Control Interface (TCI) Checkout . . . . . . . . . . . .
Propulsion System Controller (PSC) Checkout . . . . . . . .
Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . .
On-Board Load Testing . . . . . . . . . . . . . . . . . .
PVM Optimum Load Curve Handshaking Troubleshooting
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. . E3
. E3-1
. E3-1
. E3-2
. E3-3
. E3-4
. E3-4
. E3-7
. E3-10
. E3-10
. E3-11
. E3-11
. E3-12
. E3-18
. E3-26
. E3-30
. E3-35
MISCELLANEOUS COMPONENT REPAIR . . . . . . . . . . . . .

Troubleshooting Phase Modules and Chopper Modules . . . . .
Phase Module Removal and Snubber Resistor Replacement
Auxiliary Blower Control System Troubleshooting . . . . . . . .
Auxiliary Inverter (Controller) Troubleshooting . . . . . . . .
Auxiliary Snubber Panel Troubleshooting . . . . . . . . . .
IGBT Troubleshooting . . . . . . . . . . . . . . . . . . . .
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. E3-36
. E3-36
. E3-36
. E3-38
. E3-41
. E3-42
. E3-43
NOTE: Propulsion System electrical schematics are located in Section R of this Manual.
E01012 3/01
Index
E1-1
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND
CONTINUE TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES
ARE NOT FOLLOWED.
Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
E1-2
DO NOT step on or use any power cable as a handhold when the engine is running.
NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional procedures are required before it is safe to do so. Refer to
Truck Shutdown Procedures, this Section, for additional propulsion system
safety checks to be performed by a technician trained to service the system.
ALL removal, repairs and installation of propulsion system electrical components, cables etc. must be performed by an electrical maintenance technician
properly trained to service the system.
IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify the propulsion system does not have
dangerous voltage levels present before repairs are started.
THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INITIATED. It requires approximately 5 minutes after the truck is
shut down before the Link Voltage has dissipated.
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY

BLOWER MOTOR AND ITS CIRCUITS TO DE-ENERGIZE.
Do not attempt to perform Auxiliary Blower Motor or Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have turned off
and it has been verified the system is de-energized.
PRIOR TO WELDING ON THE TRUCK, maintenance personnel should attempt

to notify the Komatsu Factory Representative.
The welding ground electrode should be attached as close as possible to the
area to be welded.
NEVER weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers.
Avoid laying welding cables across or near truck wiring harnesses or power
cables; voltages can be induced in adjacent cables, damaging electrical components.
Disconnect the battery charging alternator lead wire and open the battery disconnect switches.
Index
3/01 E01012
ELECTRICAL PROPULSION SYSTEM COMPONENTS

The following information provides a brief description
of system operation and major components of the AC
propulsion system. Refer to the appropriate GE publication for detailed information and theory of operation.
A list of commonly used propulsion system component
abbreviations is listed in Table IV at the end of this
Section. Figures 2-3 through 2-8 illustrate the physical
location of these components where applicable.
GENERAL SYSTEM DESCRIPTION

The AC drive system consists of the following major
components:
Alternator coupled to a diesel engine
Auxiliary Blower System
Gate Drive Power Converters
Main Rectifier
AC Power Inverters
AC Induction Traction Motors
The Alternator supplies three phase power for the

Auxiliary Blower System, Gate Drive Power Converters and Main Rectifier. The Main Rectifier supplies DC
power to two AC Power Inverters. Each AC Power
Inverter inverts the rectified DC voltage, delivering
variable voltage, variable frequency power to each of
the AC Induction Traction Motors.
Refer to the diagram in Figure 2-1 for the following
description.
The two AC Induction Traction Motors, each with its
own Inverter, are connected in parallel across the
rectified output of the Alternator. The Inverters change
the rectified voltage back to AC by turning on and off
(chopping) the applied DC voltage.
The output AC voltage and frequency are controlled to
produce optimum slip and efficiency in the traction
motors. At low speeds, the rectified alternator output
(DC link, or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter operation. At higher speeds, the DC link voltage is applied
to the motors using square wave inverter operation.
The voltage of the DC link is dependent upon the
Propulsion System Controller (PSC) and engine RPM
during propulsion. The link voltage will vary between
600 and 1400 volts during propulsion and 600 and
1500 volts during retarding.
E02014 3/01
The alternator field is supplied from a tertiary winding

on the alternator and is controlled by a silicon controlled rectifier (SCR) bridge. A starting boost circuit initially energizes the alternator from the truck batteries
until the flux builds up enough to sustain excitation.
Cooling air for the Alternator only is supplied by an
internal fan assembly mounted on the rear. Cooling air
for the traction system is provided by an AC motor
driven auxiliary blower mounted behind the electrical
cabinet. The auxiliary blower motor is controlled by an
auxiliary inverter which receives 3-phase AC power
from the alternator. This blower provides cooling air to
the traction motors, propulsion inverters, dynamic retarding choppers, and auxiliary inverter. Blower speed
is regulated by the PSC by monitoring component
temperatures to determine cooling needs.
A resistor grid package is used to dissipate power from
the traction motors (operating as generators) when in
dynamic retarding mode. The total retard power produced by the traction motors is controlled by the two
motor Inverters. The amount of retard power dissipated by the grid package is controlled by a GTO
Chopper circuit and stage-controlled contactors.
The PSC, mounted in the main Electrical Control Cabinet, determines optimum engine operating speeds
based on what the operator requests, propulsion system requirements, and efficient fuel usage. Interfaces
between the PSC and the truck brake system allow the
PSC to provide proper retarding, braking, and wheel
slide control.
The PSC interfaces with the Truck Control Interface
(TCI), mounted in the Electrical Interface Cabinet
mounted behind the cab at the side of the electrical
control cabinet. System status and control signals are
transmitted and received between these two components. An RS422 serial link enables the TCI to access
real time data and event information stored in the PSC
for displaying on a Diagnostic Information Display
(DID), located in the cab behind the operators seat.
Electrical Propulsion System Components
E2-1
FIGURE 2-1. PROPULSION SYSTEM DIAGRAM
E2-2
E02014 3/01
The PSC contains the following internal, removable

printed circuit boards and an external fiber optic board.
Brief descriptions of board functions are as follows:
SYSTEM COMPONENTS
AUXILIARY BLOWER SYSTEM
The Auxiliary Blower System, mounted behind the
main electrical cabinet, consists of the blower assembly and control electronics; power inverter/phase control rectifier, power filter capacitor bank, and power
filter inductor.
The control electronics provide a 3-phase, AC, variable voltage/variable frequency output to the blower
motor. Output frequency (blower motor speed) is controlled by the PSC.
PROPULSION SYSTEM CONTROLLER (PSC)

The PSC (17FL320 Panel) is the main controller for
the AC Drive System. The Panel receives input signals
from speed sensors mounted on the alternator and
traction motors, voltage and current feedback signals
from various control devices, and status/command
inputs from the Truck Control Interface (TCI). Using
these inputs, the PSC controls the two Inverters, retarding circuits, relays, contactors, and other external
devices to provide:
Propulsion and wheel slip control
Retarding and wheel slide control
Engine speed control
Auxiliary blower speed control.
Event detection
Initialization of the necessary operating restrictions, including the shut down of the truck if a
serious system fault (event) is detected. If the
fault is not serious, an indicator lamp alerting
the operator to the problem will illuminate. All
event data is recorded for future review by
maintenance personnel.
Log event data
Store statistical data of the history of various
component and system function operations.
Communicate with the TCI to exchange propulsion system status and control data (event
data, statistical data, etc.) and to receive required truck systems status data.
Communicate with the TCI to exchange propulsion PTU data (propulsion real time, history, diagnostic, and parameter data: software
code etc.)
17FB127 Power Supply: Supplies regulated

+15VDC, -15VDC, and +5VDC for internal
panel use and 15VDC external circuits.
17FB147 System CPU Card: Provides serial
communications and control functions;
RS232 communications to PTU.
RS422 high speed communications to TCI.
Microprocessor controls for internal panel circuits.
17FB104 Digital I/O Card: Receives digital inputs and feedback information from various propulsion and control system components.
Digital outputs drive propulsion system contactors, relays and provide equipment enable commands.
17FB143 System Analog I/O Card: Receives
engine and auxilary blower speed signals, voltage and current signals for main alternator, link
voltage and current, retard pedal input, retard
lever input.
Controls retard effort, engine speed request,
Auxiliary Blower speed, AFSE firing pulses.
*17FB134 Inverter 1, 2 I/O Cards (2 ea.): Receives motor speed signals, link voltage, phase
voltages, and phase currents for use by the Inverter 1 & 2 CPU cards. (See note below.)
*17FB138 Inverter 1, 2 CPU Cards (2 ea.):
Microprocessor control for inverters 1 & 2. Controls GTO phase modules through the Fiber Optic Assembly. Phase module status is returned
via a separate Fiber Optic Assembly. (See note
below.)
17FB172 Inverter 1, 2 CPU and I/O Cards (2
ea.): These cards are used in later production
model trucks equipped with 17FL320E1 PSC
Panel and replace the 17FB134 and 17FB138
cards.
*Note: Early production trucks equipped with
17FL320D1 Panel have 17FB134 and 17FB138 cards
installed instead of 17FB172 cards.
Fiber Optic Assembly: Provides electrical isolation for control and feedback signals for
Phase Modules and Chopper Modules.
Drive the operator cab status and warning

lamps.
E02014 3/01
E2-3
TRUCK CONTROL INTERFACE PANEL (TCI)

The Truck Control Interface Panel (TCI) (17FL349 or
17FL373) is the main interface between truck systems
and devices and service personnel. This panel is used
in conjunction with the Diagnostic Information Display
(DID) described later.
The TCI panel provides the following functions:
Communicates with the Propulsion System
Controller (PSC) to exchange propulsion control system status and control data and to provide the PSC with truck systems status data.
Communicates with the Diagnostic Information Display (DID) to exchange PSC and/or
TCI diagnostic and parameter data.
Communicates with the Auxiliary Blower System to exchange diagnostic data.
Communicates with a Portable Test Unit
(PTU) to exchange TCI data.
Communicates with a Modular Mining Dispatch System to exchange truck status data.
Monitors engine control system, payload information, ambient and propulsion system temperature, operator control inputs etc.
Controls the engine start sequence.
Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls the park brake solenoid.
The 17FL349 TCI Panel contains the following internal, removable printed circuit boards:
*17FB127 Power Supply: Supplies regulated
+15VDC, -15VDC, and +5VDC from the filtered
battery supply (B+) input.
17FB144 CPU Card: Provides high speed
RS422 serial communications to PSC and
RS232 serial communication with the PTU.
17FB160 Analog I/O Card: Provides RS232
serial communications with Diagnostic Information Display and an optional Modular Mining
Dispatch System. Provides RS422 serial communication with the Auxiliary Blower System.
Receives signals for front wheel speed, motor
cooling and barometric air pressures, accelerator, retard speed setting, payload, ambient and
hydraulic oil temperature, and engine cranking
voltage. Outputs drive cab mounted temperature gauges etc.
17FB104 Digital I/O Card: Receives operator
control, engine and body-up signals. Provides
engine start controls, drives cab mounted indicator/warning lamps, etc.
*NOTE: The 17FL373 Panel does not contain the
17FB127 card.
Processes front wheel speed signals for the

PSC and speedometer.
E2-4
E02014 3/01
Diagnostic Information Display
DID PANEL FAULT CODES
The 17FM558 Diagnostic Information Display (DID)

(Figure 2-2) is located in the cab, behind the passenger
seat. The display provides a means of communications with the TCI by service personnel. Information
from the PSC Aux Inverter is also routed through the
TCI for display on the DID.
The Tables on the following pages list the possible

event codes which may be displayed on the DID panel
when accessed. Table I (below) describes restrictions
to operation of the propulsion and retarding systems
when a fault occurs for a particular code listed in
Tables II, III and IV.
The panel has two display lines, each line 40 characters long. The top line is the message line and is used
by the TCI to inform service personnel of the truck
systems and components status.
The bottom display line provides information in addition to the top line or relates to the keypad, displaying
possible selection options and display functions. The
keypad, located below the display lines is used by
service personnel to direct the activity of the TCI.
The display provides service and status information on
the various truck systems and the propulsion system
by displaying system status information or fault codes
as well as a description of the system status or a
problem on the top display line. Information on the
second display line may change to indicate what functions are available by pressing the [F1] through [F5]
keys.
In addition, the DID panel can be used by to perform
the self-load test.
NOTE: Event codes numbered 000 through 099 are

applicable to the PSC and are listed in Table II. Codes
numbered 100 through 199 are applicable to Inverter
1, and codes numbered 200 through 299 are applicable to Inverter 2 and are listed in Table III. Codes
numbered 600 through 699 are applicable to the TCI
and are listed in Table IV.
The codes listed in the Tables are applicable to
Release 17 software.
RESTRICTION
DEFINITION
No Power
No retarding Allowed
No propulsion allowed
No power on the link
No Propel
No propulsion allowed
Retarding allowed
Link power allowed
System Warning
If corrective action is
not taken, a more
restrictive event may
follow
No restrictions
TABLE I.
FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY
E02014 3/01
E2-5
TABLE II: DID PANEL FAULT CODES

(Codes Received from PSC)
EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
000
NO FAULT
None
Displayed when all faults have been

reset.
N/A
N/A
002
HIGH GROUND FAULT
No power
A ground fault is detected if leakage

current to ground (truck chassis)
exceeds 145 ma for more than .05
seconds.
N/A
003
FAILED DIODE
No power
Shorted diodes in main rectifier.
N/A
004
GFCO OPEN and not in REST
No power
GF Cutout Switch is open with the

system not in REST.
N/A
005
DRIVE SYSTEM OVERTEMP
No Propel
Temperature exceeds a limit for a

sufficient time.
N/A
:01
auxiliary phase control
No Propel

sufficient time.
:02
auxiliary inverter
No Propel

sufficient time.
:03
afse
No Propel

sufficient time.
:04
alternator
No Propel

sufficient time.
:05
left stator
No Propel

sufficient time.
:06
left rotor
No Propel

sufficient time.
:07
right stator
No Propel

sufficient time.
:08
right rotor
No Propel

sufficient time.
:09
chopper GTO
No Propel

sufficient time.
:10
chopper diode
No Propel

sufficient time.
:11
left GTO module
No Propel

sufficient time.
:12
left diode
No Propel

sufficient time.
:13
right GTO module
No Propel

sufficient time.
:14
right module
No Propel

sufficient time.
:15
rectifier diode
No Propel

sufficient time.
BOTH INVERTERS
COMMUNICATION FAILED
No power
Lost Communication with both

inverters.
NO
006
E2-6
E02014 3/01
TABLE II: DID PANEL FAULT CODES (Cont.)

EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER COMMUNICATION
FAILED
No power
Lost Communication with an inverter.
:01
inv 1
No power
:02
inv 2
No power
DC LINK OVERLOAD
No power
DC link voltage exceeds limit for a

sufficient time.
:01
not in retard
No power
Occurs while not in retard, exceeds

propel voltage limit.
:02
in retard
No power
Occurs while in retard, exceeds retard

voltage limit.
:03
instantaneous
No power
Occurs istantaneously in propel or

retard, exceeds link voltage limit.
ALT FIELD OVERCURRENT
No propel
Alternator field current exceeds limit.
:01
with persistence
No propel
Exceeds current limit over time.
:02
no persistence
No propel
Exceeds current limit with no

persistence.
RETARD LEVER BAD
No propel
Incorrect input from retard lever.
voltage too high
No propel
007
008
009
011
:01
:02
voltage too low
No propel
RETARD PEDAL BAD
No propel
Incorrect input from retard pedal
:01
voltage too high
No propel
:02
voltage too low
No propel
LINKV ABOVE MIDVOLT
No power
Incorrect link volts
012
013
014
SENSOR FAULT
No propel
Incorrect input from a sensor.
:01
alt field amps
No propel
:02
link amps
No propel
:03
load box amps
No propel
:04
3 phase alt volts
No propel
:05
alt field volts
No propel
:10
PSC link volts
No propel
:11
inv1 link volts
No propel
:12
inv2 link volts
No propel
:21
blower 1 amps
No propel
:22
blower 2 amps
No propel
ANALOG CARD
No propel
Problem occurred in the analog card.
:01
gnd fault
No propel
:02
gainchk
No propel
015
:03
ground fault current
No propel
:04
ATOC ma
No propel
E02014 3/01
Limp
Lockout
Possible Limit
Yes
N/A
N/A
N/A
N/A
N/A
E2-7

EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
PSC CPU CARD
No power
Problem has occurred in the system

CPU card.
:07
flash CRC
No power
Flash CRC computation did not match

expected value.
:10
excess timeouts
No power
On power up, excessive timeouts

occurred.
:11
invalid pointers
No power
On power up, the status of data in

BBRAM is invalid.
:12
BRAM CRC
No power
CRC on BRAM does not match

expected value.
017
SYSTEM DIGITAL CARD
No power
018
SYSTEM ANALOG CARD

:01
:02
016
Limp
Lockout
Possible Limit
N/A
System CPU cannot communicate

with digital I/O card.
N/A
No power
System CPU cannot communicate

with analog I/O card.
N/A
analog card no response
No power
Card missing.
analog card timeout
No power
Read timeout.
019
RIDING RETARD PEDAL
No propel
Brake pedal applied while truck speed

is >5 mph
020
LO SPEED HI TORQUE TIMEOUT
No propel
Torque limit exceeded
021
NO TCI COMM.
No propel
No serial data received from TCI over

period of time.
N/A
:01
message missing
No propel

period of time.
:02
bad tick
No propel

period of time.
03
bad CRC
No propel

period of time.
:04
overflow
No propel

period of time.
:05
bad start bit
No propel

period of time.
:06
bad stop bit
No propel

period of time.
022
PERSISTENT TCI COMM FAULT
No power
No serial data received from TCI and

truck is stopped for 10 seconds.
N/A
023
TERTIARY OVERCURRENT
No propel
Current in alternator field tertiary

winding exceeds limit over time.
N/A
024
PSC CONFIG FILE INCORRECT
No power
Incorrect PSC configuration file.
N/A
025
AUX INVERTER FAULT
No power
Auxiliary Blower System fault.
N/A
E2-8
:01
not ok or no speed feedback
No power
Aux speed feedback indicates no or

incorrect blower speed.
:02
numerous shutdowns
No power
Aux ok goes low twice when speed

command is greater than running
speed.
E02014 3/01

EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
027
PSC PANEL CONNECTOR
No power
A panel connector B, C, or D is not

properly connected.
N/A
028
CN1 CONNECTOR
No power
CN1 connector not properly

connected.
N/A
029
AUX BLOWER NOT CONNECTED

AT POWER
No propel
Auxiliary Blower System connector

not properly connected.
N/A
030
GF CONTACTOR
No propel
GF command and feedback dont

agree.
Yes (if
closed)
031
GFR CONTACTOR
No propel
GFR command and feedback dont

agree.
Yes (if
closed
032
RP CONTACTOR
No propel
RP command and feedback dont

agree.
N/A
:01
RP1
No propel

agree.
:02
RP2
No propel

agree.
:03
RP3
No propel

agree.
:04
RP contactor stuck closed
No propel

agree.
ESS INPUT
No propel
Engine Speed Sensor out of range.
035
036
36GY19 GRID BLOWER FAILURE
No power
A grid blower has failed.
:01
blower 1 stall
No power
:02
blower 2 stall
No power
:03
blower 1 open
No power
:04
blower 2 open
No power
:05
blower 1 & 2 delta too large
No power
037
VOLTS 5 POS
No propel
+5V Power Supply out of limits.
038
VOLTS 15 POS
No propel
039
VOLTS 15 NEG
No propel
-15V Power Supply out of limits.
040
VOLTS 24 POS
No propel
041
VOLTS 24 NEG
No propel
-24V Power Supply out of limits.
042
DIRECTION SELECTED IN LOAD

BOX MODE
No propel
Selector switch moved to FORWARD

or REVERSE during self load.
043
DRIVE SYSTEM BATTERY HI
No propel
Battery volts above limit.
044
DRIVE SYSTEM BATTERY LOW
No propel
Battery volts below limit.
045
CHOPPER 1 OPEN CIRCUIT
No propel
An open circuit has occurred in

Chopper 1.
Yes
046
CHOPPER 1 FAILED
No propel
A failure has occurred in Chopper 1.
Yes
047
ENGINE STALL
No propel
An engine stall condition has occurred.
E02014 3/01
E2-9

EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
048
CHOPPER 2 FAILED
No propel
A failure has occurred in Chopper 2.
050
MOTOR STALL
No propel
Motors stalled with torque above limit.
N/A
051
TACH LEFT REAR
None
Input from M1 sensor out of tolerance.
Yes
:01
zero output with truck moving
None
Zero output from sensor with front

wheels moving, brake released.
:02
high output with truck stopped
None
High output from sensor with all other

wheel speeds zero.
TACH RIGHT REAR
None
Input from M2 sensor out of tolerance.
Yes
:01
None
Zero output from sensor with front

:02
None

wheel speeds zero.
TACH LEFT FRONT
No spin/slide on
M1
Input from left front wheel sensor out

of tolerance.
N/A
:01
No spin/slide on
M1
Zero output from sensor with rear

:02
No spin/slide on
M1

wheel speeds zero.
TACH RIGHT FRONT
No spin/slide on
M2
Input from right front wheel sensor out

of tolerance.
N/A
:01
No spin/slide on
M2
Zero output from sensor with rear

:02
No spin/slide on
M2

wheel speeds zero
061
MOTOR OVERSPEED
Speed Limit
Truck is over the motor overspeed

limit.
N/A
063
ENGINE LOAD FAULT
None
Engine load out of range.
N/A
below minimum
None
052
053
054
:01
:02
above maximum
None
:03
below minimumwith low HP
None
ANALOG INPUT
None
An analog input is outside the design

range of valid values.
afse temp sensor
None
AFSE temperature sensor.
065
:01
E2-10
:02
aux inv temp sensor
None
Aux inverter temperature sensor.
:03
aux pc temp sensor
None
Aux phase controller temp. sensor
:04
alternator temp
None
Alternator temp out of range.
:05
left stator temp
None
Temp out of range.
:06
left rotor temp
None
Ttemp out of range.
:07
right stator temp
None
Temp out of range.
:08
right rotor temp
None
Temp out of range.
N/A
E02014 3/01

EVENT
DESCRIPTION
EVENT
NUMBER
:09
chopper GTO temp
EVENT
RESTRICTION
None
DETECTION
INFORMATION
Temp out of range.
:10
chopper diode temp
None
Temp out of range.
:11
left GTO module temp
None
Temp out of range.
:12
left diode temp
None
Temp out of range.
:13
right GTO module temp
None
Temp out of range.
:14
right diode temp
None
Temp out of range.
:15
Limp
Lockout
Possible Limit
rectifier diode temp
None
Temp out of range.
070
LINK CAPACITANCE LEVEL LOW
None
Link capacitance level low, but OK
071
LINK CAPACITANCE LEVEL TOO

LOW
Speed Limit
Link capacitance level too low
072
GROUND FAULT CIRCUIT
Speed Limit
Ground fault detection circuit
084
CONTROL POWER SWITCH OFF
None
Control Power Switch is turned off

while truck is moving.
N/A
085
AUX COOLING
None
A fault has occurred in the auxiliary

blower operation.
N/A
:02
auxrpmfb input
None
Rpm of Aux Blower out of range.
:03
auxrpm feedback
None
Rpm feedback does not match rpm

command.
086
AUX BLOWER SYSTEM
None
Aux OK signal goes low while aux

blower is being commanded to run
087
HP LOW
None
Horsepower adjust is at negative limit

for 30 seconds.
N/A
10
088
HP LIMIT
No propel
Horsepower limit exceeded while in

propulsion.
N/A
10
engine may stall
None
HP demand is above HP available.
ENGINE SPEED DOES NOT MATCH

COMMAND
None
Engine speed feedback does not

match commanded speed.
RPM does not match command
None
Engine speed feedback does not

match commanded speed.
TCI COMMUNICATION FAULT
None
Indicates message errors between

PSC and TCI.
:01
message missing
None

PSC and TCI.
:02
bad tick
None

PSC and TCI.
:03
bad CRC
None

PSC and TCI.
:04
overflow
None

PSC and TCI.
:05
bad start bit
None

PSC and TCI.
:06
bad stop bit
None

PSC and TCI.
:01
089
:02
091
E02014 3/01
N/A
N/A
10
E2-11

EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
092
TCI COMMUNICATION FAULT
None

PSC and TCI.
094
ILLEGAL LIMP REQUEST
None
A limp mode request is received while

truck is moving.
inverter cutout
None
Inverter cutout switch is moved

improperly (truck is moving or not in
NEUTRAL).
095
BAD BRAM BATTERY
None
BRAM battery voltage low.
096
UNEXPECTED PSC CPU RESET
None
PSC CPU reset without request.
098
DATA STORE
None
PTU data store command.
N/A
099
SOFTWARE EVENT
None
Software error
N/A
:01
E2-12
N/A
10
N/A
E02014 3/01
TABLE III: DID PANEL FAULT CODES

(Codes Received From Inverter 1, 2)
EVENT
NUMBER
100/200
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER CPU CARD
:23
pat fail out 100
No power
Pattern had bad A, B, C output 100%
:29
no extvi TIC
No power
Extrapolation interrupt not running
:30
no vector TIC
No power
Vector interrupt not running
:31
no I TIC TIC
No power
I TIC interrupt not running
:32
NMI occurred
No power
Non-maskable interrupt occurred
:34
no background TIC
No power
Background not running
:35
PGA not programmed
No power
PGA could not be programmed
:38
PGA init failed
No power
PGA initialization failed
:39
PGA DP failed
No power
PGA D/P did not initialize
:40
par not found
No power
Parameter not found
:41
multiple par
No power
Parameter multiply defined
:48
no cam TIC
No power
Cam ISR not running
:49
no peak samp TIC
No power
Peak sample ISR not running
101/201
INVERTER CPU CARD
:01
Aup cmd not off
No power
Phase A up command not off
:02
Adn cmd not off
No power
Phase A down command not off
:03
Bup cmd not off
No power
Phase B up command not off
:04
Bdn cmd not off
No power
Phase B down command not off
:05
Cup cmd not off
No power
Phase C up command not off
:06
Cdn cmd not off
No power
Phase C down command not off
:07
Aup cmd not on
No power
Phase A up command not on
:08
Adn cmd not on
No power
Phase A down command not on
:09
Bup cmd not on
No power
Phase B up command not on
:10
Bdn cmd not on
No power
Phase B down command not on
:11
Cup cmd not on
No power
Phase C up command not on
:12
Cdn cmd not on
No power
Phase C down command not on
:13
no chopper TIC1
No power
Chopper 1 interrupt not running
:14
no chopper TIC2
No power
Chopper 2 interrupt not running
:16
inv CPU reset
No power
Inverter CPU was reset
E02014 3/01
Limp
Lockout
Possible Limit
E2-13

EVENT
DESCRIPTION
EVENT
NUMBER
102/202
DETECTION
INFORMATION
:05
gnd not ok
No power
Logic ground not ok
no IO card
No power
Could not access I/O card
:09
eoc not working
No power
A/D conversion did not work
:10
DB no brake
No power
DB on too long while not braking
:11
ptf A signal
No power
Phase A overcurrent signal too long
:12
ptf B signal
No power
Phase B overcurrent signal too long
:13
ptf C signal
No power
Phase C overcurrent signal too long
:14
IC zero not ok
No power
Current IC not zero at start up
:15
IC not ok
No power
C phase current too high
:16
ptl not ok
No power
Protective turn off circuit not ok
cur measure not ok
No power
Phase A and B currents do not match
:17
Limp
Lockout
Possible Limit
INV I/O CARD
:08
103/203
E2-14
EVENT
RESTRICTION
INV I/O CARD
:01
chop 1 cmd not off
No power
Chopper 1 command not off
:02
chop 2 cmd not off
No power
Chopper 2 command not off
:03
chop 1 cmd not on
No power
Chopper 1 command not on
:04
chop 2 cmd not on
No power
Chopper 2 command not on
:05
volt scale A flt
No power
Scale A volts out of range 70%, 100%
:06
volt scale B flt
No power
Scale B volts out of range 70%, 100%
:07
link V scale flt
No power
Link V scale out of range 70%, 100%
:08
current scale A flt
No power
Scale A current out of range 70%,

100%
:09
current scale B flt
No power
Scale B current out of range 70%,

100%
:10
input V scale fit
No power
Input V scale out of range 70%, 100%
:11
V test VCO high
No power
High frequency on VCO Vtest channel
:12
V test VCO low
No power
Low frequency on VCO Vtest channel
:13
IA VCO hi
No power
High frequency on IA channel
:14
IB VCO hi
No power
High frequency on IB channel
:15
link V VCO hi
No power
High frequency on VCO link filter V

channel
:16
infilV VCO hi
No power
High frequency on VCO in filter V

channel
:17
IA too high
No power
IA current too positive
:18
IA too low
No power
IA current too negative
:19
IB too high
No power
IB current too positive
:20
IB too low
No power
IB current too negative
E02014 3/01

EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
103/203 (cont.)
:21
link V too hi
No power
Link voltage too positive
:22
infilV too hi
No power
Input filter voltage too positive
:23
DB chop VCO hi
No power
High freq. on VCO DB chopper

channel
:24
DB chopV too hi
No power
DB chopper voltage too positive
:25
VA VCO hi
No power
High freq. on VCO VA channel
:26
VB VCO hi
No power
High freq. on VCO VB channel
:27
VC VCO hi
No power
High freq. on VCO VC channel
:28
VA volts too hi
No power
VA voltage too positive
:29
VB volts too hi
No power
VB voltage too positive
:30
volt scale C flt
No power
Scale C volts out of range 70%, 120%
:31
VC volts too hi
No power
VC voltage too positive
104/204
FIBER OPTIC CARD
:01
fo ps low
No power
Fiber optic power supply monitor
:02
fo card disable
No power
Fiber optic card disabled
:03
fo card enable
No power
Fiber optic card enabled and no dir
105/205
POWER SUPPLY CARD
:01
P5V not ok
No power
+5 volt not in tolerance
:02
P15V not ok
No power
:03
N15V not ok
No power
-15 volt not in tolerance
:06
P24V not ok
No power
N24V not ok
No power
-24 volt not in tolerance
:07
106/206
DC WIRING
:01
DC pwr conn open
No power
DC power connection open
:02
link V phase V mismatch
No power
Link and phase voltage mismatch
107/207
GDPS FAILURE
:01
gate dr ps off
No power
No power to gate drive power supply

or it failed
:02
gate dr ps off S
No power
No power to gate drive power supply

or it failed with enable/DC volts
:03
multiple GTO not off S
No power
Multiple GTOs not off with enable/DC

volts
No power
Link voltage sensor failed
No power
Filter voltage outside limits
109/209
:01
111/211
:01
E02014 3/01
LINK VOLTS SENSOR

linkV sensor flt
INPUT VOLTS SENSOR
Vfil not ok
E2-15

EVENT
NUMBER
113/213
E2-16
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
INVERTER, GENERAL
:01
Aup cur hi
No power
Phase A current out too high
:02
Adn cur hi
No power
Phase A current in too high
:03
Bup cur hi
No power
Phase B current out too high
:04
Bdn cur hi
No power
Phase B current in too high
:05
Cup cur hi
No power
Phase C current out too high
:06
Cdn cur hi
No power
Phase B current in too high
:07
Aup cur lo
No power
Phase A current out too low
:08
Adn cur lo
No power
Phase A current in too low
:09
Bup cur lo
No power
Phase B current out too low
:10
Bdn cur lo
No power
Phase B current in too low
:11
Cup cur lo
No power
Phase C current out too low
:12
Cdn cur lo
No power
Phase C current in too low
:13
A zero cur hi
No power
Phase A current out not zero
:15
B zero cur hi
No power
Phase B current out not zero
:17
A volt hi Adn
No power
Phase A volt too high while phase A

down on
:18
A volt lo Aup
No power
Phase A volt too low while phase A up

on
:19
A volt hi Bdn
No power
Phase A volt too high while phase B

down on
:20
A volt lo Bup
No power
Phase A volt too low while phase B up

on
:21
A volt hi Cdn
No power
Phase A volt too high while phase C

down on
:22
A volt lo Cup
No power
Phase A volt too low while phase C up

on
:23
B volt hi Adn
No power
Phase B volt too high while phase A

down on
:24
B volt lo Aup
No power
Phase B volt too low while phase A up

on
:25
B volt hi Bdn
No power
Phase B volt too high while phase B

down on
:26
B volt lo Bup
No power
Phase B volt too low while phase B up

on
:27
B volt hi Cdn
No power
Phase B volt too high while phase C

down on
:28
B volt lo Cup
No power
Phase B volt too low while phase C up

on
E02014 3/01

EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
113/213 (cont.)
:29
C volt hi Adn
No power
Phase C volt too high while phase A

down on
:30
C volt lo Aup
No power
Phase C volt too low while phase A up

on
:31
C volt hi Bdn
No power
Phase C volt too high while phase B

down on
:32
C volt lo Bup
No power
Phase C volt too low while phase B up

on
:33
C volt hi Cdn
No power
Phase C volt too high while phase C

down on
:34
C volt lo Cup
No power
Phase C volt too low while phase C

up on
:35
Aup fault cur
No power
Phase A fault current when phase A

up on
:36
Adn fault cur
No power
Phase A fault current when phase A

down on
:37
Bup fault cur
No power
Phase B fault current when phase B

up on
:38
Bdn fault cur
No power
Phase B fault current when phase B

down on
:39
Cup fault cur
No power
Phase C fault current when phase C

up on
:40
Cdn fault cur
No power
Phase C fault current when phase C

down on
:48
A volt hi off
No power
Phase A voltage high with all GTOs off
:49
A volt lo off
No power
Phase A voltage low with all GTOs off
:50
B volt hi off
No power
Phase B voltage high with all GTOs off
:51
B volt lo off
No power
Phase B voltage high with all GTOs off
:52
C volt hi off
No power
Phase C voltage high with all GTOs off
:53
C volt lo off
No power
Phase C voltage high with all GTOs off
:54
phase short pos
No power
Possible phase to DC+ short
:55
phase short neg
No power
Possible phase to DC- short
:60
linkV too hi PTL
No power
Link volts above PTL
:70
Aph neg I low
No power
Phase A negative current low

(unbalance)
:71
Bph neg I low
No power
Phase B negative current low

(unbalance)
E02014 3/01
E2-17

EVENT
NUMBER
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
113/213 (cont.)
:72
Cph neg I low
No power
Phase C negative current low

(unbalance)
:73
Aph neg I hi
No power
Phase A negative current high

(unbalance)
:74
Bph neg I hi
No power
Phase B negative current high

(unbalance)
:75
Cph neg I hi
No power
Phase C negative current high

(unbalance)
:76
Aph pos I low
No power
Phase A positive current low

(unbalance)
:77
Bph pos I low
No power
Phase B positive current low

(unbalance)
:78
Cph pos I low
No power
Phase C positive current low

(unbalance)
:79
Aph pos I hi
No power
Phase A positive current high

(unbalance)
:80
Bph pos I hi
No power
Phase B positive current high

(unbalance)
:81
Cph pos I hi
No power
Phase C positive current high

(unbalance)
:82
no current w run
No power
No current while running
114/214
E2-18
INVERTER, GENERAL
:22
IA VCO lo
No Propel
Low frequency on IA channel
:24
IB VCO lo
No Propel
Low frequency on IB channel
:26
linkV VCO lo
No Propel
Low frequency on VCO link filter V

channel
:28
infilV VCO lo
No Propel
Low frequency on VCO in filter V

channel
:38
LinkV too lo
No Propel
Link voltage too negative
:40
infilV too lo
No Propel
Input filter voltage too positive
:46
DB chop VCO lo
No Propel
Low frequency on VCO DB chopper

channel
:48
DB chopV too lo
No Propel
DB chopper voltage too negative
:50
VA VCO lo
No Propel
Low frequency on VCO VA channel
:52
VB VCO lo
No Propel
Low frequency on VCO VB channel
:54
VC VCO lo
No Propel
Low frequency on VCO VC channel
:56
VA volts too lo
No Propel
VA voltage too negative
:58
VB volts too lo
No Propel
VB voltage too negative
:61
VC volts too lo
No Propel
VC voltage too negative
E02014 3/01

EVENT
DESCRIPTION
EVENT
NUMBER
115/215
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER SYSTEM
:01
no direction
No power
No direction called for
:02
for dir mismatch
No power
Calling forward, running backward
:03
rev dir mismatch
No power
Calling reverse, running forward
:04
input volt low
No power
Input voltage too low
:05
link volt low
No power
Link filter voltage too low
:06
no hi spd data
No power
No high speed data from system

controller
:07
V line not ok
No power
Line voltage not ok
:08
I line not ok
No power
Line current not ok
:09
sys TIC fail
No power
System TIC not being updated.
:10
DB GTO jn hot
No power
DB GTO juunction too hot
:11
inv GTO jn hot
No power
Inverter GTO junction too hot
:12
VI test incomplete
No power
VI test incomplete
No power
Phase A GTO did not turn off
116/216
:01
INVERTER, PHASE A+/Aalarm A
:02
PTF A
No power
Overcurrent in phase A
:03
IGBT_SAT_AP
No power
IGBT saturated.
:04
IGBT_SAT_AN
No power
IGBT saturated.
alarm AP
No power
Phase A pos GTO did not turn off
117/217
:01
INVERTER, PHASE A+
:02
Aup fb not off
No power
Phase A up feedback not off
:03
phase A modl pos
No power
Phase A positive module failed
:04
hold AP
No power
Phase A positive and negative GTOs

on (positive turn on)
:05
Aup fb not on
No power
Phase A feedback not on
:06
Aup GTO not on
No power
Phase A positive GTO did not turn on
:07
IGBT_PS_AP
No power
IGBT protective shutoff
118/218
INVERTER, PHASE A+
:02
Aup temp short
No Propel
Phase A up thermistor short
:03
Aup temp open
No Propel
Phase A up thermistor open
:04
Aup temp warm
No Propel
Phase A up thermistor warm
:05
Aup temp hot
No Propel
Phase A up thermistor hot
:06
Aup fb not off S
No Propel
Phase A not off with enable/DC volts
E02014 3/01
Limp
Lockout
Possible Limit
E2-19

EVENT
DESCRIPTION
EVENT
NUMBER
119/219
DETECTION
INFORMATION
alarm AN
No power
Phase A negative GTO did not turn off
:02
Adn fb not off
No power
Phase A down feedback not off
:03
phase A modl neg
No power
Phase A negative module failed
:04
hold AN
No power
Phase A positive and negative GTOs

on (negative turn on)
:05
Adn fb not on
No power
Phase A down feedback not on
:06
Adn GTO not on
No power
Phase A negative GTO did not turn on
:07
IGBT_PS_AN
No power
No propel
Phase A down thermistor short
:02
INVERTER, PHASE AAdn temp short
:03
Adn temp open
No propel
Phase A down thermistor open
:04
Adn temp warm
No propel
Phase A down thermistor warm
:05
Adn temp hot
No propel
Phase A down thermistor hot
:06
Adn fb not off S
No propel
Phase A down not off with enable/DC

volts
121/221
INVERTER, PHASE A CURR
:01
I sensor ph A
No power
Phase A current sensor failed
:02
IA zero not ok
No power
Current IA not zero at startup
:03
IA not ok
No power
Phase A current too high
:04
I snsr ph A open
No power
Phase A current sensor open
:05
I snsr ph A short
No power
Phase A current sensor short
123/223
INVERTER, PHASE A VOLTS
:01
V sensor phase A
No power
Phase A voltage sensor failed
:02
VA not ok
No power
Phase A voltage too high
No power
Phase B GTO did not turn off
125/225
:01
INVERTER, PHASE B+/Balarm B
:02
PTF B
No power
Overcurrent on phase B
:03
IGBT_SAT_BP
No power
IGBT saturated
:04
IGBT_SAT_BP
No power
IGBT saturated
126/226
Limp
Lockout
Possible Limit
INVERTER, PHASE A-
:01
120/220
E2-20
EVENT
RESTRICTION
INVERTER, PHASE B+
:01
alarm BP
No power
Phase B GTO did not turn off
:02
Bup fb not off
No power
Phase B up feedback not off
:03
phase B modl pos
No power
Phase B positive module failed
:04
hold BP
No power
Phase B positive and negative GTOs

:05
Bup fb not on
No power
Phase B feedback not on
:06
Bup GTO not on
No power
Phase B positive GTO did not turn on
E02014 3/01

EVENT
DESCRIPTION
EVENT
NUMBER
127/227
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER, PHASE B+
:02
Bup temp short
No Propel
Phase B up thermistor short
:03
Bup temp open
No Propel
Phase B up thermistor open
:04
Bup temp warm
No Propel
Phase B up thermistor warm
:05
Bup temp hot
No Propel
Phase B up thermistor hot
:06
Bup fb not off S
No Propel
Phase B up not off with enable/DC

volts
128/228
INVERTER, PHASE B-
:01
alarm BN
No Power
Phase B negative GTO did not turn off
:02
Bdn fb not off
No Power
Phase B down feedback not off
:03
phase B modl neg
No Power
Phase B negative module failed
:04
hold BN
No Power
Phase B positive and negative GTOs

:05
Bdn fb not on
No Power
Phase B down feedback not on
:06
Bdn GTO not on
No Power
Phase B negative GTO did not turn on
:07
IGBT_PS_BN
No Power
129/229
INVERTER, PHASE B-
:02
Bdn temp short
No Propel
Phase B down thermistor short
:03
Bdn temp open
No Propel
Phase B down thermistor open
:04
Bdn temp warm
No Propel
Phase B down thermistor warm
:05
Bdn temp hot
No Propel
Phase B down thermistor hot
:06
Bdn fb not off S
No Propel
Phase B down not off with enable/DC

volts
130/230
INVERTER, PHASE B CURR
:01
I sensor ph B
No Power
Phase B current sensor failed
:02
IB zero not ok
No Power
Current IB not zero at startup
:03
IB not ok
No Power
Phase B current too high
:04
I snsr ph B open
No Power
Phase B current sensor open
I sensr ph B short
No Power
Phase B current sensor short
:05
132/232
INVERTER, PHASE B VOLTS
:01
V sensor phase B
No Power
Phase B voltage sensor failed
:02
VB not ok
No Power
Phase B voltage too high
134/234
INVERTER, PHASE C+/C-
:01
alarm C
No Power
Phase C GTO did not turn off
:02
PTF C
No Power
Overcurrent on phase C
:04
IGBT_SAT_CP
No Power
IGBT saturated
:05
IGBT_SAT_CN
No Power
IGBT saturated
E02014 3/01
Limp
Lockout
Possible Limit
E2-21

EVENT
DESCRIPTION
EVENT
NUMBER
135/235
DETECTION
INFORMATION
alarm CP
No power
Phase C positive GTO did not turn off
:02
Cup fb not off
No power
Phase C up feedback not off
:03
phase C modl pos
No power
Phase C positive module failed
:04
hold CP
No power
Phase C positive and negative GTOs

:05
Cup fb not on
No power
Phase C up feedback not on
:06
Cup GTO not on
No power
Phase C positive GTO did not turn on
:07
IGBT_PS_CP
No power
No propel
Phase C up thermistor short
:02
INVERTER, PHASE C+
Cup temp short
:03
Cup temp open
No propel
Phase C up thermistor open
:04
Cup temp warm
No propel
Phase C up thermistor warm
:05
Cup temp hot
No propel
Phase C up thermistor hot
:06
Cup fb not off S
No propel
Phase C up not off with enable/DC

volts
137/237
INVERTER, PHASE C-
:01
alarm CN
No power
Phase C negative GTO did not turn off
:02
Cdn fb not off
No power
Phase C down feedback not off
:03
phase C modl neg
No power
Phase C negative module failed
:04
hold CN
No power
Phase C positive and negative GTOs

:05
Cdn fb not on
No power
Phase C down feedback not on
:06
Cdn GTO not on
No power
Phase C negative GTO did not turn on
:07
IGBT_PS_CN
No power
138/238
INVERTER, PHASE C-
:02
Cdn temp short
No propel
Phase C down thermistor short
:03
Cdn temp open
No propel
Phase C down thermistor open
:04
Cdn temp warm
No propel
Phase C down thermistor warm
:05
Cdn temp hot
No propel
Phase C down thermistor hot
:06
Cdn fb not off S
No propel
Phase C down not off with enable/DC

volts
141/241
Limp
Lockout
Possible Limit
INVERTER, PHASE C+/C-
:01
136/236
E2-22
EVENT
RESTRICTION
INVERTER, PHASE C VOLTS
:01
V sensor phase C
No power
Phase C voltage sensor failed
:02
VC not ok
No power
Phase C voltage too high
E02014 3/01

EVENT
NUMBER
143/243
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
INVERTER, TACH 1
:01
tach1 rate hi
No power
Tach 1 high rate of change
:02
tach1 no input
No power
Tach 1 no frequency input
:03
TACH_INTERMIT
No power
144/244
:01
145/245
INVERTER, TACH 1
tach1 one channel
No propel
Tach 1 single channel operation
INVERTER, TACH 2
:01
tach2 high rate
No power
Tach 2 high rate of change
:02
tach2 no input
No power
Tach 2 no frequency input
No propel
Tach 2 single channel operation
146/246
:01
148/248
INVERTER, TACH 2
tach2 one channel
INVERTER, CHOPPER 1
:01
chop1 fb not off
No power
Chopper 1 feedback not off
:02
chop1 fb not on
No power
Chopper 1 feedback not on
:03
chopA temp short
No power
ChopA thermistor short
:04
chopA temp open
No power
ChopA thermistor open
:05
chopA temp warm
No power
ChopA thermistor warm
:06
chopA temp hot
No power
ChopA thermistor hot
:07
DB1 fb not off S
No power
Chopper 1 not off with DC volts
150/250
INVERTER, CHOPPER 2
:01
chop2 fb not off
No power
Chopper 2 feedback not off
:02
chop2 fb not on
No power
Chopper 2 feedback not on
:03
chopB temp short
No power
ChopB thermistor short
:04
chopB temp open
No power
ChopB thermistor open
:05
chopB temp warm
No power
ChopB thermistor warm
:06
chopB temp hot
No power
ChopB thermistor hot
:07
DB2 fb not off S
No power
Chopper 2 not off with DC volts
No power
Too much speed difference.
151/251
:01
153/253
MISCELLANEOUS
tach differential
INVERTER, MOTOR
:01
motor open
No power
Motor connection open
:02
motor short
No power
Motor connection short
154/254
INVERTER FAULTS
:01
rotor temp hi
None
Motor rotor temperature high
:02
stator temp hi
None
Motor stator temperature high
E02014 3/01
Limp
Lockout
Possible Limit
E2-23
TABLE IV: DID PANEL FAULT CODES

(Codes Received from Inverter 1, 2)
EVENT
NUMBER
155/255
:01
175
E2-24
EVENT
DESCRIPTION
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
INVERTER, 2ND LOAD

second load open
No power
Second load connection open
INV 1 GENERIC EVENT
None
Inverter shutdown with no event code.
E02014 3/01
TABLE IV: DID PANEL FAULT CODES

(Codes Received from TCI)
EVENT
DESCRIPTION
EVENT
NUMBER
601
EVENT
RESTRICTION
DETECTION
INFORMATION
TCI CPU CARD
No propel
TCI CPU card problem.
:01
10ms task failed to init
No propel
:02
No propel
:03
No propel
:04
No propel
:05
No propel
:06
No propel
:07
flash CRC
No propel

expected value.
:09
maint task failed to init
No propel

expected value.
:10
excess timeouts
No propel
Upon power-up, excessive bus

timeouts occurred.
:11
invalid pointers
No propel
At power-up, invalid key memory

pointer data in BRAM.
:12
BBRAM CRC
No propel
CRC on BBRAM did not match

expected value.
602
DIGITAL I/O CARD FAULT
No propel
Internal TCI self-test detected a digital

I/O card problem.
603
ANALOG I/O CARD FAULT
No propel
Internal TCI self-test detected an

analog I/O card problem.
604
PSC FAULT
No propel
Lost RS422 communication with PSC.
:01
missing message
No propel
:02
bad tick
No propel
:03
bad CRC
No propel
Limp
Lockout
Possible Limit
N/A
:04
FIFO overflow
No propel
:05
bad start bit
No propel
:06
bad stop bit
No propel
605
AUX BLOWER COMM. FAULT
None
Lost RS422 communication with Aux

Blower Controller while Aux Blower in
failure mode and DC link not
energized.
N/A
607
POSITIVE 5 VOLTS
No propel
+5V power supply out of limits
N/A
608
POSITIVE 15 VOLTS
No propel
+15V power supply out of limits
609
NEGATIVE 15 VOLTS
No propel
-15V power supply out of limits
610
POT REFERENCE
No propel
Pot reference (10.8V) out of limits
E02014 3/01
E2-25
TABLE IV: DID PANEL FAULT CODES (Cont.)

EVENT
DESCRIPTION
EVENT
NUMBER
611
DETECTION
INFORMATION
FREQUENCY INPUT
None
Front wheel speed input out of range
:01
left front wheel speed
None
Left front wheel sensor out of range.
:02
right front wheel speed
None
Right front wheel sensor out of range.
ANALOG INPUT
None
Signal is outside the design range of

valid values.
:01
gnd
None

valid values.
:02
gainchk
None

valid values.
:03
baropress
None

valid values.
:04
potref
None

valid values.
:05
accelpedal
None

valid values.
:06
retspd set
None

valid values.
:07
payload
None

valid values.
:08
ambts
None

valid values.
:09
hydbrktemp
None

valid values.
:10
motorpress
None

valid values.
:11
grade
None

valid values.
:12
cntrlbatt
None

valid values.
:13
crankbatt
None

valid values.
:14
+5
None

valid values.
:15
+15
None

valid values.
:16
-15
None

valid values.
BATTERY SEPARATE CONTACTOR

FAILURE
None

valid values.
:01
Battery Separate Failure
None

valid values.
:02
crank batt > cntrl batt
None
Voltage difference greater than 3V
:03
cntrl batt > crank batt
None
Voltage difference greater than 3V
613
614
E2-26
EVENT
RESTRICTION
Limp
Lockout
Possible Limit
N/A
N/A
E02014 3/01

EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
616
DIRECTION MISMATCH
No propel
Simultaneous FORWARD and

REVERSE commands received.
N/A
617
ENGINE START REQUEST DENIED
None
Engine start request denied due to the

following:
N/A
:01
engine warn while cranking
None
Engine warning occurs after engine

crank command given.
:02
engine kill while cranking
None
Engine kill input occurs while engine

crank command is active.
619
ENGINE WARNING RECEIVED
No propel
Engine controller sends caution

signal, rpm above low idle.
N/A
620
ENGINE KILL WHILE VEHICLE

MOVING
No propel
Engine shutdown switch activated

while truck is moving.
621
ACCEL PEDAL
No propel
Incorrect accelerator pedal output.
:01
output too high
No propel
Accelerator pedal signal above

maximum limit.
:02
output too low
No propel
Accelerator pedal signal below

minimum limit.
PARK BRAKE FAULT
No propel
Error in park brake operation has

occurred.
:01
command/response failure
No propel
Park brake command and feedback

dont agree.
:02
set above maximum speed
No propel
Park brake set feedback received

when truck is moving.
623
HYDRAULIC BRAKE FLUID
None
Hydraulic brake oil temperature has

exceeded limit.
N/A
624
BODY UP AND PAYLOAD

INDICATION
No propel
Full payload and body up signal

received at same time.
N/A
625
EXTENDED BATTERY RECONNECT

TIME
None
Excessive time between separation

and reconnection of control and
cranking batteries.
N/A
626
SEPARATED CONTROL BATTERY
None
Separated control battery voltage

incorrect while engine rpm above low
idle.
N/A
:01
low
None
Voltage below 20V.
:02
high
None
Voltage above 32V.
SEPARATED CRANKING BATTERY

VOLTS
None
Separated cranking battery voltage

incorrect while engine rpm above low
idle.
:01
low
None
Voltage below 20V.
:02
high
None
Voltage above 32V.
622
627
E02014 3/01
E2-27

EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
CONNECT BATTERY VOLTS
None
One of the connected batteries volts

incorrect with engine speed above low
idle.
:01
control battery low
None
Control battery voltage below

minimum limit
:02
control battery high
None
Control battery voltage above

maximum limit.
:03
crank battery low
None
Cranking battery voltage below

minimum limit.
:04
crank battery high
None
Cranking battery voltage above

maximum limit.
BAROMETRIC PRESSURE SIGNAL
No propel
Barometric pressure signal outside

operational limits.
:01
low
No propel
Voltage below minimum operational

limit.
:02
high
No propel
Voltage above maximum operational

limit.
MOTOR DIFFERENTIAL PRESSURE
Speed Limit
Motor inlet and outlet pressure signal

outside operational limits.
:01
low
Speed Limit
Voltage feedback below minimum

operational limit.
:02
high
Speed Limit

limit.
AMBIENT TEMPERATURE
No propel
Ambient temperature signal outside

operational limits.
:01
low
No propel
Voltage feedback below minimum

operational limit.
:02
high
No propel

limit.
TCI CONFIGURATION DATA
No propel
Problem with TCI configuration file.
:01
GE config file
No propel
Configuration file loaded improperly.
:02
mine config file
No propel
Configuration file loaded improperly .
:03
628
629
630
631
632
version incorrect
No propel
Wrong version of file loaded.
633
BBRAM CORRUPTED
None
Battery backed RAM has failed.
634
TRUCK OVERLOADED RESTRICTIVE
No propel
The over-payload signal is on,

propulsion removed.
635
TRUCK OVERLOADED NON-RESTRICTIVE
None
The over-payload signal is on,

propulsion allowed.
636
AUX INVERTER
None
An Auxiliary Blower Control failure has

occurred.
:01
buss volts low
None
Low dc bus detected during powerup.
:02
buss volts high
None
High dc bus detected during powerup.
:03
overcurrent
None
Overcurrent condition detected during

operation.
:04
battery loss
None
Loss of blower control battery voltage

has occured.
E2-28
Limp
Lockout
Possible Limit
N/A
N/A
N/A
N/A
N/A
E02014 3/01

EVENT
DESCRIPTION
EVENT
NUMBER
EVENT
RESTRICTION
DETECTION
INFORMATION
Limp
Lockout
Possible Limit
:05
high dc buss when running
None
High dc bus voltage detected during

operation.
:06
high dc buss after pc powerup
None
High dc bus voltage detected after

phase controller powerup.
:07
blower control fault
None
Fault detected after phase controller

powerup.
:08
high dc buss when running
None
High dc bus voltage detected during

operation.
:09
overcurrent after pc powerup, current

overload
None
Overcurrent condition detected after

phase controller power up.
:10
current overload
None
Sustained current overload exists.
:11
low dc buss overcurrent
None
Overcurrent due to low dc bus voltage.
:12
low dc buss current overload
None
Sustained current overload due to low

dc bus voltage.
:13
gate drive trip
None
IGBT protection circuit detected

overload.
:14
no input voltage
None
Zero input voltage detected.
637
AUX DC LINK HOT
None
Auxiliary inverter DC link energized

while traction inverter DC link
de-energized.
N/A
691
PSC COMM. FAULT
None
A PSC communication error has

occurred.
N/A
:01
missing message
None

occurred.
:02
bad tick
None

occurred.
:03
bad CRC
None

occurred.
:04
FIFO overflow
None

occurred.
:05
bad start bit
None

occurred.
:06
bad stop bit
None

occurred.
:07
message error
None

occurred.
696
UNEXPECTED TCI CPU RESET
None
TCI CPU reset without request.
698
DATA STORE
None
A data snapshot has been manually

initiated.
699
SOFTWARE ERROR
None
Internal software fault.
E02014 3/01
10
E2-29
PSC SOFTWARE FUNCTIONS
Test State:
The operation of the AC Drive System is regulated by

a software program which resides in the Propulsion
System Control Panels memory. The software program also contains instructions to test and fault isolate
the system.
The purpose of this state is to provide an environment

for the verification of system functionality. Test state
will support a variety of activities, including:
This section describes the PSC software program and

its functions without regard to hardware.
1. Waiting for the engine to start (if needed).

2. Automatic testing on initial system startup or
following rest state.
3. Application of power to the DC link.
INPUT PROCESSING
This function reads in all external inputs for use by the
PSC. The Input Processing function performs any
signal conditioning required and computes the required derived inputs.
4. Externally initiated testing to clear a fault, set

temporary variables, or for maintenance purposes.
NOTE: The Test state may be either powered or
unpowered at a given point in time, depending on
which activities are being performed.
Ready State:
STATE MANAGEMENT
State Machine
As part of the total software package, a particular
group of regulatory software commands is included
called a state machine. The state machine controls
the various functions of truck operation.
The software implements the state machine by keeping track of which state the truck is in, and which state
the truck is allowed to move into if the operator requests a different mode of operation. Each software
state is defined as follows:
Startup/Shutdown State:
The purpose of this state is to ensure the system is in
a desired known state upon startup or shutdown. This
is an unpowered state.
NOTE: Powered and unpowered refer to the state of
the DC link; 600 volts or more on the DC link equals
powered. 50 volts or less on the DC link equals
unpowered.
E2-30
Ready state is the default powered state. The system

will be in this state whenever the engine and control
system are ready to provide power, but none is requested.
Ready state also is the state where the DC link is
discharged in preparation for Shutdown, Rest, or in
reaction to certain event conditions. Therefore, Ready
state should not be considered strictly a powered state
(as are Propel and Retard described below).
Rest State:
Rest is an unpowered state whose purpose is to
conserve fuel while the truck idles for an extended
period of time. Rest state also provides an environment where maintenance personnel can control the
engine without causing power to be applied to the DC
link.
Propel State:
The purpose of this state is to provide the power
system configuration and overall environment for engine-powered propulsion. This is strictly a powered
state, i.e., the system will not be allowed to maintain
propel state without sufficient power on the DC link.
E02014 3/01
Retard State:
Transition from Test State to Ready State:
This state provides the power system configuration

and overall environment for retard, where energy from
vehicle movement is dissipated in the retard grid resistors in an effort to slow the truck. Retard state is strictly
a powered state.
This transition will occur upon completion of any required testing if all of the following conditions are true:
1. The TCI rest request is not active.
2. There is sufficient voltage on the DC link.
Transition to Rest State:
Transitions Between States

Transitions between states under normal operational
conditions (no failures, etc.) are described as follows:
This transition will occur automatically from the Test or

Ready state if a request for Rest state is received from
the TCI and all of the following conditions are true:
1. Any testing in progress is complete.
Transition to Startup/Shutdown State (Startup):

The system will transition to the Startup/Shutdown
state for the purpose of startup whenever execution
control is initially transferred to the application program
(e.g., after application of power, system reset, etc.).
Transition to Startup/Shutdown State (Shutdown):

The system will transition to the Startup/Shutdown
state for the purpose of shutdown from the Test,
Rest, Ready, or Startup/Shutdown (if previously entered for the purpose of startup) state if all of the
following conditions are true:
1. System power is removed or the Control Power
Switch or Key Switch is turned off.
2. The truck is not moving.
3. There is essentially no voltage on the DC link.
2. The system temperatures are cool enough to

allow the Rest state (function of GTO Phase
Module, Chopper Module, and Motor temperatures).
3. The AFSE is disconnected and there is essentially
no voltage on the DC link.
Transition from Ready State to Test State:

This transition will occur if the truck is not moving, and
a request for testing is received.
Transition from Ready State to Propel State:

The system will transition from Ready state to Propel
state if all of the following conditions are true:
4. Any testing in progress is complete.

1. The accel pedal is pressed.
NOTE: Testing in progress does not have to be successful, but for the purpose of ensuring an orderly
shutdown it must be complete before the current state
is exited.
Transition from Startup/Shutdown State to Test

State:
This transition will occur automatically once initialization is complete (i.e., functions performed while in
Startup/Shutdown state for the purpose of startup have
been completed).
E02014 3/01
2. A direction has been chosen, i.e., the truck is

either in FORWARD or REVERSE.
3. There is sufficient voltage on the DC link.
4. At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not allowed.
5. Truck speed is less than the motor overspeed
limit.
6. The TCI accel inhibit is not active.
E2-31
Transition from Ready State to Retard State:
Transition from Propel State to Retard State:
The system will transition from Ready state to Retard

state if truck speed is such that retard is allowed and
at least one of the following conditions exists:
The system will transition directly from Propel state to

Retard state if at least one of the following conditions
exists:
1. The retard pedal or lever is pressed such that a

significant amount of retarding effort is requested.
1. Truck speed is such that retard is allowed, and the

retard pedal or lever is pressed such that a significant amount of retarding effort is requested.
2. All of the following conditions are true:

a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or
the truck is accelerating such that the truck
speed will soon exceed the set retard speed if
no action is taken.
c. One or both of the following conditions are true:
1.) The accel pedal is not pressed, or
2.) The truck is configured such that accel pedal
signal does not override retard speed control.
3. Truck speed is greater than or equal to motor
overspeed limit. Overspeed will not be engaged
such that it prevents the truck from propelling at
40 mph (64 kph).
2. Truck speed exceeds the motor speed limit.

Overspeed Will not be engaged such that it prevents the truck from propelling at 40 mph (64 kph).
3. All of the following conditions are true:
a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, or
the truck is accelerating such that the truck
speed will soon exceed the set retard speed if
no action is taken.
c. The truck is configured such that accel pedal
signal does not override retard speed control.
Transition from Retard State to Ready State:

The system will transition from Retard state to Ready
state if all of the following conditions exist:
Transition from Rest State to Test State:

The system will transition from Rest state to Test state
upon release of the TCI rest request.
NOTE: A transition directly from Rest state to Ready
state is not allowed because the system is essentially
off and should be brought back on-line and checked
out before Ready state is entered.
1. Overspeed is not active.

a. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retard is not allowed.
3. At least one of the following conditions exists:
Transition from Propel State to Ready State:

The system will transition from Propel state to Ready
state if all of the following conditions exist:
1. The accel pedal is not pressed.
2. The retard pedal or lever is not pressed or is
pressed such that an insignificant amount of retarding effort is requested.
3. Truck speed is less than the motor overspeed
limit.
a. Retard speed control is not selected.

b. Truck speed is low enough such that retard
speed control is not active.
c. The accel pedal is pressed, and the truck is
configured such that the accel pedal overrides
retard speed control. This allows the configuration constant to determine if pressing on the
accel pedal kicks the truck out of retard, even
if retard speed control is still active.
4. The retard torque control logic exit sequence is
complete.

a. Retard speed control is not selected.
b. Truck speed is below the set retard speed, and
acceleration is such that no retard effort is
(currently) required to maintain this condition.
E2-32
E02014 3/01
DC LINK STATE
De-Powering the Link
Power is provided to the inverters and motors via the

DC link. The DC link has two associated states:
powered and unpowered. The following defines the
conditions necessary to establish each state as well
as the transitional conditions between the two states:
The PSC software will attempt to de-power the DC link

(i.e., command the system configuration defined below) if the system is in Test or Ready state, and any of
the following conditions are true:
Powering the Link

The PSC software will attempt to power the DC link
(i.e., command the system configuration defined below) if all of the following conditions are true:
1. Event restrictions do not prohibit power on the DC
link.
2. The system is in Test state and any initiated
testing is complete.
3. The engine is running.
1. Event restrictions prohibit power on the DC link,

2. The system is preparing to transition to
Startup/Shutdown state for the purpose of shutdown (i.e., all the non-link-related conditions for
Startup/Shutdown state have been satisfied),
3. The system is preparing to transition to Rest state
(i.e., all the non-link-related conditions for Rest
state have been satisfied),
4. The engine is being shut off.
To accomplish this, the PSC software will establish the
necessary system configuration as follows:
1. Alternator field reference set to zero,
4. The Gate Drive Power Converters have been

enabled.
5. Neither inverter is requesting that a low voltage
test be run.
In attempting to power the DC link, the PSC software

will establish the necessary system configuration as
follows:
1. GF closed and GFR picked up,
2. AFSE disabled,
3. GF open and GFR dropped out,
4. Chopper turn on voltage set below approximately
600 volts,
5. Close RP2 or RP3, alternating each time to provide even wear.
CONTROL FUNCTIONS
2. AFSE enabled,
3. Alternator field reference is commanded such that
the desired DC link voltage or three-phase voltage is maintained,
4. RP contactors open,
5. Chopper turn-on voltage is set above 600 volts.
Engine Control
This software function generates the engine speed
command. The engine electronic fuel control is responsible for maintaining that speed.
The desired engine speed is determined according to
the system state:
Propel State:
NOTE: Before the AFSE is allowed to output firing

pulses, the RP contactors will be commanded open
and GF contactor will be verified to be closed. The
AFSE will not output firing pulses if it is disabled, if GFR
is dropped out, or if the alternator reference signal is
0.
E02014 3/01
The engine speed is commanded such that the engine

supplies only as much horsepower as is required to
achieve the desired torque.
All Other States:

The engine speed is a direct function of the accel
pedal. Additional constraints on the engine speed
command are:
E2-33
1. If the truck is in neutral, the commanded engine

speed at full scale accel pedal will be the engines
high idle. If the truck is not in neutral, the maximum commanded engine speed will be the engines rated horsepower rpm. This allows faster
hoisting of the truck bed, if desired. These maximum speeds apply to the MTU engine.
2. During retard state the engine speed command
will not be increased to support the DC link when
retard is being ramped out at low truck speeds.
However, engine speed may be increased if
needed to support the DC link during normal
retard when wheel slides are occurring.
The following constraints are applied to generating the

engine speed command during all operating states:
Desired DC Link Voltage

The desired link voltage is controlled by the alternator
during all powered states except retard. The desired
voltage is based on:
1. During propel, the desired DC link voltage will be
adjusted based on motor speed and horsepower
commanded to the inverters.
2. During retard, the DC link voltage may rise above
the rectified three-phase voltage. When this occurs, the DC link voltage is controlled by the retard
torque command, grid resistor command and
chopper start. If conditions occur which prevent
the motors from producing power to support the
resistor grids, the alternator may be required to
supply some power. In this case, the alternator
field control will maintain at least 600 volts on the
DC link.
The engine speed command will always be

greater or equal to minimum idle signal. The
TCI can request the engine speed command
be increased by setting minimum idle.
3. During all powered states, the DC link voltage will

not be allowed to drop below 600 volts.
The engine speed command will be increased

if more alternator cooling is needed.
4. While the DC link is being powered up, the voltage

will be controlled to the levels necessary to support the inverter self-tests.
Alternator Field Control
Self-load
The alternator is controlled by controlling the Alternator

field reference sent to the AFSE.
The desired alternator output voltage is dependent on
system state. The PSC will command an alternator
field reference such that the desired DC link voltage or
three-phase voltage is maintained.
Desired Three-Phase Voltage
During all powered states, the three-phase line-to-line
voltage will not be allowed to drop below 444 volts.
This is the minimum voltage needed to supply the gate
drive power converters and the auxiliary blower inverter.
During all powered states except retard, the DC link
voltage will represent the rectified three-phase voltage. In this case, as long as the DC link voltage is
above 600 volts, the three-phase voltage will be adequate.
During self-load, the alternator provides power to the

resistor grids. The rectifying diodes will be forward
biased, and DC link voltage will be controlled by the
alternator. The alternator field control will be based on
the following:
1. The DC link voltage will not be allowed to drop
below 600 volts.
2. One mode of self-load will require the alternator
output to be controlled to maintain a set desired
horsepower dissipation in the resistor grids.
3. Another mode of self-load will require the alternator output to be controlled to maintain a set desired link voltage between 600 volts and 1500
volts.
During retard, the DC link voltage is not necessarily

related to the three-phase voltage since the motors will
be powering the DC link and reverse biasing the
rectification diodes. In this case, the control ensures
that the minimum three-phase voltage is maintained.
E2-34
E02014 3/01
Propel Torque Control
Retard Torque Control
This software function commands the appropriate motor torque to the inverters during propel. The torque
command is primarily a function of the accel pedal
position and is limited by the physical constraints of the
system.
The retard system converts braking torque from the

wheel motors to energy dissipated in the resistor grid.
The requested retard torque is based on the following
three sources:
Each wheel torque is computed independently because the wheels may be operating at different
speeds. Each torque command is adjusted to account
for the following constraints:
Speed Override
The propulsion system will attempt to limit truck
speed to the design envelope of the wheel motors.
As such, the torque command will be modulated as
the truck speed approaches the motor overspeed
limit so that this limit is not exceeded if possible.
Note, however, that steady state operation is kept
as close to the overspeed limit as possible without
exceeding it.
Motor Torque Limits
The torque command will be constrained to the
operating envelope of the inverters and the traction
motors. The maximum torque that can be commanded is dependent on motor speed and on DC
link voltage.
Gear Stress
The torque commanded will not exceed that which
will produce excess gear stress.
Horsepower Available
The horsepower available will be estimated from
the engine speed. Parasitic loads are taken into
account. The torque will be limited such that the
engine does not overload.
Jerk Limit
The torque command will be slew-rate limited to
prevent jerking motion.
Retard Foot Pedal or Lever

The maximum short time retard torque (at any
speed, hence the constant torque level) will be
scaled (linearly) by the retard foot pedal input
(RPINHI) to produce the foot pedal retard torque
call.
Overspeed
While overspeed is active, the full available retard
torque will be requested.
Retard Speed Control
While RSC is active, the RSC retard torque call will
be adjusted to control truck speed to the RSC set
point. Retard speed control will not request any
retard torque if RSC is not active.
The maximum torque call from the above three
sources will be selected as the retard torque call.
Retard Torque Limits are as follows:
1. The retard torque call will be limited to the maximum torque level based on speed.
2. The retard torque call will be limited to the maximum torque level available within the thermal
constraints of the motors.
3. The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
4. While in retard, the minimum retard torque call will
provide enough power to support at least one grid
with 600 volts on the DC link. Retard will be
dropped if the torque call falls below this value.
5. At low speed, the available retard torque will be
ramped to zero.
Wheel Spin
In the event that the inverters detect a wheel spin
condition and reduce torque in the slipping wheel,
the motor torque in the other wheel may be increased within the above constraints such that as
much of the total desired torque as possible is
maintained.
E02014 3/01
Wheel Slide Control

The inverters prevent wheel slide by limiting torque to
maintain wheel speeds above preset limits. These
preset limits are a function of truck speed and the
allowable creep; additional compensation will be applied to provide for differences between wheel speeds
during turns.
E2-35
Resistor Grid Control
EVENT PROCESSING
The first resistor grid (RG1) will always be engaged

when retard is active since the grid blower motors are
wired across it.
The PSC contains very powerful troubleshooting software. The PSC software constantly monitors the AC
drive System for any abnormalities (events).
The second and third fixed resistor grids (controlled by

RP2 and RP3) will be engaged as needed to dissipate
the energy produced in retard state. Limitations are:
Automatic self-tests are performed periodically on various parts of the system to ensure its integrity. Additionally, there are some elaborate tests which may be run
by an electrician with the use of DID screens. Predictive analysis is used in some areas to report potential
problems before they occur.
1. The use of RP2 and RP3 will be alternated to

provide even wear on the contactors.
2. The grids will be engaged to prevent drawing
more power than the motors can produce. At high
motor speeds the maximum motor torque does
not produce enough power to support three grids
across the DC link (at the given voltage). Therefore, at high speeds, only two resistor grids will be
engaged.
The troubleshooting system is composed of two parts:

1. The PSC for detection, event logging, data storage and fault light indications.
2. The TCI (or a PTU) for retrieval of stored event
information, real time vehicle status, troubleshooting, etc.
Chopper Voltage Control

Chopper turn-on voltage will be set to give the motors
as much of the retard envelope as possible (i.e., keep
the voltage as close to the maximum value as possible)
and to keep the DC link voltage at or below the
maximum link voltage value.
Event Detection
This software function is responsible for verifying the
integrity of the PSC hardware and the systems to
which the PSC interfaces by detecting an event
(abnormal condition).
The events fall into three detection categories:
Auxiliary Blower Control

The Auxiliary Blower Control regulates the temperatures of the AFSE, auxiliary blower system, rectifier
diodes, phase modules, chopper modules, and traction motors by controlling the speed of the auxiliary
blower. Additionally, this software function checks for
faults in the auxiliary blower.
This software function is performed using the following
process:
1. The commanded auxiliary blower speed will be
calculated to control all system temperatures.
The control priorities will be:
a. Keep all temperatures below allowable maximums.
Power On Tests
Three power-on tests are executed once every time
power is applied to the PSC. They are as follows:
1. CPU Card Checks - Upon powerup, the PSC will
confirm the integrity of its CPU card hardware
before transferring execution control to the application program residing in its FLASH memory.
2. Battery-backed RAM (BBRAM) Test/Adjustable
Parameter Initialization - A battery backed RAM
(BBRAM) check will be performed to check for
BBRAM data integrity. If the check fails, all
TCI/PTU-adjustable parameters will be initialized
to their default values.
b. Keep the GTO temperatures as constant as

possible.
2. If the aux blower system status (AUXOK) indicates the aux blower system is not okay, a reset
pulse will be sent. Additional reset pulses will be
sent at periodic intervals if the aux blower system
does not respond.
E2-36
E02014 3/01
3. Inverter Powerup Tests - The purpose of these

tests is to verify that each inverter sub-system is
functional:
a. Enabling Inverter Powerup Tests - The powerup tests for a given inverter will be enabled if
all of the following conditions are true:
1.) The system is in Test state for the purpose
of powerup.
2.) The associated gate drive power converter
has been enabled.
3.) The engine is running.
4.) Battery voltage is at least 25 VDC.
5.) The inverter is requesting that the low voltage and/or high voltage powerup tests be
performed.
6.) The inverter has not been physically cut out
of the system.
7.) Active event restrictions do not preclude
powering the DC link or running the inverter.
b. Low Voltage Test - A given inverter will automatically perform its low voltage test if needed
once inverter powerup testing is enabled per
the above requirements. The PSC will declare
the test failed and log an event if the test does
not successfully complete within an expected
time period.
c. High Voltage Test - If the low voltage testing
defined above is successful for a given inverter, the inverter will automatically perform its
high voltage test if needed once there is sufficient power on the DC link. The PSC will
declare the test failed and log an event if the
test does not successfully complete within an
expected time after the DC link is sufficiently
powered.
4. DC Link Capacitance Test - Test will run once
every 24 hours when conditions allow, normally
after a VI-test during normal powerup sequence.
This test can also be run from the DID panel to
aid in troubleshooting. During test execution, engine speed is set to 1500 rpm and the link is
charged to 1200VDC. The engine is then returned
to idle while the link is allowed to discharge to 100
volts.Total link capacitance is then calculated
using the time it took to discharge. If capacitance
is getting low, but still OK, event 70 logs. If capacitance is below the minimum allowable level,
event 71 logs and the truck is restricted to 10
MPH. If test is not able to complete after numerous attempts, event 72 logs, indicating a problem
in the trucks ground detection circuit, and truck
speed is limited to 10 MPH.
E02014 3/01
Initiated Tests
These tests are performed when requested by maintenance personnel; the truck must be in test mode for
these tests to run:
1. Maintenance Tests - The purpose of these tests
is to facilitate verification of system installation
and wiring (particularly the digital interfaces relays, contactors, etc.).
2. Self-load Test - Self-load testing is a means by
which the truck diesel engine can be checked for
rated horsepower output.
Periodic Tests
These automatic tests are run continuously during the
operation of the truck to verify certain equipment.
Event Restrictions
The PSC software will not override an event restriction
as long as Limp Home mode is not active. Transitions
to restricted states will not be allowed. If the system is
in a state which becomes restricted, it will transition
down to the highest unrestricted state. The order from
lowest to highest state is Startup/Shutdown, Rest,
Test, Ready, Retard, Propel. Transitions to the Test
state or lower states in reaction to event restrictions
will not be allowed until the truck is not moving.
NOTE. Limp Home mode is a state which is entered
when the truck has suffered a failure and is not able to
continue normal operation but is still capable of limping (getting either back to the maintenance area or at
least out of the way of other trucks).
Event Restrictions associated with a given event are
defined below:
No Power
No retarding or propulsion effort allowed. No power
allowed on the DC link.
No Propel
No propulsion effort allowed. Retard effort and power
on DC link is allowed.
System Warning
An event has occurred which indicates that if corrective
action is not taken, a more restrictive event may soon
follow. No restrictions. The DID will display a warning.
None
No restrictions (nonrestrictive event).
E2-37
Event Logging And Storage
Data Packs
This software function is responsible for the recording

of event information. There are two basic levels of
event storage: event history buffer and data packs.
The event history buffer provides a minimum set of
information for a large number of events, while data
packs provide extensive information for a limited number of events.
A data pack is defined as an extended collection of

information relevant to a given event.
The following requirements apply to both data packs

and the event history buffer:
1. Fault information is maintained until overwritten,
it is not cleared out following a reset. This allows
the user to examine data associated with events
that have been reset, as long as there have not
been so many new events as to necessitate reuse
of the storage space.
2. If a given event is active (logged and not reset),
logging of duplicate events (duplicate is defined
as having the same event and sub-id numbers)
will not be allowed. If the event is reset and
subsequently reoccurs, it may be logged again.
Likewise, if an event reoccurs with a different
sub-id from the original occurrence, the event
may be logged again.
Event History Buffer

Event history buffer is defined as a collection of event
history records.
A buffer contains 300 entries filled with event numbers
occurring in chronological order. Also included in this
buffer will be all the input and output values, time the
event occurred, reset time, state information, etc., for
each event. This buffer is filled continuously and overwritten (if necessary).
Limits (accept-limit) are placed on the amount of space
which a given event code may consume. This prevents
a frequently occurring event from using the memory
space at the expense of a less frequent event. This
data may be cleared (after downloading for troubleshooting) at each maintenance interval.
NOTE: The concepts of lockout, soft reset, and accept

limit do not apply to data packs.
Thirty (30) data packs are stored with each containing
100 frames of real time snapshot data. Snapshot data
is defined as a collection of key data parameter values
for a single point in time). The purpose of each data
pack is to show a little movie of what happened
before and after a fault.
The time interval between snapshots is default to 50
ms, but each data pack may be programmed via the
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10
ms). The TIME 0:00 frame # at which the fault is
logged is default to frame #60, but each data pack is
programmable from 1 to 100.
In the above default cases, data is stored for 3 seconds
(2.95 second is actual) before the fault and 2 seconds
after the fault.
A data pack status structure is assigned to each data
pack plus any programmable settings. This status
structure is used by the TCI (or PTU) to check for
available data (event number, id, and status, should
be set to zero if data pack is not frozen), as well as for
control of the data packs.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames,
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame number
at which the event occurred is used as a reference to
mark the end of the data pack, and data is collected
until the data pack is full. Only when the data pack is
full will the event number, id and status be updated in
the status structure.
All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is cycled
before the data pack is filled with data (the software
allows for proper recovery and then continues to fill the
data pack). Maintenance personnel, by way of the DID
(or PTU), can assign the data pack to hold only certain
event numbers (for the case where it is desired to
collect data on a particular fault).
However, in the default case, faults will be stored as
they come until all data packs are frozen (holding fault
data). When all data packs are frozen, the data pack
with the fault that was RESET first (either automatically
or by the DID/PTU), if any, will be unfrozen and will
start storing new data in case a new fault occurs.
E2-38
E02014 3/01
Event Reset
PSC - PTU Communications Processing
There are two basic types of event resets: soft and

hard. The difference between the soft and hard reset
is a soft reset only affects events that have not been
locked out and a hard reset affects events regardless
of lockout status.
This software function performs the processing necessary for the PSC (System CPU Card) to communicate
through an RS-232 serial link to the Portable Test Unit
(PTU).
Events will be reset:

On powerup - a soft reset will be issued against all
events at powerup.
By DID commands - the TCI can issue both hard
and soft resets.
By PTU commands - the PTU can issue both hard
and soft resets.
SERIAL DATA COMMUNICATIONS

The PSC System CPU Card uses serial data busses
to communicate with the TCI, the PTU, and the two
Inverter CPU Cards.
PSC - TCI Communications processing
This software function performs the processing necessary for the PSC (System CPU Card) to communicate
with the TCI through an RS-422 serial link. The communication is comprised of periodic data and non-periodic data.
Periodic data is a predefined set of data which is used
for transferring real time control information from the
PSC to the TCI and from the TCI to the PSC at a fixed
rate.
The non-periodic messages are used to transfer all
background data. Background data consists of DID
Commands, Remote Monitor Data, and Download
Code.
Packets containing periodic data will be asynchronously (not initiated) transmitted from the PSC to the
TCI and from the TCI to the PSC every 200 ms. The
TCI initiates the transfer of non-periodic data.
The TCI and the PSC are interfaced using the General
Electric Asynchronous Communications Protocol
(ACP). ACP provides two general types of messages,
acknowledged and unacknowledged. The unacknowledged messages are used to transmit the periodic
data.
Inverter Communications Processing

This software function performs the processing necessary for the System CPU Card to communicate with
both Inverter CPU Cards. The communications is
through a high-speed serial link that is operated in a
polled fashion with the System CPU Card initiating
communications to an Inverter CPU Card.
Every message transmitted across the serial link may
contain two separate sections of information: periodic
data and acknowledged data. The periodic data format is fixed and is used for transferring control information from the System CPU Card to the Inverter CPU
Card and vise-versa. The acknowledged data format
is used to transfer all background data. When large
amounts of background data are to be transferred via
the acknowledged data format, the originating CPU will
break the data down into smaller pieces and transmit
each piece individually. All acknowledged data flows
are initiated from the System CPU with the Inverter
CPU providing a response.
The System CPU Card has one high-speed channel
available for communications to the Inverter CPU
Cards. This channel transfers periodic data across the
serial link every 5 ms. This means the periodic data
to each Inverter CPU is updated every 10 ms. Each
inverter responds to the data when the ID code in the
periodic data matches the ID code of the specific
Inverter CPU Card: the ID code is hardwired in the
cards backplane wiring.
OUTPUT PROCESSING
This software function processes all external outputs
from the PSC. Refer to the G.E. publication, System
Description for a listing of the PSC outputs.
The acknowledged messages are used to transmit the

background data.
E02014 3/01
E2-39
ABNORMAL CONDITIONS/OVERRIDING
FUNCTIONS
Software functions given up to this point assumed for
the most part that the truck is operating under more or
less normal circumstances. The following paragraphs
define system operation under abnormal or exceptional circumstances. In the event of conflict between
these functions and those given for normal operation,
the functions in this section will take precedence.
Fast Start
A fast start software function is provided to address the
case where the PSC is reset unexpectedly (power
supply glitch, etc.) while the system is running. Its
purpose will be to regain control of the truck as quickly
as possible.
Engine Shutdown/Engine Not Running
The engine must be running to enable the gate drives
and to maintain power on the DC link. Typically, the
PSC will be given advanced warning that the engine
is about to be shut off. However, if the engine stalls or
stops because of a mechanical malfunction, the system will most likely have no advance warning. The
system reaction to an engine not running condition will
be the same as to an event carrying a no power
restriction except that no event will be recorded, and
no external reset to clear the condition will be required
(the no power restriction will be automatically lifted as
soon as the engine starts running). If the system is
given warning of an impending engine shutdown, the
existing torque commands will be command to zero
over a long ramp time (2 to 10 seconds). If no warning
is given and the engine stops running, the existing
torque commands will be command to zero over a
short ramp time (0.1 to 0.5 second).
Entering/Exiting Limp Home Mode

The PSC will enter limp home mode if all of the
following conditions are true:
2. The TCI is requesting limp home mode.
3. The PSC is in Ready or test state and there is no
initiated testing in progress.
4. At least one inverter is functional.
5. There are no events active for which limp home
mode is not possible.
6. If there are any events active for which an inverter
must be turned off or cut out before limp home
mode is allowed, those actions have been taken
(Inverter is turned off or cut out as required).
NOTE: Two Inverter Cut Out Switches (I1CO and
I2CO), located in the switch panel on the side of the
Electrical Cabinet near the cab, can be used to cut out
an Inverter. In some cases, certain DC link bus
bars/cables within the Inverter also may need to be
removed. The DID will prompt maintenance personnel
if any of the above actions need to be accomplished.
The PSC will exit limp home mode if any of the following conditions occur:
1. The TCI stops requesting limp home mode.
2. An event occurs for which limp home mode is not
possible.
Limp Home Mode

The purpose of Limp Home mode is to address the
situation where the truck has suffered a failure and is
not able to continue normal operation but is still capable of limping (getting either back to the maintenance
area or at least out of the way of other trucks). The
intent is that limp mode will be used by maintenace
personnel operating the truck at low speeds with the
truck unloaded. Maximum truck speed will be limited
to a reduced value while in limp home mode.
If the TCI requests limp home mode, the state machine
will ignore the restrictions associated with any fault for
which limp home mode is possible.
E2-40
E02014 3/01
PROPULSION SYSTEM COMPONENT ABBREVIATIONS

The following Tables list component abbreviations
used in schematics and system description information. Refer to Figures 2-3 through 2-8 for the location
on the truck of components listed in the Ref. No.
column.
The GE part number for major components is shown

in parentheses. A short description of the components
primary function is also listed.
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION

REF.
NO.
COMPONENT
FUNCTION
AFSE
36
Alternator Field Static Exciter

Panel (17FM466)
Regulates current in the alternator field based on firing

pulses from the PSC.
AFVLT
21
Alternator Field Voltage Divider

Panel (17FM363)
Attenuates high voltage output from the AFSE to an

acceptable level for use by the Analog I/O card in the
PSC.
ALT
Alternator (5GTA34)
Main alternator, propulsion and control system.
ANALOG
I/O CARD
System analog input/output card

(17FB143)
Provides signal conditioning for analog signals to and

from the TCI and PSC.
AUX BLOWER
MOTOR
behind the electrical cabinet. Used to drive two

Auxiliary Blower Motor (5GDY84) assembly
blowers for cooling the traction motors and control
A 3-phase, AC induction motor mounted in the blower

cabinet components.
AXCAP
11
Auxiliary Power Filter Capacitor

Bank
Used with the AXIND to filter the regulated DC voltage

from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power Inverter.
AXFU1, 2
33
Auxiliary Power Rectifier Input

Fuses 1 and 2
Provide overload protection for the Auxiliary Power

Inverter/Phase Control Rectifier.
AXIND
30
Auxiliary Power Filter Inductor
Used with the AXCAP to filter the regulated DC voltage

from the Auxiliary Phase Control Rectifier into a smooth
DC supply suitable for use by the Auxiliary Power Inverter
29
Auxiliary Phase Control Rectifier

and Power Inverter Module
The Auxiliary Phase Control Rectifier converts the

3-phase, AC input voltage from the Alternator to
regulated DC voltage and supplies the regulated voltage
through a filter to the Auxiliary Power Inverter. The
Auxiliary Power Inverter inverts the regulated, filtered, DC
voltage into a variable voltage, variable frequency,
3-phase output to power the Auxiliary Blower Motor.
ASYN
35
Alternator Synchronization
Transformer
Monitors frequency of the tertiary winding and provides a

sample of the frequency to the PSC, which uses the input
to synchronize the firing pulses sent to the Alternator
Field Static Exciter Panel (AFSE).
A3PV
Alternator 3-phase Voltage

Measuring Module (17FM458)
Attenuates high voltage from two phases of the Alternator

to a level acceptable to the Analog I/O card in the PSC.
AXINV
E02014 3/01
E2-41
TABLE V: PROPULSION SYSTEM COMPONENTS DESCRIPTION (Cont.)

REF.
NO.
BATFU
19
BATTSW
COMPONENT
FUNCTION
System Fuse
Provides overload protection for control equipment and

the System Batteries.
Battery Disconnect Switch

(System Batteries)
Connects and disconnects the 12 VDC and 24 VDC

circuit batteries (located at right front corner of truck).
BDI
68
Battery Blocking Diode
Works in conjunction with BFC and BLFP to maintain

battery voltage to CPU.
BFC
67
Battery Line Filter Capacitor
Additional capacitance for BLFP to prevent nuisance

CPU resets.
BLFP
10
Battery Line Filter Panel

(17FM311)
Reduces voltage ripples in System Battery power

supplied to the PSC.
BM1, 2
63
Grid Blower Motors 1 and 2

(5GY19)
DC motors driving blowers to provide cooling air for the

retarding grids.
BM1I
65
Current Sensing Module
Monitors current flowing through grid blower motor #1
BM2I
66
Current Sensing Module
Monitors current flowing through grid blower motor #2
CCLR1, 2
20
Capacitor Charge Resistor

Panels 1 and 2
Connected across the DC link to provide a voltage

attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2
61
Capacitor Charge Indicating

Lights 1 and 2
Illuminated when 50 volts or more is present on the DC

link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CIF11, 12, 13, 14,

15, 16
40
Inverter 1 Filter Capacitors
Stores the Inverter 1 DC bus voltage to provide

instantaneous power when the PM1 GTO Phase
Modules first turn on.
CIF, 21, 22, 23, 24,

25, 26
41
Inverter 2 Filter Capacitors
Stores the Inverter 2 DC bus voltage to provide

instantaneous power when the PM2 GTO Phase
Modules first turn on.
CLSW
59
Cabinet Light Switch
Controls electrical cabinet interior lights.
CMAF
27
Alternator Field Current Sensing

Module
Detects amount of current flowing through the Alternator

field winding.
CMT
28
Alternator Tertiary Current

Sensing Module
Detects amount of current flowing through the Alternator

tertiary winding.
CM1, 2
5, 6
Chopper GTO Phase Module 1

and 2 (17FM630)
Controls the DC voltage applied to the grids during

retarding.
CM1A, 1B
45
Current Sensing Modules,

Phase 1A and 1B
Detects amount of current flow through the A and B

phases of Traction Motor 1.
CM2A, 2B
44
Current Sensing Modules,

Phase 2A and 2B
Detects amount of current flow through the A and B

phases of Traction Motor 2.
CPR
53
Control Power Relay (17LV66)
Picks up when the Key Switch and Control Power Switch

are closed.
CPRD
Dual Diode Module
Allows two separate voltages to control the CPR coil.
CPRS
Control Power Relay

Suppression Module
Suppresses voltage spike when CPR coil is de-energized.
Control Power Switch
Energizes CPR coil.
CPS
E2-42
56
E02014 3/01

REF.
NO.
COMPONENT
FUNCTION
Battery Boost Current

Transformer
Detects amount of current flow through the Alternator

tertiary winding. Signal turns off the AFSE battery circuit
when the tertiary winding voltage level is able to excite
the Alternator field.
CT Voltage Limiting Resistor
Provides a resistive load for the CT.
DC Bus
The DC bus connects the Alternator output, Chopper

Module/Resistor Grid circuits, and Traction inverters.
DID
Diagnostic Information Display

(17FM558)
Provides maintenance personnel with the ability to

monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD
Digital Input/Output Card

(17FB104)
Receives contactor, relay and switch feedback signals

and provides drive signals to relays, contactors, indicator
lamps etc. (Located in PSC and TCI.)
CT
34
CTR
DC link
38
DIT1A, 1B, 1C
43
DI/DT Transformers
Reduce current overshoots, or spikes in phase A, B, and

C power for Traction Motor 1.
DIT2A, 2B, 2C
42
DI/DT Transformers
Reduce current overshoots, or spikes in phase A, B, and

C power for Traction Motor 2.
FDP
24
an output signal when a diode fails in the Main

Fault Detection Panel (17FM384) Provides
Rectifier.
FDT
23
Fault Detection Transformer

(17ET33)
Monitors Alternator Field current for FDP operation.
FIBER OPTIC
ASSEMBLY
31
Fiber Optic Assembly
Provides volatage and electrical noise isolation for control

and feedback signals between the PSC and
Phase/Chopper Modules.
FP
39
Filter Panel (17FM460)
Filters electrical noise on 3 phases of Alternator output.
GDFU1, 2
Gate Driver Power Source Fuse

1 and 2
Provide overload protection for the Gate Drive Power

Supply.
GDPC1
17
Gate Drive Power Converter 1

(17FM670)
Converts 19 to 95 VDC from the Gate Drive Power

Supply to 25 kHz, 100 VRMS, square wave power to
drive Inverter 1 GTO Phase and Chopper Modules.
GDPC2
16
Gate Drive Power Converter 2

(17FM670)
Converts 19 to 95 VDC from the Gate Drive Power

Supply to 25 kHz, 100 VRMS, square wave power to
drive Inverter 2 GTO Phase and Chopper Modules.
GDPS
18
Gate Drive Power Supply

(17FM645)
Provides a 19 to 95 VDC output, at approximately 3kW,

from one of two input power sources; either the main
Alternator or the System Batteries.
GF
49
Alternator Field Contactor

(17CM53)
Connects the AFSE to the Alternator field.
GFCO
62
Generator Field Contactor

Cutout Switch
Disables Alternator output.
GFIP
22
Ground Fault Current Panel

(17FM363)
Reduces Alternator field voltage input to provide a low

voltage signal for use by the PSC. Used to provide
ground fault warning.
GFM
Gate Firing Module (17FM415)
Receives pulses from the Analog I/O card in the PSC,

amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE.
E02014 3/01
E2-43

REF.
NO.
COMPONENT
52
Alternator Field Relay (17LV66)
Picks up with GF contactor and applies B+ to the AFSE

(battery boost) during initial acceleration phase.
Alternator Field Relay Coil

Suppression Module
Suppresses voltage spikes when GF coil is de-energized.
Ground Resistor Panel
Detects power circuit grounds.
INV1 TMC CARD
Inverter 1 Central Processing

Unit Card and Input/Output Card
(17FB172)
Generates Phase Module turn-on/turn-off commands for

the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
INV2 TMC CARD
Inverter 2 Central Processing

Unit Card and Input/Output Card
(17FB172)
Generates Phase Module turn-on/turn-off commands for

the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
GFR
GFRS
GRR
26
FUNCTION
I1CO
57
Inverter 1 Cut Out Switch
Cuts out inverter 1 when in the cutout position. Located

on switch/LED panel, left front corner of electrical cabinet.
I2CO
58
Inverter 2 Cut Out Switch
Cuts out inverter 2 when in the cutout position. Located

on switch/LED panel, left front corner of electrical cabinet.
Key Switch
Connects battery voltage to CPR and control circuits

when closed. (Located on instrument panel.)
Load Box Current Sensing

Module
Monitors current during load box test.
KEYSW
LDBXI
48
LEDP
60
Light Emitting Diode Panel
LEDs indicate status of the following:

CPR: Illuminated when CPR is energized.
SYS RUN: Illuminated when the PSC power-up
sequence has completed successfully and control logic is
executing.
NAFLT: When illuminated, indicates a fault has occurred
that prevents propulsion or retarding.
TEST: Illuminated when system is in the Test state.
REST: Illuminated when system is in Rest state and there
is essentially no voltage on the DC link.
LINKI
Link Current Sensing Module
Detects amount of current flow through the DC link.
LINKV
Link Voltage Measuring Module

(17FM458)
Attenuates the high voltage from the DC link to a level

acceptable to the electronics on the Analog I/O card in
the PSC.
Cabinet Lights
Provide interior cabinet illumination.
Motorized Wheels (5GDY85)
Each Motorized Wheel consists of a Traction Motor and a

Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train
(Transmission).
L1, 2, 3
M1, 2
E2-44
E02014 3/01

REF.
NO.
COMPONENT
FUNCTION
PSC
32
Propulsion System Controller

(17FL320)
The PSC is the main controller for the AC drive system.

All propulsion and retarding functions are controlled by
the PSC based on internally stored software instructions.
PM1A+, 1B+, 1C+
13
GTO Phase Modules (17FM628)
Provide positive driving voltages (PWM or square wave,

depending on truck speed) for each of the three windings
of Traction Motor 1.
PM1A-, 1B-, 1C-
12
Provide negative driving voltages (PWM or square wave,

PM2A+, 2B+, 2C+
15
Provide positive driving voltages (PWM or square wave,

PM2A-, 2B-, 2C-
14
Provide negative driving voltages (PWM or square wave,

RD
Rectifier Diode Panel (17FM528)
Converts Alternator 3-phase, AC voltage to DC voltage to

power the two Inverters.
RG1A, 1B, 1C, 2A,

2B, 2C, 3A, 3B,
3C, 4A, 4B, 4C,
5A, 5B, 5C
64
Retard Grid Resistors
Dissipate power from the DC link during retarding, load

box testing, and Inverter Filter Capacitor discharge
operations.
RP1, 2, 3
47
Retard Contactors 1, 2 and 3

(17CM55)
When closed, connects Grid Resistors to the DC link

during retarding, load box testing, and Inverter Filter
discharge operations.
RP1S, 2S, 3S
55
Suppression Modules
Suppresses voltage spikes in coil circuit when RP

contactors are de-energized.
RSN1, 2
Snubber Resistors
Provide a current path for the associated Chopper

Module filter capacitors.
RS1A, 1B, 1C, 2A,

2B, 2C
Snubber Resistors
Provide a current path for the associated Phase Module

filter capacitors.
R1
51
Battery Boost Resistor
Limits surge current in the Alternator field circuit when

GFR contacts first close.
AUX SNUB
25
Snubber
Suppresses voltage spikes in Aux Blower Motor circuit.
SPS
37
Power Supply (17FH36)
A DC to DC converter which provides regulated 24 VDC

outputs from the unfiltered battery supply.
SS1, 2
Traction Motor Speed Sensors
Each speed sensor provides two output speed signals,

proportional to the Traction Motors rotor shaft speed.
SYS CPU Card
System Central Processing Unit

Card (17FB147)
Provides control of propulsion and dynamic retarding

functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
E02014 3/01
E2-45

REF.
NO.
TCI
COMPONENT
FUNCTION
Truck Control Interface

(17FL373)
Provides the main interface between the various truck

systems, controls, and equipment and is used in
conjunction with the DID by maintenance personnel.
TH1
54
Alternator Field Thyrite (Varistor)
Discharges the Alternator field when the AFSE is first

turned off.
VAM1
46
Voltage Attenuation Module

(17FM702)
Attenuates the three high voltage outputs applied to each

phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the PSC.
VAM2
46
Voltage Attenuation Module

(17FM702)
Attenuates the three high voltage outputs applied to each

phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the PSC.
E2-46
E02014 3/01
FIGURE 2-3. ELECTRICAL CABINET, FRONT VIEW
E02014 3/01
E2-47
FIGURE 2-4. ELECTRICAL CABINET, TOP VIEW
E2-48
E02014 3/01
FIGURE 2-5. ELECTRICAL CABINET, REAR & FLOOR VIEW
E02014 3/01
E2-49
FIGURE 2-6. CONTACTOR BOX

(Right Side, Electrical Cabinet)
FIGURE 2-7. INFORMATION DISPLAY PANEL

(Left Front Corner of Electrical Cabinet)
FIGURE 2-8. RETARDING GRIDS
E2-50
E02014 3/01
ELECTRONIC ACCELERATOR AND

RETARD PEDALS
The accelerator pedal provides a signal to the Truck
Control Interface (TCI) when the operator requests
power. The retard pedal provides a signal to the Propulsion System Controller (PSC) when the operator
requests retarding. The pedal signals are processed
by the analog card in the respective panel for use by
the system controllers to provide the desired mode of
operation.
As the operator depresses the pedal, the internal
potentiometers wiper is rotated by a lever. The output
voltage signal increases in proportion to the angle of
depression of the pedal.
Repair and initial adjustment procedures are discussed in the following. Refer to AC Drive System
Checkout Procedure for final calibration of the pedal
potentiometer after installation in the truck.
FIGURE 2-9. TYPICAL ELECTRONIC PEDAL
Removal
NOTE: Repair procedures for the retard and accelerator pedal are identical. The retard pedal is mounted on
the brake pedal. Refer to Section J for instructions
for removing and installing the electronic pedal on
brake actuator.
Note routing and clamp location of wire harness.
Proper wire routing is critical to prevent damage during
operation after reinstallation.
1. Disconnect pedal wire harness from truck harness
connector.
2. Remove mounting capscrews, lockwashers and
nuts and remove pedal assembly.
Installation
1. Cable Clamp
2. Electrical Harness
3. Grommet
4. Potentiometer
5. Adjustment Screw
6. Cover
Assembly
1. Position new potentiometer with the flat side
toward the potentiometer cover and install on
shaft as follows:
a. Align cutouts in shaft with the potentiometer
drive tangs.
b. Press potentiometer onto shaft until it bottoms
against the housing.
2. Install screws (5) and lockwashers but do not
tighten.
1. Install pedal assembly using hardware removed

in step 2, Removal. Connect potentiometer to
wiring harness.
3. Rotate potentiometer counterclockwise until

mounting slots contact the mounting screws and
tighten screws (5) to 15 in. lbs. (1.70 N.m) torque.
2. Calibrate pedal potentiometer per instructions in

AC Drive System Checkout Procedure - Setting
Pedal Percentages.
4. Install grommet (3) and potentiometer cover.

Tighten screws to 15 in. lbs. (1.70 N.m) torque.
Disassembly
1. Remove screws on cable clamps (1, Figure 2-9)
and potentiometer cover (6).
5. Install cable clamps and tighten screws to 40 in.

lbs. (4.21 N.m) torque.
6. Inspect assembly and verify proper wiring clearance during operation of pedal throughout the
range of travel.
2. Remove potentiometer mounting screws (5) and

grommet (3). Remove potentiometer (4).
E02014 3/01
E2-51
NOTES
E2-52
E02014 3/01
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE

AC Drive System Maintenance
DANGEROUS VOLTAGE LEVELS ARE PRESENT

WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED
SHUTDOWN PROCEDURES ARE NOT FOLLOWED.
Before attempting repairs or working near propulsion system components, the following precautions and truck shutdown procedure must be
followed:
DO NOT step on or use any power cable
as a handhold when the engine is running.
NEVER open any electrical cabinet covers
or touch the Retarding Grid elements until
all shutdown procedures have been completed.
ALL removal, repairs and installation of
propulsion system electrical components,
cables etc. must be performed by an electrical maintenance technician properly
trained to service the system.
Power cables must be cleated in wood or
other non-ferrous materials. Do not repair
cable cleats by encircling the power cables with metal clamps or hardware. Always inspect power cable insulation prior
to servicing the cables and prior to returning the truck to service. Discard cables
with broken insulation.
IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should inspect the truck and verify
the propulsion system does not have dangerous voltage levels present before repairs are started.
If weld repairs are required, the welding

ground electrode should be attached as
close as possible to the area to be welded.
NEVER weld on the rear of the Electrical
Control Cabinet or the retard grid exhaust
air louvers.
Power cables and wiring harnesses
should be protected from weld spatter and
heat.
Prior to welding, disconnect Engine Contro System (ECS) harnesses and ground
wire (MTU engine). If equippped with
DDEC or Komatsu engine, disconnect
ECM harnesses. GE cards should be
pulled forward far enough to disconnect
card from backplane connector.
Some power cable panels throughout the
truck are made of aluminum or stainless
steel. They must be repaired with the
same material or the power cables may be
damaged.
TRUCK SHUTDOWN PROCEDURES

cabinet, traction motors, and retarding grids. The following procedures will ensure the electrical system is
properly discharged before repairs are started.
If a problem occurs in the AC drive system preventing NORMAL shutdown procedures, ADDITIONAL
PRECAUTIONS ARE NECESSARY to ensure dangerous drive system voltages are not present
when tests or repairs are performed.
E03015 3/01
AC Drive System Electrical Checkout Procedure

(Release 17 Software)
E3-1
NORMAL TRUCK SHUTDOWN PROCEDURE

brake. Be certain the Parking Brake Applied
indicator lamp in the overhead display panel is
illuminated.
ON. Be certain the REST warning lamp on the
overhead display is illuminated.
4. After approximately 90 seconds, verify the steering accumulators have bled down by attempting
to steer.
5. Verify the LINK VOLTAGE lights on the electrical
cabinet Information Display Panel (6, Figure 3-1),
the contactor box on the other end of the electrical
cabinet, and the DID panel in the cab are OFF. If
they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected
to investigate the cause.
6. To ensure the link will not be energized during test
and repair procedures, turn the GF Cutout Switch
(8, Figure 3-1) to the CUTOUT position by pulling
the switch handle out before moving the switch.
FIGURE 3-1. INFORMATION DISPLAY PANEL

1. Control Power Switch
2. Inverter 1 Cutout Sw.
3. Inverter 2 Cutout Sw.
4. Cabinet Interior Light
Sw.
5. Status LED Panel

6. Link Voltage Lights
7. Chart Recorder Connector
8. GF Cutout Switch
AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED

FOR THE AUXILIARY BLOWER MOTOR CIRCUITS
TO DE-ENERGIZE.
Do not attempt to perform Auxiliary Blower repairs
until it has been verified the system is de-energized by verifying the Blower Module Link LEDs
(6, Figure 3-2) on top of the AXCAP are NOT illuminated.
If there is any question the system has potential

hazardous voltage present, return to the operator
cab and perform the normal shutdown procedure.
Normal operation of the drive system at shutdown
should allow high voltages to be dissipated over
the time periods noted.
IN THE EVENT OF A SYSTEM FAILURE, performing the SHUTDOWN AFTER SYSTEM FAILURE
procedure will insure no hazardous voltages are
present in the drive system.
E3-2

3/01 E03015
SHUTDOWN AFTER SYSTEM FAILURE

1. Before shutting down the engine, verify the status
of the drive system warning lights on the overhead display. Use lamp check to verify proper
lamp function.
NOTE: The Link Voltage lights on the control cabinet
Information Display Panel (6, Figure 3-1) and the
contactor box are not lamp checked.
2. If any of the red drive system warning lights
are on, DO NOT attempt to open any cabinets,
disconnect any cables, or reach inside the
retarder grid cabinet EVEN AFTER SHUTTING
DOWN THE ENGINE.
3. If all red drive system warning lights are off, apply
the parking brake, shut down the engine and
chock the wheels.
IF THE RED LIGHTS (6, FIGURE 3-2) ON THE

BLOWER CAPACITOR PANEL (AXCAP) (4) ARE
ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED. (THE
NORMAL DE-ENERGIZATION TIME IS 10 TO 15
MINUTES.)
Reinstall the control cabinet panel.
Do not perform maintenance on the
Blower Capacitor Panel, blower motor, or
blower power cables.
Notify the Komatsu factory representative
or Distributor immediately.
4. After the engine has been off for at least five (5)
minutes, inspect the Link Voltage lights in the
Information Display Panel (6, Figure 3-1) on the
main control cabinet, the contactor box, and back
wall of the operator cab (next to the DID panel).
If all lights are off, the retard grids, wheel motors,
alternator, and power cables connecting these
devices are safe to work on.
5. The blower motors, control cabinet and power
cables connecting these devices may still be
unsafe. To establish these devices are safe, wait
approximately 15 minutes, open the top control
cabinet cover and inspect the red lights (6, Figure
3-2) on the Auxiliary Capacitor Panel (AXCAP)
(4). If these lights are off, the blower system,
blower power cables and remainder of the control
cabinet is safe to work on. The normal de-energization time is 10 to 15 minutes.
IF THE LINK VOLTAGE RED LIGHTS IN THE CONTROL CABINET INFORMATION DISPLAY PANEL,
AND/OR CONTACTOR BOX, AND/OR THE BACK
WALL OF THE OPERATOR CAB CONTINUE TO BE
ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED.
Leave all cabinet doors in place, do not
touch the retard grid elements,
Do not disconnect any power cables or
use them as hand or footholds.
Notify the Komatsu factory representative
or Distributor immediately.
E03015 3/01
FIGURE 3-2. BLOWER CONTROL DEVICES

1. Snubber Panel
2. Auxiliary Power Filter Inductor (AXIND)
3. Auxiliary Phase Control Rectifier and Power
Inverter Module (AXINV)
4. Auxiliary Power Filter Capacitor Bank (AXCAP)
5. Information Display Panel
6. Blower Control System Warning LEDs
7. Propulsion System Controller (PSC)
8. Control Cabinet (RH Side, Top View)

E3-3
SYSTEM CHECKOUT
Test equipment needed to fully test A/C system
One PTU (Portable Test Unit; lap top computer)
(The test could be more efficiently conducted with
two PTU units).
One Digital Multi-Meter
Several jumper wires
Note: The following test procedures are applicable to

Release 17 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for current software version available.
Battery and Control Checks of System

WITH Battery Power OFF
One analog VOM

The Portable Test Unit (PTU) is used to test, download
and record system parameters on the TCI and PSC
modules. The PTU is plugged into the DB9 plug at the
rear of the console, closest to the operator seat for
monitoring the PSC module. The PTU is plugged into
the DB9 plug closest to the passenger seat for monitoring the TCI Module.
> The TCI and PSC can be pre-programmed at
the factory or can be programmed through the
DB9 ports in the operator cab, by GE or
Komatsu personnel only.
> The Aux-Inverter Blower system is pre-programmed at the factory or chips may be installed in the control board by GE personnel.
> The Inverters are pre-programmed at the factory.
If only one PTU is available, in some cases it will be
necessary to switch from the PSC port to the TCI port
or vice versa to complete the test when necessary to
monitor both during a test procedure. After the serial
cable has been switched, exit to the Mian Menu and
the software will automatically switch to the menu for
the connected panel.
Several different numbering methods or symbols are
used in the following procedures to denote the operation to be performed . . .
1., 2., a., b. etc.: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage measurements etc. are preceded by this symbol.
PTU keyboard entry steps are preceded by this
symbol.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces.
PTU screen display information is
shown in this type font and preceded by this symbol.
E3-4
BE CERTAIN LINK VOLTAGE IS DRAINED DOWN

before servicing propulsion system or performing
tests.
1. Preparation
a. Turn all three battery disconnects to the OFF
position.
b. Disconnect and insulate circuit wires 21SS and
21SR from engine starter if equipped with MTU
engine. If equipped with MTU/DDC 16V4000
or Komatsu engine, remove 21B from starter
solenoids.
c. Remove 50 amp fuse (BATFU) from inside the
control cabinet. (Grid side, lower corner.)
d. Disconnect the four CN connectors on the PSC
panel and the three connectors on the TCI
panel. Open both panels and slide cards (except 17FB127 cards) out far enough to disconnect from backplane.
e. Turn OFF all circuit breakers behind operator
seat in cab and RB1, RB2, RB3, RB4, and RB5
in the Electrical Interface Cabinet.
f. Be certain key switch is OFF, 5 minute delay
timer is OFF, and the Rest Switch is in the
REST position.
g. Turn all lights and switches off.
Battery Circuit Voltage Check:

2. Measure voltage to ground at each of the following
circuits; 11, 11B1, 712 @ TB32, 11ST @TB28.
All voltages should be zero.
Resistance Checks, Low Voltage Circuits:
3. Measure resistance from ground to the circuits
listed in Table I. STOP and troubleshoot any
direct short (0 ohms) to ground.

3/01 E03015
CIRCUIT LOCATION
11B1
11
TABLE I. CIRCUIT RESISTANCE CHECKS

(All readings taken from circuit to ground)
APPROX.
NOTES
VALUE
*Measure at the 12VDC insulator in the Electrical Interface Cabinet.
*Measure at the 24VDC insulator in the Electrical Interface Cabinet.
All devices listed for 11A circuit reading must be OFF.
15V
71GE
71TCI
439
10V
11SL
11ST
15PV
11S
TB21
TB22
TB23
TB25
TB28
TB28
TB28
TB29
TB30
120
120
11A
TB30
11T
TB30
>36
11FR
11HTR
712
71
11L
12M
12F
TB30
TB30
TB32
TB32
CB30
*
*
>10
>200
E03015 3/01
17FL349 Panel Only (Not applicable on 17FL373 Panel.)
Engine service lights turned OFF.
Ground level engine shutdown switch open

The following must be turned OFF:
Brake cabinet service light, operator cab light, passenger seat
compartment service light, hazard lights, headlights, ground level engine
shutdown switch, engine governor heater switch (MTU 396 only - in
Electrical Interface Cabinet), left and right side engine service lights.
Engine governor heater switch in Electrical Interface Cabinet open.
(MTU 396 engine only)
The Electrical Interface Cabinet service lights must be switched OFF.
Measure at circuit breaker CB30 in cab.
*Measure at AID Module terminal B-13 under passenger seat in cab.
*Measure at AID Module terminal B-12 under passenger seat in cab.

E3-5
Resistance Checks, Propulsion System Circuits:

4. Additional preparation
NOTE: Be certain preparations described in step 1.
have been completed.
a. Verify the PSC (17FL320) panel 104 pin connectors are removed.
b. Verify the TCI panel connectors are removed.
c. Place the two Inverter Switches in the Information Display Panel, on the side of the control
cabinet in the CUTOUT position (down).
d. Place the GF Cutout Switch, located in the
Information Display Panel on the side of the
control cabinet, in the CUTOUT position
(down).
e. Verify the Rest switch on the instrument panel
is in the REST state.
f. Disconnect the CCLR1 connector and the
CCLR2 connector located in the electrical cabinet, to the left of the AFSE.
g. Disconnect the RTN62 wire on TB4-D to remove the VAMS ground circuit.
h. Remove the wires on the GB1 ground block,
behind the AFSE. Make sure the lug on these
wires are not touching one another after the
wires are removed.
8. VOM positive lead on the DC negative bus and

the VOM negative lead on the DC positive bus.
On the Rx1 scale the resistance should be
approximately 5.5 ohms.
Chopper Modules (CM1, CM2):

9. With the VOM set on the Rx10,000 scale, measure the following at each Chopper Module in the
electrical cabinet (left side when facing cabinet).
GR(-) wire to ground - approximately 2 megohms or greater.
GR(+) wire to ground - approximately 2 megohms or greater.
Gate Driver Power Supply (GDPS):

Note: Verify 50 amp fuse (BATFU) is removed.
10. With the VOM set on the Rx10,000 scale, measure
the following at the Gate Drive Power Supply,
located in the electrical cabinet, below the Chopper Modules (left side when facing cabinet).
Terminal AI-1 (circuit #GDAI1) to ground - 2
megohms or greater.
Terminal AI-2 (circuit #GDAI2) to ground - 2
megohms or greater.
DC Link Checks:
Terminal AI-3 (circuit #T305) to ground - 2

megohms or greater.
NOTE: Use an analog meter (VOM) to measure resistance in the following steps:
Terminal 1B+ (circuit #BATPO1) to ground approximately 1000 ohms or or greater.
5. Place VOM positive lead on the DC plus link bus

(top bus bar) and the VOM negative lead on a
cabinet ground.
Terminal 1B+ to terminal 1B- (circuit

#RTNO1) - approximately 1.0K ohms on the
Rx100 scale.
Resistance should be 2 megohms or

greater.
Terminal 1B- to ground - read 0 ohms.
6. Place VOM positive lead on the DC negative bus

(bus underneath the positive link) and the VOM
negative lead on a cabinet ground.
Resistance should be 2 megohms or
greater.
7. Place VOM positive lead on the DC plus link and
the VOM negative lead on the DC negative link.
VOM must be on the Rx1 scale otherwise the link
capacitors will start charging and an accurate
reading will not be possible.
Resistance should be infinity ().
E3-6

3/01 E03015
AFSE P1 adjustment:
11. Connect an ohmmeter from the wiper of Pot P1
(cathode of ZD1) to Terminal E (GND) on the
Battery Boost Module.
Battery and Control Circuit Checks of

System With Battery Power ON
If necessary, adjust P1 to obtain an ohmmeter reading of 6000 ohms.

12. Restore the following circuits:
a. Reconnect ground wires at GB1 ground block.
CHECK TO BE CERTAIN LINK VOLTAGE IS

DRAINED OFF before performing tests.
b. Reconnect wire RTN62 on TB4-D.

c. Reconnect the CCLR1 and CCLR2 connectors.
GRR wiring:
13. Remove the circuit #DCP20 wire on the DCPBUS
located to the right of the Main Rectifier Panel
(RD). Connect the VOM positive lead to this wire
and the negative lead to the negative link bus.
Make sure the ground block wires are connected.
Resistance should be 10K ohms.
14. Reconnect DCP20.
15. Measure between the GRRC wire on GFIP Terminal A to ground.
Resistance should be 500 ohms.
16. Restore all circuits, harness connectors etc. Remove meters.
17. Close battery disconnect switches. Close all open
circuit breakers.
1. Preparation for Power Supply Voltage Checks:

a. Remove the 50 amp system fuse (BATFU)
located on the bottom left wall in the left compartment of the control cabinet.
b. If equipped with MTU 396 engine, disconnect
circuits 21SS and 21SR and insulate wire terminals at the engine starter. If equipped with
Komatsu or MTU/DDC 16V4000 engine, disconnect circuit 21B wires at the starter solenoids and insulate.
c. Open the PSC panel (17FL320) cover and pull
all cards except the 17FB127 power supply
card forward just enough to disconnect the
cards from the panel.
1.) Verify the CNA, CNB, CNC, and CND connectors are installed.
d. Open the TCI panel (located in the Electrical
Interface Cabinet) cover and pull all the cards,
except the 17FB127 power supply card, forward just enough to disconnect the cards from
the panel .
1.) Verify the CNP round connector is installed.
2.) Verify the CNA and CNB connectors are
installed
e. Verify circuit breakers and battery disconnect
switches are closed.
f. Verify key switch and 5 minute idle delay timer
are off.
E03015 3/01

E3-7
A3PV Panel (17FM458A2):

2. Measure the following resistances at the terminals
on the Alternator 3-phase Voltage Measuring
Module in the electrical cabinet (left side when
facing cabinet):
Terminal G to ground - Approximately 900
ohms
Terminal E to ground - Approximately 150
ohms
Terminal E (negative lead) to Terminal G
(positive lead) - Approximately 6K ohms.
Sensor Power Supply (SPS):
V ( +) P24VDC19 to ground: >100 ohms

VR ( +) RTN58 to ground: 0 ohms
S ( +) P24VDC14 to ground: >100 ohms
RS ( +) RTN57 to ground: 0 ohms
S (-) N24VDC14 to ground: >100 ohms
RS (-) RTN61 to ground: 0 ohms
V (-) N24VDC19 to ground: >100 ohms
VR (-) RTN60 to ground: 0 ohms
IN (-) RTN59 to ground: 0 ohms
IN (+) BP24V03 to ground: >100 ohms
4. Preparation continued.
a. Verify key switch is OFF, batteries are connected and the battery disconnect switches
closed.
b. Verify all circuit breakers are closed.
c. Ground level shutdown/prop lock out switch
must be closed (Run position).
Read approximately 12V DC.

7. Using a digital multimeter, check polarity at the
BATFU fuse holder.
With the leads on BATP (positive lead) and
RTN (negative lead) meter should indicate
BATP is positive.
8. Turn the Key Switch ON.
Voltage should equal the Circuit 11 value in
step 5.
10. Turn the Key Switch OFF.
disconnect switches.
Open the battery
11. Reinstall the 50 amp fuse (BATFU).

Checks with Key Switch ON:
1. Close the battery disconnect switches. Turn key
switch ON.
2. Turn ON the Control Power Switch (CPS) in the
Information Display Panel on the side of the control cabinet.
3. Measure voltage between the circuits listed below
and cabinet ground:
At A3PV (17FM458 panel, left side of control cabinet), measure +15VDC at terminal
G (circuit P15VDC04).
At A3PV, measure -15VDC at terminal E
(circuit N15VDC04).
4. Measure and verify the specified voltage to
ground at the following locations in the Electrical
Interface cabinet:
+15 volts at the 15PV wire on TB29. (From
TCI, supply to operator control pedals)
Checks with Key Switch OFF:

5. With key switch OFF, verify 25.0 volts to ground
minimum at the location shown in parenthesis on
the following circuits:
11 (Front wall, Electrical Interface Cabinet)
E3-8
6. Check and record circuit 11B1 voltage to ground.
9. Check Circuit 712 to ground.
3. Measure the following resistances at the Sensor

Power Supply located in the center of the electrical cabinet, above the terminal boards:
11S (TB30)
NOTE: The voltage should be 25.0 volts minimum. If

voltage is significantly low, check battery circuits. If
voltage is slightly low, install a battery charger.
+15 volts at the 15V wire on TB21.(From

TCI, power to cab gauges)
Approximately 11 volts at the 10V wire on
TB28.
11L (CB30)
If truck is equipped with Komatsu or MTU/DDC

16V4000 engine, measure the following:
11A (TB30)
+15 volts at the 15VL wire on TB32.
11SL (TB28)
Approximately 14.8 volts at the 15SIM wire

on TB32.

3/01 E03015
5. Measure voltage between circuit 72E (TB24) (+)

and circuit 72R (TB24) (-) in the Electrical Interface Cabinet.
Voltage should be 5.0 volts.
6. If truck is equipped with Komatsu engine, install a
jumper from 22F0 @ TB32 to ground.
Voltage should change to 7.0 volts.
7. Remove jumper to 22F0.
8. Verify the display on the DID panel is lit.
12. Connect a VOM across the screws securing the

green plate on the edge of the 17FB144 card in
the TCI panel. Connect the positive lead to the top
screw and the negative lead to the bottom screw
Verify approximately 3.5 volts.
Note: If battery voltage is low in step 12 or 13, refer to
Memory Backup Battery Replacement instructions
on the following page.
TCI Card Checks:
13. Turn OFF the Control Power Switch (CPS).
14. Plug in the 17FB144, 17FB160, and 17FB104
cards.
Sensor Power Supply (SPS):

NOTE: Check only if experiencing problems with the
Fiber Optic Card, the LEMs, or the Capacitor
Monitor Panel.
9. Measure and verify the specified voltages below:
Input Voltage
15. While observing the FATL LEDs at the bottom of

the 17FB144 card by the card extractor, turn ON
the Control Power Switch and notice that both
LEDs will turn on briefly then turn off.
16. If either LED stays lit with the Control Power on, it
indicates that a TCI card is defective or the 5 volt
supply is not present.
Voltage should be between +20 and +32

volts with voltmeter positive (+) lead on
IN+ (SP24V03) and negative lead (-) on
IN- (RTN59).
Positive Output Voltage
Voltage should be between +22.8 and +25.2
volts with voltmeter positive (+) lead on V+
(P24VDC19) and negative lead on VR+
(RTN58).
Negative Output Voltage
Voltage should be between -22.8 and -25.2
volts with voltmeter positive (+) lead on V-
(N24VDC19) and negative lead on VR-
(RTN60).
Be certain control power is turned OFF before

removing or installing cards in the following procedure.
17. Turn CPS OFF and pull each TCI card individually
to determine which card may be causing the LED
to stay lit.
CPU Battery Checks:

10. Turn OFF the Control Power Switch (CPS) for this
test.
11. Connect a VOM across the screws securing the
green plate on the edge of the 17FB147 card in
the PSC panel. Connect the positive lead to the
top screw (2, Figure 3-3) and the negative lead to
the bottom screw (4).
Verify approximately 3.5 volts.
E03015 3/01

E3-9
MEMORY BACKUP BATTERY REPLACEMENT
TCI PROGRAMMING
The replaceable memory backup battery on the

17FB144 or 17FB147 card will require replacement if
voltage is low when performing CPU Battery Checks
test or if during truck operation an event code appears
on the DID display as follows:
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the TCI.
17FB147: Event Number 095 (BBRAM Battery

Low)
17FB144: Event Number 633 (BBRAM Battery
Failure)
To replace the battery on either card:
1. With control power OFF, remove the appropriate
card and locate the green plate with the battery,
near the card edge. (See Figure 3-3.)
2. Have a replacement battery (Komatsu Part Number GE0455) available for immediate installation.
To prevent data loss, the new battery must be
installed within 5 minutes of removal of the old
battery.
3. Remove the 2 screws (2 & 4, Figure 3-3) retaining
the battery assembly (3) to the mounting bocks.
(Note arrow direction (polarity) on green plate
before removal.)
4. Remove old battery and install new battery positioned for proper polarity. Reinstall screws.
5. Reinstall card in appropriate panel slot.
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLOWING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate

from engine starter if equipped with MTU 396
engine. If MTU/DDC 16V4000 or Komatsu engine
is installed, disconnect and insulate 21B circuits
at starter solenoids. Apply park brake and brake
lock.
a. Connect the serial communication cable from
the PTU to the TCI port located behind the
center console in the cab on the passenger
side.
b. Be certain the Rest Switch in the cab is in the
REST position.
2. Turn the key switch ON.
To program the 17FB144 CPU card:

c:\>ACNMENU {enter}
Highlight DOWNLOAD TCI PANEL" {enter}
Highlight SELECT TCI SETUP {enter}
Cursor to the appropriate configuration file for the
truck being programmed from the list of configuration files {enter}
Highlight- DOWNLOAD TCI PANEL {enter}
Highlight- DOWNLOAD TCI {enter}
3. Cycle keyswitch or CPS when requested on

screen.
4. Verify the Object Code and Configuration file
shown on the screen for downloading is correct.
FIGURE 3-3. BATTERY LOCATION

(PSC Panel Shown)
1. FB147 CPU Card
2. Positive (+) Screw
3. Battery Assy.
E3-10
4. Negative (-) Screw

5. FL320 Panel Enclosure

3/01 E03015
PSC PROGRAMMING
INVERTER PROGRAMMING
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the PSC.
NOTE: At the present time, GE or KMS PERSONNEL must be present to program the PSC.
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLOWING PROCEDURES.
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED AND ENGINE IS NOT RUNNING BEFO R E P E RFO R MI NG TH E FO LLOW ING
PROCEDURES.
1. Disconnect Circuits 21SS and 21SR and insulate

is installed, disconnect and insulate circuit 21B at
the starter solenoids. Apply park brake and brake
lock.
a. Connect the serial communication cable from
the PTU to the PSC port located behind the
center console in the cab on the operators
side.
b. Be certain the Rest Switch in the cab is in the
REST position.
2. Turn the Key Switch ON.
1. Open the right door on the Electrical Control

Cabinet and connect the serial communication
cable from the PTU to one of the two ports located
to the right of the PSC Panel. (RS11 is used for
the inverter card in slot No. 09, RS12 is used for
the inverter card in slot No. 11.)
To program the Inverters:

c:\>ACNMENU {enter}
Highlight DOWNLOAD INVERTERS {enter}
Highlight either DOWNLOAD TMC (17FB172)
or DOWNLOAD IMC (17FB138), depending on
which cards are installed in slots No. 09 and 11.
{enter}.

c:\>ACNMENU {enter}
Highlight DOWNLOAD PSC PANEL {enter}

screen.
Highlight SELECT PSC SETUP

Cursor to the appropriate configuration file for the
truck being programmed from the list of configuration files {enter}
3. Verify the file shown on the screen for downloading is correct.
Highlight DOWNLOAD PSC PANEL

Highlight DOWNLOAD PSC

screen.
shown on the screen for downloading is correct.
E03015 3/01

E3-11
View/Set the Date and Time in the PSC panel:
TCI CHECKOUT
Cursor to Special Tasks {enter}

Cursor to View/Set Time {enter}
BE SURE TO VERIFY LINK VOLTAGE IS DISCHARGED BEFORE PERFORMING THE FOLLWING PROCEDURES.
1. Disconnect Circuits 21SS and 21SR, and insulate
is installed, disconnect and insulate 21B circuits
at starter solenoids. Apply park brake and brake
lock.
Log on to the TCI panel:
Cursor to Day of Month

Type day of month {enter}
Arrow to desired month {enter}
Cursor to year - type year {enter}
Cursor to hour - type hour {enter}
Cursor to minute - type minute {enter}
Move cursor to (reset clock) {enter}
Cursor to exit {enter}
Check Comm Status:
On the TCI PTU:
2. Connect the serial communication cable from the

PTU to the TCI port located behind the center
console in the cab on the passenger seat side.
Turn control power ON.
c:\>ACNMENU {enter}
Highlight- PTU TCI & PSC {enter}
Type technicians (your) name {enter}
Type your password {enter}
Move the cursor to Normal Operation {enter}

Cursor to TCI Real Time Data {enter}
Verify PTU display indicates:
COMMLINK=OK
{escape}{escape}
On the PSC PTU:
Set the Date and Time in the TCI panel:
Move the cursor to Normal Operation {enter}

Cursor to PSC Real Time Data {enter}
Cursor to Special Tasks {enter}

Cursor to Set Date & Time {enter}
Verify PTU display indicates:

COMMLINK=OK
Cursor to Day of Month

Type day of month {enter}
{escape} {escape}
Check Modular Mining Communication Port:
Cursor to month {enter}

Arrow to desired month {enter}
Cursor to year - type year {enter}
Cursor to hour - type hour {enter}
Cursor to minute - type minute {enter}
Move cursor to (reset clock) {enter}
4. Connect the serial communication cable from a

PTU to the port near the DID panel in the cab
behind passenger seat.
c:\>ACNMENU {enter}
Highlight - PTU TCI & PSC {enter}
Type your name {enter}
Cursor to Normal Operation {enter}
Log on to the PSC panel:

3. Connect the serial communication cable from
another PTU to the PSC port, behind the center
console in the cab on the driver side.
c:\>ACNMENU {enter}
Highlight - PTU TCI & PSC {enter}
Verify the PTU is communicating on this screen by

observing a blinking cursor on the screen.
{escape} {escape}

E3-12

3/01 E03015
TCI Analog Input Checks:

On the TCI PTU:
Move cursor to Normal Operation {enter}
1. Verify analog values and functions highlighted on the PTU are similar to the examples below:
Note: Actual values shown

in illustrations will vary from
those displayed on truck
being serviced:
2. Press {enter} to display TCI SERIAL LINK DATA screen shown below:
3. Press {enter} to display TCI ANALOG INPUT CHANNELS screen below:
E03015 3/01

E3-13
TCI Digital Output Tests:

Note: The lamp test switch on the Overhead Display
will not activate the G.E. propulsion system lamps
when the PTU is in the Manual Digital Output Test
mode.
1. Apply the park brake switch and place the Rest
switch in the OFF position.
2. On the TCI COMMUNICATION MENU, place
cursor on Engine Stopped Tasks and press
{enter}.
3. Place cursor on Manual Test Screen. Press
{enter}.
4. For Table II steps 1 through 17, turn on each
discrete output by highlighting it then pressing
{enter}. After the output is verified, press {enter}
to turn it off. Refer to Figure 3-4 for lamp location
and color.
Before performing step 18 (Table II), verify circuits

21SS and 21SR (MTU 396 engine) are removed
from the starters or 21 B (MTU/DDC 16V4000 or
Komatsu engine) are removed from starter solenoids and the parking brake is applied.
5. For Table II, step 18, change PTU from Engine
Stopped Tasks screen to Real Time Data
screen:
{escape} {escape}
cursor to Normal Operation {enter}
cursor to TCI Real Time Data screen {enter}
a. Place selector switch in NEUTRAL and apply
park brake.
TABLE II: TCI DIGITAL OUTPUT TESTS

STEP
DO NAME
1
2
3
4
5
6
7
8
9
10
RESTLT
PSCNOTRDY
REDUCELT
LINKONLT
TEMPWARNLT
NORETARDLT
NOPROPELLT
PSCWARNLT
RTRDCONTLT
HYDBHOTLT
11
PKBRKON
12
13
RETARDLT
RETARDXLT
14
BATSEPC
15
16
17
SPEED1
SPEED2
REVERSELT
DESCRIPTION
Rest Light
Propel System Not Ready Light
Reduced Propulsion Level Light
Link ON light, DID Panel (Behind Operators Seat)
Propulsion System Temperature Warning Light
No Retard, No Propel Light
No Propel Light
PSC Warning Light
Reduced Retarding Light
Hydraulic Brake Fluid Hot Light
Verify park brake switch is applied:
Measure Circuit 52CS @ TB26 to ground: Verify 0.0 volts
Press {enter} to turn PKBRKON on:
Verify approx. 24 volts
Retard Light (on overhead display)
Retard light (on top of cab and rear of truck)
Battery Separate Relay
Measure Circuit 21BSR @ TB28 to ground
With BATSEPC highlighted, press {enter}: verify 0.0 VDC
not used
not used
Activates backup horn and backup lights
LOCATION
(FIG. 3-4)
B6
C6
D6
C5
A5
A6
B5
D6
D5
A3
D3
B4
Refer to TCI Digital Output Test procedure step 5. before performing the following test:
18
E3-14
ENGCRANK
Engine Crank Signal

3/01 E03015
b. Turn key switch to START position.

Trucks without prelube system:
Measure 24V DC to ground on Circuit 21A
(TB25) and also 21B (TB31) to ground.
Trucks with prelube system:
Measure 24V DC to ground on Circuit 21A
@ TB25 and also 21PT @ TB28 to ground,
after the prelube system has reached
proper oil pressure. (Note: Engine oil level
must be correct.)
Verify digital input ENGSTRTREQ and digital outputs ENGCRANK, ENGCRNKX, and
BATSEPC are highlighted when 21A (&
21PT) and 21B are 24V DC.
6. Return key switch to ON position.
FIGURE 3-4. STATUS/WARNING LIGHTS
7. Move selector switch to FORWARD.

8. Turn key switch to START.
Row /
Circuit 21A should remain 0V DC.

9. Release key switch.
10. Place selector switch in NEUTRAL.
11. Place park brake switch in the OFF position.
12. Turn key switch to START position.
Circuit 21A should remain 0VDC.
13. Release the key switch.
14. Apply parking brake.
AUX ERROR CODE Check:

1. With the PTU still on the TCI Real Time Data
screen, check the AUX_ERROR_CODE at the
upper right of the screen:
Value should be blank or (001)
Note: Value will be (-01) if the TCI is not communicating with the aux inverter.
E03015 3/01
Column
Indicator Description
Indicator Color
A1*
B1*
C1
D1
E1
A2*
B2*
C2*
D2*
E2*
A3*
B3*
C3*
D3*
E3
A4*
B4*
C4*
D4*
E4*
A5
B5
C5
D5
Spare
Low Steering Pressure
Red
Low Accumulator Precharge
Red
Spare
Low Brake Pressure
Red
Low Hydraulic Tank Level
Red
Autolube Low Pressure
Amber
Circuit Breaker Tripped
Amber
Hydraulic Oil Filter Restricted
Amber
Low Fuel
Amber
Park Brake Applied
Amber
Service Brake Applied
Amber
Body Up
Amber
Dynamic Retarding Applied
Amber
STOP ENGINE
Red
Spare
Manual Back-Up Lights
Amber
5 Min. Shutdown Timer
Amber
Amber
CHECK ENGINE
Amber
No Propel/Retard
Red
Propulsion System Caution
Amber
Propulsion Sys. Temp. Caution
Amber
High Brake/Hydraulic Oil Temp.
Red
STOP ENGINE (Komatsu engine
E5*
Red
only)
A6
No Propel
Red
B6
Propulsion System at Rest
Amber
C6
Propulsion System Not Ready
Amber
D6
Propel System at Reduced Level
Amber
E6
Retard System at Reduced Level
Amber
NOTE: On later model trucks, lamps indicated * can be dimmed
using dimmer control on Overhead Display Panel

E3-15
TCI Digital Input Tests:

1. Verify park brake switch is on. Turn REST switch
OFF (down).
2. On the TCI COMMUNICATION MENU, select
Engine Stopped Tasks and press {enter}.
cursor to Manual Test Screen
3. Activate each truck function listed in Table III for
Table checkout steps 1 through 16.
Verify the inputs are highlighted on the PTU
screen when activated.
When performing step 1 in Table III, and if
truck is equipped with warning/caution light
dimmer, adjust the dimmer control and verify intensity of lamps indicated by * in Figure
3-4 can be varied. (Remaining lamps will remain at full intensity regardless of dimmer
control position.)
NOTE: In some steps it may be necessary to jumper
a circuit to activate the function. Refer to Table III below
for instructions.
4. Turn OFF and ON all circuit breakers on relay

boards RB1, RB2, RB3, RB4, and RB5 in the
Electrical Interface Cabinet.
Verify the Circuit Breaker Tripped lamp on
the overhead display illuminates when each
circuit breaker is turned off, except as noted
below.
Note: To check CB19 on relay board #3, selector
switch must be in REVERSE position. CB20 will not
activate Circuit Breaker Tripped lamp when turned off.
5. Turn OFF circuit breakers on RB2.
Verify the Circuit Breaker Tripped lamp on
the overhead display illuminates.
6. Check steps 17 and 18 in Table below.
7. Remove jumpers and turn circuit breakers on RB2
ON.
8. Press {escape} {escape}
DID Display:
1. Observe the DID display.
The cursor to the right of the event code
should appear to spin.
E3-16

3/01 E03015
STEP
DO NAME
LAMPTEST
ENGCAUTION
ENGWARN
4
5
6
7
8
9
10
11
RESET
RESTSW
REVREQ
FORREQ
ENGKILL
DATASTORE
BODYDWN
PRKBRKSW
12
PRKBRKFDBK
13
14
15
16
ENGSTRTREQ
RSC
OVERPAYLD
CONTROLON
TABLE III: TCI DIGITAL INPUT TESTS

DESCRIPTION
Lamp Test Switch (Overhead Display - all lamps except last two rows should illuminate)
Check Engine Caution Lamp (Jumper circuit 419M @ TB30 to ground to illuminate overhead lamp)
(Note: If equipped with Komatsu engine, ENGCAUTION will not be highlighted on PTU.)
Stop Engine Warning Lamp (Jumper circuit 509 @ TB30 to ground to illuminate overhead lamp)
If equipped with Komatsu engine, jumper 528A @ TB32 to ground to illuminate 2nd indicator lamp.)
Clear/delete pushbutton switch on Console
Rest Switch (Place switch in RESTposition to activate)
Selector Switch in REVERSE position
Selector Switch in FORWARD position
Engine Shutdown Switch (Depress switch on console)
Data Store Switch (on front of console - push to activate)
Body Up Switch (Activated when body is down)
Park Brake Switch (Highlighted with switch ON)
Park Brake Feedback Signal (Highlighted - Jumper circuit 73S on Park Brake Pressure switch, on
brake manifold in brake cabinet to ground to remove highlight.)
Engine Start Request (Refer to Digital Input for check procedure)
Retard Speed Control Switch (on console - pull up to highlight)
Truck Overloaded (Jumper circuit 72IP@TB29 to circuit 712 @ TB32)
Control Power ON (Do not check)
Refer to procedure step 3. before performing the following checks (RB2 circuit breakers must be OFF):
17
18
MIDPAYLD
FULLPAYLD
E03015 3/01
Truck at 70% Payload (Jumper 73MS @TB25 to ground.)

Truck Fully Loaded (Jumper 73LS @TB25 to ground.)

E3-17
PSC Checkout Procedure

PSC Digital Output Tests:
1. Turn OFF the Control Power Switch.
2. Place the Rest Switch In the cab in the OFF
position. Turn Park Brake switch ON.
3. Disconnect the round connector at the top of each
Phase Module and Chopper Module.
PTU to the PSC port, behind the center console
on the drivers side.
5. Turn ON the Control Power Switch.
6. Type the following on the PTU keyboard:
7. Highlight the devices listed in steps 1 through 11

in the Table below on the digital output section on
this screen and then press {enter}. Press {enter}
again to turn off
8. For step 14 (GD1E) in Table IV below, use an AC
voltmeter set on 750V AC scale to check for 90
to 100 volts AC between the pins on each round
connector removed in step 3 (cable side) to Inverter 1, (top row).
9. Use the AC voltmeter to check for 90 to 100 volts
AC between the pins on the round connector on
the top of Chopper Module One (CM1 G-X) removed in step 3.
Press {escape} {escape}
10. Turn OFF the Control Power Switch
c:\>ACNMENU {enter}
Highlight PTU TCI and PSC {enter}
11. Reconnect the round connectors to Inverter 1.

12. Reconnect the round connector to Chopper Module 1.
Cursor to Engine Stopped Tasks {enter}

Cursor to Manual Test Mode {enter}
TABLE IV: PSC DIGITAL OUTPUT TEST
STEP
DO NAME
DESCRIPTION
DEVICE CHECKOUT
Verify the GF contactor picks up and GFFB is highlighted on the PTU

(NOTE: The GF Cutout Switch must be in the NORMAL (up) position to
check).
2
GFR
GFR Contactor
Verify the GFR relay picks up and GFRFB is highlighted.
3
RP1
RP1 Contactor
Verify RP1 picks up and RP1FB is highlighted.
4
RP2
RP2 Contactor
5
RP3
RP3 Contactor
With CPRL highlighted turn off CPS and verify that control power is not
6
CPRL
Control Power Relay
lost. Turn CPS back on.
With AFSE highlighted verify 24 volts to ground on the +25 terminal on
7
AFSE
Alternator Field Static Exciter
the AFSE terminal board.
Verify the second LED from the top (labelled Control System OK), located
8
SYSRUN
Control System OK LED
on Information Display Panel on the side of the control cabinet is ON.
Verify the fourth LED from the top (labelled Test Mode), located on the
9
TEST
Test Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the fifth LED from the top (labelled Rest Mode), located on the
10
REST
Rest Mode LED
Information Display Panel on the side of the control cabinet is ON.
Verify the third LED from the top (labelled System Fault), located on the
11
SYSFLT
System Fault LED
side of the control cabinet is on.
For steps 12 & 13, jumper a 20K ohm resistor across circuits 72FD (TB23) to 712 (TB32) and a 20K ohm resistor across circuits 79RD
(TB23) to 712 (TB32). Remove resistors after steps 12 and 13 are completed.
12
FORT
Forward Travel Direction
Verify circuit 72FD changes from 24VDC to 0VDC when FORT is activated
13
REVT
Reverse Travel Direction
Verify circuit 79RD changes from 24VDC to 0VDC when REVT is activated
Gate Drive Power, Inverter 1 Enable
14
GD1E
Refer to steps 8 through 15 in digital output test procedure.
Signal
Gate Drive Power, Inverter 2 Enable
15
GD2E
Refer to steps 16 through 24 in digital output test procedure.
Signal
16
CMCTL
Chopper Module Control
Do not check.
17
AUXRESET
AUX Inverter Reset
Do not check.
1
E3-18
GF
GF Contactor

3/01 E03015
13. Turn ON the Control Power Switch
21. Turn ON the Control Power Switch


Highlight GD1E on the digital output section and

press {enter}.
Highlight GD2E on the digital output section and

press {enter}.
When performing the following procedures, never

look directly into the fiber optic light. Eye damage
could result.
When performing the following procedures, never

look directly into the fiber optic light. Eye damage
could result.
14. Carefully remove the grey plug on the top of each

Phase Module for Inverter 1.
Without looking directly into the plug on
each Phase Module, verify that a red light is
present.
15. Carefully remove the grey plug on the top of
Chopper Module 1.
Chopper Module One, verify that a red light
is present.
16. For step 15 (GD2E) in the PSC Digital Output Test
Table, use an AC voltmeter to check for 90 to 100
volts AC between the pins on each round connector removed in step 3 (cable side) to Inverter 2
(bottom row).
22. Carefully remove the grey plug on the top of each

Phase Module for Inverter 2.
each Phase Module, verify that a red light is
present.
23. Carefully remove the grey plug on the top of
Chopper Module 2.
Chopper Module 2, verify that a red light is
present.
24. Reconnect plug on each Phase Module 2 for
inverter 2 and Chopper Module 2.
17. Use an AC voltmeter to check for 90 to 100 volts

AC between the pins on the round connector on
the top of Chopper Module 2 (CM2 G-X) removed
in step 3.
Press {escape} {escape}
18. Turn OFF the Control Power Switch
19. Reconnect the round connectors to Inverter 2.
20. Reconnect the round connector for Chopper Module 2.
E03015 3/01

E3-19
3. Turn OFF the key switch in the cab.
PSC Digital Input Checks:

The following tests are made on the Manual Test
Screen as selected during PSC Digital Output Test
procedure.
1. With the key switch and the Control Power Switch
ON:
Verify the digital inputs in steps 1 through 5
in Table V below are highlighted.
2. Check digital inputs in Table steps 7 through 9
using the instructions in the Device Checkout
column.
Highlight CPRL on the digital output section of
the PTU screen and then press {enter}.
STEP
DI NAME
4. Turn ON the key switch.

5. Turn OFF the Control Power Switch.
KEYSW will stay highlighted, CPSFB will no
longer be highlighted.
6. Turn ON the Control Power Switch.
Press {enter} to turn off CPRL.
{escape} {escape}
7. Turn OFF Control Power Switch.
TABLE V: PSC DIGITAL INPUT TEST

DESCRIPTION
DEVICE CHECKOUT
1
2
3
4
5
KEYSW
CPSFB
CNFB
CNIFB
CNXFB
Key Switch
Control Power Switch Feedback
Panel Connectors Status
CNI and CNENG Connector Status
Auxiliary Blower Connector Status
INV1CO
Inverter 1 Cutout Switch Status
INV2CO
Inverter 2 Cutout Switch Status
8
9
BRKON1
BRKON2
Service Brake Apply Status

Service Brake Apply Status
E3-20
KEYSW and CPSFB will no longer be highlighted
With the Key Switch and Control Power Switch ON, digital inputs should
be highlighted.
Will be highlighted with Inverter #1 switch on the side of the control

Will be highlighted with Inverter #2 switch on the side of the control
Will be highlighted with wire 44R (TB26) jumpered to 712 (TB22) (Wires
do not have to be removed.)

3/01 E03015
6. With the PTU connected to the PSC, enter the

following:
17FM458 Panel Checks:

A3PV Panel
1. Remove the wires from panel terminals A and C.
2. With the Control Power Switch ON, measure
voltage between terminals D and F:
Verify 0.0 30 Millivolts.
3. Connect a jumper wire from the BATFU fuse
located on the bottom left wall in the left compartment to terminal A on A3PV.
4. Connect a jumper wire from a cabinet ground to
terminal C on A3PV.
c:\>ACNMENU {enter}
Highlight PTU TCI & PSC {enter}
Verify LINKV is equal to battery volts
7. Remove the jumper wires. Reconnect the wires
to terminals A and C.
5. Measured voltage between terminals D and F.

Verify panel output is 0.12 volts (battery
volts divided by 200)
6. Connect a serial communication cable from the
PTU to the PSC.
7. On the PSC PTU, enter the following:
c:\>ACNMENU {enter}
Cursor to PSC Real Time Data Screen {enter}
Verify A3PV is approximately 1.17 X battery
volts
Thermistor Checks:
1. With the PTU connected to the PSC:
Verify AUXPCT is showing ambient temperature
Verify AUXIT is showing ambient temperature
Verify AFSET is showing ambient temperature
17FM384 Panel Check:

1. With the PTU connected to the PSC;
8. Remove the jumper wires.

9. Reconnect the wires to terminals A and C.
Cursor to Normal Operation {enter}.

2. Carefully remove the FAILDIOD wire from terminal D on the 17FM384 panel.
LINKV Panel
Verify FDIODE is highlighted on PTU screen
1. Remove the wires from panel terminals A and C.
3. Reconnect wire to terminal D.
2. With the Control Power Switch ON, measure

voltage between terminals D and F:
Verify 0.0 30 Millivolts.
3. Connect a jumper wire from the BATFU fuse
located on the bottom left wall in the left compartment to terminal A on LINKV.
4. Connect a jumper wire from a cabinet ground to
terminal C on LINKV.
5. Measure voltage between terminals D and F.
Verify panel output is 0.12 volts (battery
volts divided by 200)
E03015 3/01

E3-21
Pedal Percentages and Meter Calibration

The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the
hydraulic brake temperature and propel system temperature gauges and the speedometer for the software. If any of the above components require
replacement during truck servicing or troubleshooting
procedures, the new or rebuilt component must be
recalibrated using the applicable procedure before the
truck is returned to service.

PTU to the PSC port, behind the center console
on the drivers side.
Meter Calibration Procedure

PTU to the TCI port, behind the center console,
on the passenger side.
2. Turn ON the Key Switch and the Control Power
Switch.
3. On the PTU, enter the following:
c:\>ACNMENU {enter}
4. Turn park brake switch ON and turn Rest switch
OFF.
2. Turn keyswitch and Control power Switch ON.

3. Enter the following on the PTU:
c:\>ACNMENU {enter}
C: Hydraulic Brake Fluid Temperature Meter:

Cursor to Temporary Meter Calibration. {enter}
Cursor to the box to the right of Type a Test Hydraulic brake Fluid Temperature {enter}
Type in: 120 {enter}

Cursor to View/Set PSC Analog Outputs {enter}
A: Retard Pedal:
Cursor to the box in the # column on channel
one {enter}
1. Parameter name will be rpinhi_ail5.
Record the parameter value with the retard
pedal fully released. (typical value; 1.50
volts).
Record the parameter value with the retard
pedal fully depressed. (typical value; 9.50
volts).
B: Retard Lever:
Cursor to the box in the # column on channel
two {enter}
1. Parameter name will be retlever_ail4.
Record the parameter value with the lever
up (typical value; 0.0 volts).
5. Hydraulic Brake Fluid Temperature meter should

move to a position near the line separating green
and red.
Move the cursor to the Increment\Decrement
boxes and press {enter} to position the meter
pointer on the line between the green and red
sections.
6. When at the desired meter position, record the
value shown in the Gauge Scale box.
D: Propulsion System Temperature Meter:
Cursor to the box to the right of Type a Test Propulsion System Temperature {enter}
Type in: 60 {enter}
7. Propulsion System Temperature meter should
move to a position near the line separating green
and yellow.
Move the cursor to the Increment\Decrement
boxes and press {enter} to position the meter
pointer between the green and yellow sections.
8. When at the desired meter position, record the
value that is in the Gauge Scale box.
Record the parameter value with the lever

down (typical value; 8.75 volts).
E3-22

3/01 E03015
E: Truck Speed:
12. Record the following information from the screen:
Arrow to mph box {enter}

Type in: 25 {enter}
F: Accelerator pedal:
9. Adjust speedometer internal adjustment pot to

obtain 25 mph (or 40 km/h).
Type in: 40
10. Verify speedometer in cab reads 40 mph (or 64
km/h).
Record the accel pedal voltage with pedal

released (typical value; 1.61)
Record the accel pedal voltage with pedal
fully depressed (typical value; 8.53)
G: Retard Speed Pot Setting:
13. Pull the retard speed control button UP.
11. Press {escape} to return to Engine Stopped Menu

screen.
Record value of RSC POT with knob fully

counterclockwise (typical value; 10.75)
Cursor to Exit {enter}

On the TCI Communication Menu, cursor to Normal Operation {enter}
Record value of RSC POT with knob fully

clockwise (typical value; 0.01)

With TCI Real Time Data screen displayed,
press {enter} to go to TCI Serial Link Data screen
Press {enter} to go to TCI Analog Input Channels
screen
E03015 3/01
H: Pot Reference:
Record value of POTREF (typical value;
10.86)
14. Press {escape} to return to TCI Normal Operation
Menu.
Cursor to Exit {enter}
On TCI Communication Menu, cursor to Exit {enter} {enter} to return to Main Menu.

E3-23
Reprogram With Serial Numbers and Pedal Percentages:

On the Main Menu, highlight AC TRUCK
SETUP (CFG) {enter}
Cursor to Mine Configuration {enter}
Cursor to: 0) Select a truck config, currently using file: {enter}
Cursor to desired configuration file {enter}
Cursor to: 2) Change/View Serial and Model
Numbers {enter}
Type serial and model numbers
Cursor to Go to Next Truck Serial and Model
Number Screen {enter}
Type serial and model numbers
Cursor to: 5) Change/View Truck Specifics {enter}

Type accelerator pedal, retard pedal and retard
lever percentages (see instructions and example
in Figure 3-5), for the OFF and fully applied positions.
Type meter scale values, and stat quarter start
month.
Cursor to Truck Identification Number and type
assigned mine truck number {enter}
Cursor to Leave Truck Specifics Screen {enter}
Cursor to S) Save a truck configuration, filename: {enter}
Type the configuration filename {enter}
Cursor to Q) Quit {enter}
Type Y
Cursor to: 4) View GE Product Service Screen

{enter}
Type data
Cursor to Leave GE Product Service Screen
{enter}
Use the following formulas to determine accelerator pedal, retard pedal, and retard lever percentages
to input on the Change/View Truck Specifics screen:
accel pedal value, from step F
100 = value For Truck Specifics screen
pot reference, from step H
retard pedal value, from step A
retard lever value, from step B
Example:
To determine accelerator pedal percentages using above formula:
1. Divide accelerator voltage with pedal released (1.61 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply
result by 100 to obtain percentage value to enter for percent accel pedal travel off request on Change/View Truck
Specifics screen.
2. Divide accelerator voltage with pedal applied (8.53 volts, step F) by Pot Reference Voltage (10.86 volts, step H). Multiply
result by 100 to obtain percentage value to enter for percent accel pedal travel full request on Change/View Truck
Specifics screen.
FIGURE 3-5. PEDAL PERCENTAGE CALCULATIONS
E3-24

3/01 E03015
I: Program TCI
K: Check Pedal Percentages
(PTU connected to TCI port)
On the PSC PTU - cursor to Normal Operation

{enter}
1. Place the REST switch in the OFF position and

turn keyswitch ON.
From the Main Menu, highlight DOWNLOAD
TCI PANEL {enter}
Highlight SELECT TCI SETUP {enter}
Cursor to configuration desired {enter}
Highlight DOWNLOAD TCI PANEL {enter}
Highlight DOWNLOAD TCI {enter}
screen.
shown on the screen for downloading are correct.

1. With the accelerator pedal released, verify the
following is displayed:
ACCEL_SEL = 0.00
2. With the accelerator pedal fully applied, verify the
ACCEL_SEL = 1.00
3. With the retard pedal released and retard lever
up, verify the following is displayed:
RETRD_SEL = 0.00
4. With the retard pedal fully applied, verify the
RETRD_SEL = 1.00
5. With the retard lever fully down, verify the following is displayed:
RETRD_SEL = 1.00
J: Program PSC
(PTU connected to PSC port)
1. Turn keyswitch ON.
From the Main Menu, highlight DOWNLOAD
PSC PANEL {enter}
Highlight SELECT PSC SETUP {enter}
Cursor to configuration desired {enter}
Highlight DOWNLOAD PSC PANEL {enter}
Highlight DOWNLOAD PSC {enter}
6. With Retard Speed Control knob pulled up and

the knob turned fully counterclockwise, verify the
RSCMPH = 5
7. With Retard Speed Control knob pulled up and
the knob turned fully clockwise, verify the following is displayed:
RSCMPH = 39 (see note below)
Note: In step 7, truck configurations 07E and 13E will
indicate 31 (instead of 39) for 38.1 gear ratio.

screen.
shown on the screen for downloading are correct.
E03015 3/01

E3-25
LOAD TESTING
1. Reconnect wires 21SR and 21SS (MTU 396
engine) to the starter or 21B (MTU/DDC 16V4000
or Komatsu engine) to the starter solenoids.
1. Connect a voltmeter across resistor R1 located in

the Contactor Box on the Electrical Cabinet.
a. Connect the positive lead to BAT
b. Connect the negative lead to F101.
2. Close the cabinet door.
2. Place both Inverter Cutout Switches on the side

of the control cabinet to the CUTOUT position
(down).
3. Turn Key Switch and Control Power Switch ON.
3. Place the Rest Switch in the REST position.
4. Connect one serial communication cable from the

PTU to the PSC port.
4. Make sure the wheels are chocked, and the park

brake switch is ON.
C:\>ACNMENU {enter}
5. Install locks on the three front doors of the electrical cabinet. Also secure the 3 top covers.

PRELOAD CHECKS
Alternator Speed Sensor Check:
1. Connect an AC voltmeter to circuits 74X (TB22)
and 74Z (TB22).
2. Place the GF Cutout Switch in the CUTOUT
position (down).
3. With Rest Switch in the REST position, start the
engine and operate at low idle.
Verify approximately 4 VAC on the meter.
Verify tach (in cab) reads approximately 700
RPM.
4. Shut down the engine. Remove voltmeter.

5. Verify the analog values and the functions highlighted on the PTU are similar to Figure 3-6.
6. Connect a second serial communication cable
from the PTU to the TCI port.
C:\>ACNMENU {enter}
7. Verify the analog values and the functions highlighted on the PTU are similar to Figure 3-7.
Battery Boost Check:
8. Start the engine.
THE BATTERY BOOST CHECK MUST BE PERFORMED EXACTLY AS DESCRIBED BELOW.

Failure to do so may result in serious injury.
The contactors in the cabinet with the R1
resistor may be energized with the engine
running. DANGEROUS VOLTAGES ARE
PRESENT INSIDE THE CABINET.
Engine must be OFF during setup preparation.
9. Place the GF Cutout Switch in the NORMAL

position (up).
10. While observing the voltmeter installed in step 1,
place the Rest Switch in the OFF position.
The voltmeter will momentarily show about
18 volts and then drop to zero
11. Place the Rest Switch in the ON position.
12. Place the GF Cutout Switch in the CUTOUT position.
13. Shut down the engine.
Rest switch in the cab must be in REST.
14. Verify ALL lights indicating link voltage are

OFF.
GF cutout switch must be in the CUTOUT

position, (down).
15. Remove the voltmeter and lock the cabinet door.
ALL Link Voltage lights must be OFF.
E3-26

3/01 E03015
FIGURE 3-6. PSC REAL TIME DATA SCREEN
FIGURE 3-7. TCI REAL TIME DATA SCREEN
E03015 3/01

E3-27
ADDITIONAL TRUCK CHECKS
Be certain Rest Switch is ON.

Place Inverter Cutout switches in the CUTOUT
(down) position.
1. Start engine and allow engine to warm up for
approximately 10 minutes.
Hoist & Steering Circuit Switch Checks:

2. On the inner side of the fuel tank, short Circuit 39
on hoist circuit hydraulic filters bypass indicator
switch, to ground.
The Hydraulic Oil Filter light in overhead
turns on.
3. At the steering circuit hydraulic filter, short circuit
39 on filter bypass indicator switch to ground.
The Hydraulic Oil Filter light in overhead
turns on.
4. On the fuel tank, short Circuit 38 at low fuel level
switch to ground.
The Low Fuel light indicator in the overhead
should light.
5. Short Circuit 51A at nitrogen precharge pressure
switches on top of steering accumulators to
ground.
The Low Accumulator Precharge indicator
light is activated. This light stays on even
when the short is removed.
6. Use engine shutdown switch on selector switch
console to shut down engine. Do not turn Key
Switch OFF.
The Accumulator Precharge light should remain on and brakes and steering pressure
remain charged.
4. Move the GF Cutout Switch to the NORMAL

position.
5. Move the Rest Switch to the OFF position.
6. Check the rotation of the Aux Blower.
Make sure it is rotating counterclockwise as
viewed from the driver side of the truck.
Verify the Link Voltage lights are ON.
Verify that the exhaust holes on the control
cabinet are free of debris and air is flowing
out of them.
7. Move the Rest Switch to the REST position.
Note the Link Energized lights turn off.
8. Shut down the engine.
9. Replace the Aux Blower cover.
Brake System Pressure Switch Checks:
2. Verify the following:
All indicator lights on overhead are OFF except System Rest, Propel System Not
Ready and Park Brake.
3. Individually check (other than the differential pressure switch in rear axle housing) the service brake
system switches on the truck. (This can be done
by shorting the circuit to ground, momentarily.
The circuits are active while being shorted.)
a. Front to rear brake differential Circuit 33Z, in the
front of operator cab. (There is a 5-second
delay timer in this circuit.)
b. Front differential brake Circuit 33Z in the brake
cabinet. (There is a 5-second delay timer on
this circuit.)
4. Put brake lock switch ON.
7. Turn key switch OFF.

Verify steering pressure bleeds down.
Aux Blower Rotation Check

If the blower has been replaced or cables removed and
reinstalled, verify correct blower rotation to insure correct hookup.
a. Short Circuit 33T to ground (brake lock degradation pressure switch located in brake cabinet). (There is a 5.0-second delay timer on this
circuit.)
b. Note that when the brake lock is applied, the
service brake lights on the truck are active and
the service brake light indicator on the overhead display illuminates.
1. Remove the inspection cover from the Aux Blower

on the grid side of the truck.
2. Verify Inverter Cutout Switches are in the CUTOUT position (down).
E3-28

3/01 E03015
5. Connect the PTU to the PSC communication port.

c:\>ACNMENU {enter}
Enter your name {enter}
Enter your password {enter}
6. On the PSC Real Time data screen:
Verify BRKR1 and BRKR2 are highlighted
when the wheel brake lock is applied.
7. Turn brake lock switch OFF.
8. In the brake cabinet, short Circuit 33 on the brake
pressure switch to ground.
The low brake pressure light on the overhead display and the low brake pressure
buzzer should be active.
9. On the left frame rail, short Circuit 33F at the
steering pressure switch on the bleeddown manifold to ground.
The low brake pressure, low steering pressure lights in the overhead should come on
and the low brake pressure buzzer should
be active.
Inverter Link Voltage Check:

1. On the PSC PTU:
Cursor to Normal Operations {enter}
Cursor to View/Set PSC Analog Outputs {enter}
Cursor to the box in the # column on channel 3
{enter}
Type in : 200 {enter}
(Parameter name will be INV1_LINK_VOLTS)
Cursor to the box in the # column on channel 4
{enter}
Type in : 235 {enter}
(Parameter name will be INV2_LINK_VOLTS)
2. With the engine running, move the GF Cutout
switch to the NORMAL position and the Rest
Switch to the OFF position.
Both Inverter link voltages (I1LV and I2LV)
at the bottom of the screen should be the approximately the same.
3. Place the Rest switch in the ON position.
4. Press {escape} {escape].
5. Shut down engine and remove equipment.
Final Checks:
1. Place the REST switch in the OFF position.
2. With the PTU still connected to the PSC port and
the PSC REAL TIME DATA screen displayed
and the engine running, compare the values displayed with the values shown on the sample
screen in Figure 3-8.
3. Verify AUXFB is about 1700 rpm and exhaust air
is flowing from the rear exhaust ports of the
control cabinet.
E03015 3/01

E3-29
On-Board Load Testing

4. On the PSC PTU:
Inspect and verify the front and side electrical
cabinet doors are closed and locked before performing the following tests.
Preparation:
1. Jumper fan clutch control circuit to lock fan in full
on condition.
a. If truck is equipped with DDEC engine, jumper
circuit 541M @ TB24 to ground.
b. If truck is equipped with Komatsu engine,
jumper circuit 22FO @ TB32 to ground.
Note: With release 17 software installed, load testing
can be activated through the DID panel if desired.
2. Connect a VOM from circuit 72E @ TB24 (+) to
circuit 72R @ TB24 (-). This is the 10 volt load
hand-shaking signal from the engine. (Value
should be 5.0 volts with just control power on.)
Refer to PVM Test at the end of this section for
additional information.
5. With the engine running, place the Rest Switch in

the OFF position.
6. Verify the analog values and the functions highlighted on the PTU are similar to the screen
shown in Figure 3-8.
7. Place the Rest Switch in the REST position.
8. On the TCI PTU:
Cursor to TCI Real Time data {enter}
9. With the engine running, place the Rest Switch in
the OFF position.
10. Verify the analog values and the functions highlighted on the PTU are similar to the screen shown
in Figure 3-9.
3. Turn brake lock ON.
FIGURE 3-8. PSC REAL TIME DATA SCREEN SAMPLE
E3-30

3/01 E03015
FIGURE 3-9. TCI REAL TIME DATA SCREEN SAMPLE

Initiate Loadbox Test:
1. To initiate the loadbox test, on the PSC PTU:
Cursor to SELF LOAD ENGINE TEST {enter}
Arrow to ENTER LDBX {enter}
2. CCU should momentarily display at the bottom

of the screen. (This is a self-test indication).
3. Put the Selector Switch in NEUTRAL and depress
the accelerator pedal. RPM must be above 1300
RPM to pick up RP1.
4. Compare the values on the Loadbox Screen to
the values shown in Figure 3-10.
FIGURE 3-10. SELF LOAD TEST SCREEN, RP1 PICKED UP
E03015 3/01

E3-31
NOTE: If the HP ADJ value is (-)400 it is an indication

that the zero to ten volt engine command is not getting
to the PSC (Circuit 72E and 72R). Refer to PVM
Optimum Load Curve Handshaking Troubleshooting
Test for additional troubleshooting information.
7. Compare values displayed on the Loadbox Test

Screen with the sample screen in Figure 3-11.
8. Fully depress the accelerator pedal to pickup all
three RP contactors.
9. Compare the values on the loadbox screen with
the values shown in the sample screen in Figure
3-12.
10. Record the Loadbox Screen on the PTU as follows:
In the following step, air exhausted from grid vents

can be very hot.
5. Without touching them, check for air flow from the

grid blowers as follows:
a. Increase engine RPM until two RP contactors
pickup.
1.) Hot air should be felt from one front section
of the grid.
b. Reduce RPM to idle and then increase RPM to
pickup two RP contactors.
1.) Hot air should be flowing from the other front
section of the grid.
6. Warmup engine with two RP contactors picked up
until the engine coolant temperature stabilizes.
a. While viewing the loadbox screen during full

load:
Press the {F2} key
Arrow down to record and press {enter}
Type a filename and press {enter}
11. Note the ENGLOAD value On the screen:
If the value is 5 volts during load testing,
loading is satisfactory.
If the value is below 5 volts, the electrical
system needs to remove horsepower loading. (This is an indication of a weak engine.)
If the value is above 5 volts, the electrical
system needs to load the engine more.
(This is an indication of a strong engine.)
FIGURE 3-11. SELF LOAD TEST SCREEN, RP1 & RP2/3 PICKED UP
E3-32

3/01 E03015
FIGURE 3-12. SELF LOAD TEST, RP1, 2 & 3 PICKED UP

12. The load box screen should be recorded and
values compared to values calculated to account
for parasitic losses at the elevation of the test site
and ambient temperature during testing as follows:
Manual Offset HP Output Adjustment

If necessary to troubleshoot HP problems, use the
following procedure:
13. With loadbox initiated, cursor to HP Offset {enter}
a. The output horsepower should be 2700 HP 5%

@ 1900 +10, -15 rpm.
Cursor to => 0 HP
Input a + or - offset but not greater than +300 {enter}
b. The requested rpm from GE must be 1910 rpm.
14. Perform load test again.
c. Refer to Figure 3-14 for parasitic losses curve.

1.) Read the parasitic losses from the graph
based on ambient temperature and altitude.
2.) Add the value on the graph to the delivered
HP to GE and compare that to the -5%
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP)
Return offset to 0.0 {enter}

cursor to HP Offset {enter}
Trucks with DDEC engine:
Trucks with Komatsu SSDA16V160 engine:

a. The output horsepower should be 2700 HP 5%
@ 1900 +10, -15 rpm.
b. The requested rpm from GE must be 1900 rpm.
c. Refer to Figure 3-13 for parasitic losses curve.
1.) Read the parasitic losses from the graph
based on ambient temperature and altitude.
2.) Add the value on the graph to the delivered
HP to GE and compare that to the -5%
value at the rpm rated tolerance. (i.e. 2612
HP plus value from graph = corrected HP)
E03015 3/01
cursor to LDBXINIT {enter}

15. Exit the loadbox test mode:
Cursor to LDBX INIT on the Loadbox Screen and
press {enter}.
16. Note engine temperature and pressure gauges for
normal values.
17. Place Rest Switch in the ON position.
18. Turn key switch OFF. Allow steering accumulators
to bleed down.
19. Record all data to create a truck record for future
comparison.

E3-33
FIGURE 3-13. TOTAL PARASITIC LOSS AT FULL POWER

Komatsu SSDA16V160 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 798 RPM
FIGURE 3-14. TOTAL PARASITIC LOSS AT FULL POWER

DDEC 4000 - 2700 GHP, ECS 8 Blade, 78" dia. 5.3" PW @ 836 RPM
E3-34

3/01 E03015
PVM OPTIMUM LOAD CURVE HANDSHAKING

TROUBLESHOOTING
Note: a value of below 0.5VDC or above 9.5VDC (on
circuit 72E to 72R) indicates a failure.
Trucks equipped with DDEC engine:
1. With the engine shut down, keyswitch ON and
control power ON, measure voltage between 72E
(+) and 72R (-) lead. Voltage should be 5.0VDC.
a. If the voltage is low or 0VDC, check voltage of
circuit 15VL @ TB32. (This supply is from the
GE drive system power supply card through
the GE/Auxiliary Control harness.)
b. Then check voltage of circuit 15SIM @ TB32.
Voltage should be approximately 14.5 VDC.
c. If voltage is 0VDC or considerably lower than
14.5 volts, check the 20 ohm resistor on DB1.
2. With the engine running and under load, with
keyswitch and control power switch ON, check
the voltage at 72E(+) to 72R (-).
Voltage should be 5.0 volts
a. If the voltage in step 2 is lower or higher than
5.0 volts, check using the DDR to see the
percent of load the engine is given to the PVM
module.
b. Multiply the percentage value in the previous
step by 10. This should equal the 72E to 72R
voltage reading. (i.e. 50% X 10 = 5.0 VDC)
Note: The DDR is updated every second and is not a
true real (electronic) time value. The GE system updates every 20msec.
A more accurate method of measuring the updated
value is to attach an oscilloscope to the circuit 908M
terminal point to ground and measure the time the
signal is positive divided by the total time of the signal
wave form and multiply it by a factor of 10. This should
equal the 72E to 72R circuit voltage.
This is a 50HZ signal.
Examples:
10ms/20ms = .50 X 10 = 5.0VDC
15ms/20ms = .75 X 10 = 7.5VDC
5ms/20ms = .25 X 10 = 2.5VDC
c. Verify circuit 72R is connected to ground.
Trucks equipped with Komatsu engine:

1. With the engine shut down, keyswitch ON and
control power ON, measure voltage between 72E
(+) and 72R (-) lead.
a. Jumper circuit 22FO to ground and verify voltage on 72E to 72R changes to 7.0VDC.
b. If the voltage is 0VDC, verify the connections to
the PVM are correct and circuit 439 and 11SL
connected to CN P382 positions 5 and 40 are
24VDC.
2. With the engine running and under load, with
keyswitch and control power switch ON, check
the voltage at 72E(+) to 72R (-).
Voltage should be 5.0 volts
a. Check the PVM diagnostic connector P381.
b. Verify the voltage between position A to B is 8
to 11VDC. (A reading of 0VDC indicates the
1939 transmission line line failed. Check 1939
wiring.)
c. Verify the voltage between position C to B is 8
to 11VDC. (A reading of 0VDC indicates the
PVM has failed only if the voltage from position
A to B is correct and the filtering circuit is
correct.)
Check filtering circuit resistors and capacitors
connected to P383 positions 12 and 20 and
P382 position 33 mounted on diode board
DB1.
3. If both step 1 and 2 are 0VDC, then circuit 439 or
11SL or both are incorrect.
Trucks with Either Engine:

If necessary, a variable voltage can be substituted for
the 72E/72R circuit voltage to determine if the problem
is caused by the engine or the GE drive system.
This voltage can be varied above and below 5VDC to
see if the GE drive system follows this signal, dropping
load when the signal is below 5VDC and increasing
load if the signal is above 5VDC.
If the GE drive system follows the signal and with
5VDC the system can produce full power, but cannot
function normally, troubleshoot engine boost or fuel
injection system.
d. If the signal 908M is correct and the supply

voltage (15SIM) to the PVM is correct, but
output is incorrect, replace the PVM module.
E03015 3/01

E3-35
MISCELLANEOUS COMPONENT REPAIR

9. If there IS voltage, reconnect the harness and
disconnect the GTO Gate lead on the G terminal.
BE CERTAIN TO ALLOW ADEQUATE TIME
FOR LINK VOLTAGE TO DRAIN DOWN before opening the electrical cabinet to perform the following checks or repairs.
Verify the Blower Control Panel (AXCAP)
LEDs (4, Figure 3-9) are OFF.
If any of the above warning lights remain
ON, a system failure may have occured.
Refer to Truck Shutdown Instructions
Shutdown After System Failure for procedures to follow before attempting repairs.
Troubleshooting Phase Modules and

Chopper Modules
1. To troubleshoot a phase module or chopper module, access the PSC Manual Test screen on the
PTU while connected to PSC panel, engine
stopped, and NOT in rest mode.
2. Move cursor to the appropriate GD1E or GD2E
signal in the digital output area and turn it ON.
(GD1E turns on all Inverter 1 phase modules and
chopper module 1. GD2E turns on all Inverter 2
phase modules and chopper module 2.)
10. If there IS red light visible with the gate lead

disconnected, the GTO is shorted and the entire
phase module or chopper module must be replaced.
11. If there IS NOT red light visible with the gate lead
disconnected, the GATE DRIVE MODULE is
faulty and should be replaced.
All the gate drive sections for phase modules and
chopper modules are alike and interchangeable.
The Red-covered and White-covered gate drive
modules are interchangeable where mounted by
the 6 capscrews to the cooling tubes of the phase
module or chopper module.
Phase Module Removal and Snubber

Resistor Replacement
To Remove the Phase Modules:
1. Open the battery disconnects to disconnect the
truck batteries.
3. Disconnect the GRAY fiber optic cable on the

phase module or chopper module being checked.
2. Short out the DC link by installing jumpers from

(+) to (-) next to the AFSE and then to ground.
4. There should be red light visible out of the GRAY

receptacle on the gate drive module.
3. Remove the front cabinet supports between the

doors.
5. If there IS red light, the phase module or chopper

module is OK.
4. Disconnect the fiber optic cables and the plug at

the top of each Phase Module. Tuck the removed
cables under the blue loom to protect the cables
when the modules are pulled out.
6. If red light IS NOT visible, disconnect the round

power supply harness from the gate drive module.
7. Check the AC voltage in the two pins in the
harness;
There should be 100 VAC square wave on the
harness. The actual reading on the VOM will
depend on the meter and how it is designed to
measure AC voltage. Most meters read less than
100 volts. Normally, there will either be proper
voltage on the harness or NO voltage at all on the
harness.
8. If there is NO voltage, troubleshoot the Gate Drive
Power Converter (GDPC) or the harness.
E3-36
5. With a 15/16" inch socket, remove the four mounting nuts on each Phase Module.
6. Cut the tyrap by the capacitor on top of each
Phase Module.
7. Partially pull out each Phase Module. Using a
7/16" inch socket, remove the snubber wire behind the top capacitor.
8. Remove each Phase Module which weighs 65
pounds (29.5 Kg). Mark each Module so that it will
be put back in the same location that it was
removed from.

3/01 E03015
To Remove the Snubber Resistors:

1. Disconnect the upper and lower L brackets to
the DC link with a 3/4" inch socket. Remove only
the outer four L brackets on the snubbers and
leave the brackets on the center two snubbers.
Note: The brackets on the two center snubbers must
remain in place to prevent the DC link from falling.
2. Remove the cables to the DIT located on the L

brackets.
3. Remove the snubber mounting bolts with a 3/4"
inch socket.
4. Remove the snubber assembly. The threaded rod
pulls out with the snubber assembly. To remove
the top left snubber assembly, loosen the bolts on
the bracket securing the left side of the link and
then push the link up to get the snubber assembly
out.
5. Remove the four screws holding the resistor to the
base. (These screws have been installed and
retained with Loctite, and will require extra force
to remove.)
6. Remove the rubber grommet along with the resistor cables.
7. Remove the resistor from the base and remove
and discard the gaskets.
7. Install the four mounting bolts for each snubber

resistor assembly. Tighten to 65 ft. lbs. (88 N.m)
torque.
8. When the outer snubber assemblies are installed,
reinstall the L brackets.
9. Following a similar procedure as explained above,
replace the resistors on the center top and bottom
snubber resistor assemblies.
Phase Module Installation
1. Return each Phase Module to its original location.
2. Apply two full twists on the snubber cables prior
to connecting it to the phase modules. Put a tyrap
at each twist.
3. Secure each snubber cable to the capacitor box
on top of each phase module with a tyrap.
4. Tighten the four 5/8"-11 Phase Module mounting
bolts to 111-124 ft. lbs. (150 - 168 N.m) torque.
5. Reconnect the fiber optic cables and the plug at
the top of each Phase Module.
6. Replace the front cabinet supports between the
doors.
7. Remove the ground jumpers from the DC link.
8. Close battery disconnect switches to reconnect
the truck batteries.
Snubber Resistor Installation

1. To pull the new resistor cables through the hole
in the base, spray the cables with ether or alcohol
near the new grommet so that it slides easier in
place. Do not RTV the new grommet.
2. Using RTV 6708, seal the corners of the resistor
where it contacts the snubber base to prevent air
leakage at the seams.
3. Install a flat washer over each mounting hole
between the base and the gasket.
4. Install new inner and outer gaskets. Using RTV
6708, seal the seam between the outer gasket
and the two inner gaskets.
5. Apply Loctite to the four mounting screws for the
snubber resistors and install the resistors on the
base.
6. Install the snubber assembly in the truck, making
sure the resistor wires are on top.
E03015 3/01

E3-37
AUXILIARY BLOWER CONTROL

SYSTEM TROUBLESHOOTING
Subcode 03:
Description: An overcurrent condition was detected
during operation.
1. Check Capacitor Bank and Controller connections.
The Auxiliary Capacitor Panel remains charged for

at least 15 minutes after engine shutdown. Be
certain LEDs D1 and D2 (4, Figure 3-9) are OFF
before working on Auxiliary Blower Control circuits. Short CP+ to CP-.
The following are recommended checks to be made to

the Auxiliary Blower Control System components and
circuits based on the detection of Event Code 636 and
the subcodes listed. Refer to Figure 3-9 for component
and terminal locations.
Subcode 00:
No fault condition - initial state upon applying power.
Subcode 01:
Description: A low DC bus voltage was detected
during power up sequence.
1. Check the 3-phase input connections and input
fuses F1 and F2.
3. If a problem was found and corrected in step 1 or
2, restart and check again.
4. If no problem was found in above steps, replace
the Controller.
Subcode 02:
2. Verify the inductor connections match-up (+ and

-) from the Auxiliary Inverter and to the Auxiliary
Capacitor bank (PH+ to IV+ and PH- to IV-).
2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary Inverter to the blower motor.
5. Using an ohmmeter, check for shorts between
blower motor cables and between blower motor
cables and chassis ground.
AM101, AM201 and AM301 wires and between
IV+ and IV-.
the Controller.
Subcode 05:
Description: A high DC bus voltage was detected
during operation.
2. Check DC Sense connection (connector J13 to
IV+ (red wire) and IV- (black wire)).
3. Attempt to restart and check operation.
4. If problem still exists, replace controller.

during power up sequence.
2, restart and check again.
the Controller.
E3-38
Subcode 06:
after the phase controller power up sequence.

3/01 E03015
Subcode 07:
Subcode 08:
Description: A low DC bus voltage was detected after

the phase controller power up sequence.
Description: A low DC bus voltage was detected

during operation.
1. Check the 3-phase input connections and fuses

F1 and F2.
2. If no problem was found in step 1, use an ohmmeter to check for short circuits between AM101,
AM201, and AM301 wires and between IV+ and
IV-.

3. If no problem was found in step 1 or 2, replace the

controller.
FIGURE 3-15. AUXILIARY BLOWER CONTROL COMPONENTS

1. Auxiliary Inductor (AXIND)
2. Snubber (AUX SNUB)
3. Auxiliary Inverter (Controller -AXINV)
4. Blower Control System Warning LEDs
5. Auxiliary Power Filter Capacitor Bank (AXCAP)
E03015 3/01
6. Capacitor Fuses
7. Propulsion System Controller (PSC)
8. Cover
9. Input Fuses (F1 & F2)
10. 3- Pin Connector

E3-39
Subcode 09:
Subcode 12:
Description: An overcurrent condition was detected

after the phase controller power up sequence.
Description: A sustained overload exists due to low

DC bus voltage.

F1 and F2.


2, restart and check operation again.
4. If problem still exists, disconnect AM101, AM201
and AM301 wires connecting the Auxiliary Inverter to the blower motor.
IV+ and IV-.
the Controller.
3. After performing checks in step 1 and 2, attempt

to restart.
4. If problem still exists, replace the controller.
Subcode 13:
Description: IGBT protection circuit detected an overcurrent condition.
1. Disconnect AM101, AM201 and AM301 wires
connecting the Auxiliary Inverter to the blower
motor.
IV+ and IV-.
Subcode 10:
Description: A sustained current overload exists that
is below component safe operating range.

the Controller.

Subcode 14:
2. Check the blower fan for blockage or damage.
Description: Zero input voltage detected.
3. If no problem was found in step 1 or 2, the blower

motor may be damaged.

F1 and F2.
2. If no problems were found in step 1, replace the
controller.
Subcode 11:
Description: An overcurrent condition exists due to a
low DC bus voltage.
F1 and F2.
3. After performing checks in step 1 and 2, attempt
to restart.
4. If problem still exists, replace the controller.
E3-40

3/01 E03015
Auxiliary Inverter (Controller)

Troubleshooting
7. Whenever it is determined that an Aux Inverter

input SCR has failed, both AC Input fuses must
be replaced and the old ones discarded.
8. Check pin and wire continuity between Aux controller CNX connector (7, Figure 3-12) and appropriate PSC & TCI connectors.

before working on Auxiliary Blower Control circuits.
The following items should be checked if an auxiliary
Inverter failure is suspected.
1. Observe the two LEDs on top of the Auxiliary
Power Filter Capacitor Bank (AXCAP); Both
LEDs should be ON (lit) when the Aux. Inverter
is running and OFF after the circuit has discharged.
2. Check for loose wires and check resistance between the terminals on the Aux Snubber panel.
Measurements from 1 to AF1, 2 to AF2, & 3 to
AF3 should all be 0 ohms. Measurements from
1 to either AF2 or AF3 and similarly from 2 & 3
should be 2 ohms.
9. Disconnect the blower motor cables from AM101,

201, & 301 (4) and megger the Aux Blower motor
and its wiring. Be sure to reconnect properly to
assure proper rotation direction.
10. Check the Gate Drive Power Supply AC input
fuses GDFU1 & 2 and replace if necessary.
11. Disconnect the main rectifier Filter Panel wires
T103, T203, & T303 at the rectifier bus bars.
Using an analog VOM on the ohms scale, measure between T103 & T203, between T203 & T303,
and between T303 & T103. A capacitance deflection should show on each measurement.
12. Disconnect the main rectifier from the circuits and
perform a standard diode check with a VOM and
back-bias each diode with a 1000 volt megger.
13. After all checks are made, and repairs completed
if required, reconnect all wiring to their proper
terminals and reinstall fuses.
3. Check continuity from PH+ to INV+ and from PHto INV-. These circuits connect the Aux Phase
Control, Aux Inductor, Aux Capacitors, & Aux
Inverter. The resistance should be 0 ohms for
these two measurements to verify continuity
through the Aux Inductor.
4. Check the fuses on the Aux Capacitor panel. (The
fuses must be removed from the circuit to check.)
5. Check for loose connections on all wires associated with the Aux Inverter circuits.
6. Check Aux Inverter Phase Control SCRs (see
Table below). Measure between AC input terminals 1, 2, & 3 and DC output terminals PH+ & PH-.
A reading of less than 100 ohms indicates a
shorted SCR. Good SCRs will measure more
than 100K ohms. Replace at least the connected
pair of SCRs if one is shorted (preferably replace
all 6 SCRs).
Measurement Points
AC Input 1
AC Input 2
AC Input 3
Term 1 PH+ Term 2 PH+ Term 3 PH+
Term 1 PH- Term 2 PH- Term 3 PH-
E03015 3/01

E3-41
Auxiliary Snubber Panel

Troubleshooting

1. After verifying capacitor charge warning LEDs (6,

Figure 3-12) are not lit, disconnect external wiring
from snubber panel terminals (3, Figure 3-10) to
isolate the panel from other system components
before making measurements.
2. Using an ohmmeter and capacitance meter, verify
Snubber Panel components by measuring resistance values between points shown in Table below. Refer to Figure 3-10 and 3-11 for test point
locations.
Measuring Point
FIGURE 3-16. AUXILIARY SNUBBER PANEL

1. Capacitor
2. Choke
3. Terminals
Specified Value
From
To
Minimum
Maximum
1
1
2
3
C1-2
3
C1-4
C2-4
C3-4
C2-4
C1-4
C3-4
C2-2
R1-1
C3-2
C1-2
C2-2
C3-2
23.75
23.75
23.75
0
0
0
0.10 F
0.10 F
0.10 F
26.25
26.25
26.25
0
0
0
0.17 F
0.17 F
0.17 F
3. After all measurements have been made and

repairs completed if needed, reconnect wiring
removed in step 1.
FIGURE 3-17. AUXILIARY SNUBBER SCHEMATIC
E3-42

3/01 E03015
IGBT Troubleshooting
7. After all circuits have been tested, reconnect all
cables to their proper terminals. Reconnect J1,
J2, J3, J4, J7 and J8.
8. Reinstall cover (2) and attach harness connector

at CNX receptacle.
1. After verifying capacitor charge warning LEDs (6,

Figure 3-12) are not lit, remove cable attached at
CNX connector (7).
2. Remove 6 screws retaining cover (2). Remove
cover.
3. Disconnect cables at AM101, AM201, and AM301
connection studs (4) and isolate from other circuits.
4. Disconnect wires at IV+ and IV- terminals (5).
5. Remove connectors J1, J2, J3, J4, J7 and J8.
Refer to Figure 3-12 for pin numbers when viewing face of harness end of connector.
6. Using an ohmmeter and the specifications in the
Table below, measure by probing the pins in the
harness connectors. All circuit test points listed in
the Table should show continuity.
Note: All #3 pins in connectors should show an open
circuit to all other test points.
All IGBTs should be free of cracks or leaks.
Connector
J1
J2
J3
J4
J7
J8
E03015 3/01
From Pin
1
2
1
2
1
2
To
IV+
AM101
AM101
IVIV+
AM201
Measurement
Continuity
Continuity
Continuity
Continuity
Continuity
Continuity
AM201
Continuity
IV-
Continuity
IV+
Continuity
FIGURE 3-18. IGBT CHECK TEST POINTS
AM301
Continuity
AM301
Continuity
IV-
Continuity
1. Auxiliary Inverter
5. IV+, IV- Terminals
(Controller)
6. Blower Control System
2. Cover
Warning LEDs
3. 3-Pin Connectors
7. CNX Connector
4. AM101, AM201, AM301
Connection Studs

E3-43
NOTES
E3-44

3/01 E03015
SECTION G
REAR AXLE, SPINDLES AND WHEELS
INDEX
TIRES AND RIMS . . . . . . .
FRONT TIRES AND RIMS .
Removal . . . . . . . .
Installation . . . . . .
REAR TIRES AND RIMS .
Removal . . . . . . . .
RIM . . . . . . . . . . . .
Tire Removal . . . . .
Tire Installation . . . .
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. G2
G2-2
G2-2
G2-3
G2-3
G2-3
G2-4
G2-6
G2-6
G2-7
FRONT WHEEL HUB AND SPINDLE . . . .

WHEEL HUB AND SPINDLE . . . . . .
Removal . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . .
Cleaning and Inspection . . . . . .
Assembly . . . . . . . . . . . . . .
Wheel Bearing Adjustment . . . . .
Seal Assembly Gap Check . . . . .
STEERING CYLINDERS AND TIE ROD
Removal . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . .
Bearing Replacement . . . . . . .
TOE-IN ADJUSTMENT . . . . . . . . .
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. G3
G3-1
G3-1
G3-4
G3-5
G3-5
G3-7
G3-7
G3-9
G3-9
G3-10
G3-11
G3-11
G3-12
REAR AXLE HOUSING MOUNTING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . G4

Pivot Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Anti-Sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5

Rear Axle Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
Electric Wheel Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
G01017
Index
G1-1
NOTES
G1-2
Index
G01017
TIRES AND RIMS

The truck tires should be inspected and tire pressure
checked with an accurate pressure gauge before each
working shift. Tire pressure will vary according to
manufacturer and local working conditions. Consult
the tire manufacturer for recommended tire pressure.
Insure valve caps are securely applied to valve stems.
The caps protect valves from dirt build up and damage.
DO NOT bleed air from tires which are hot due to
operation; under such circumstances, it is normal for
pressure to increase in the tire due to expansion.
A bent or damaged rim which does not support the
bead properly may cause abnormal strain on the tire
resulting in tire damage. If a tire becomes deeply cut,
it should be removed and repaired. Neglected cuts
cause many tire problems; water, sand, dirt and other
foreign materials work into the 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.
When inflating tires always use a safety cage.

Never inflate a tire until the lockring is securely in
place. 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.
The tire and rim weigh approximately 13,200 lbs.
(5993 kg). Be certain tire handling equipment is
capable of lifting and maneuvering the load.
Due to the size and weight of the tire and rim assemblies, special handling equipment such as a modified
fork lift (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 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. Remaining gases
inside the tire may ignite causing explosion of tire
and rim.
DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
FIGURE 2-1. TYPICAL TIRE HANDLER
G02015
Tires and Rims
G2-1
FIGURE 2-2. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
FRONT TIRES AND RIMS

Removal
1. Apply parking brake and block rear wheels to
prevent movement of truck.
2. Following normal shutdown procedures, place
REST switch in the ON position, shut down the
engine and verify the Link Voltage lights are OFF.
Allow at least 90 seconds for the accumulators to
bleed down. Turn the steering wheel to be sure
no pressure remains. As a safety precaution,
bleed down brake accumulators.
3. Place jack under spindle or under frame at the
front cross tube.
4. Raise front end of truck until tire clears ground and
block up securely under frame.
5. Inspect hydraulic brake lines for damage or leaking fittings.
G2-2
6. Grip tire and wheel assembly with tire handler.

Remove nuts (11) securing wheel assembly.
7. Care should be taken not to damage the inflation
hose during tire removal. Move wheel assembly
away from wheel hub and into clean work area.
Do not attempt to disassemble wheel assembly

until all air pressure is bled off.
Always keep personnel away from a wheel assembly when it is being removed or installed.
Tires and Rims
G02015
Installation
REAR TIRES AND RIMS
NOTE: Remove all dirt and rust from mating parts

before installing wheel assembly.
Removal
1. Grip wheel assembly with the tire handler and

align tire inflation hose and wheel hub (1, Figure
2-2). Position rim onto wheel hub studs.
1. Park truck on level ground and block front wheels.

Position a jack under rear suspension mounting
plates as shown in Figure 2-3.
2. Lubricate all stud threads and nut seating flanges

with lithium base grease. Install and tighten nuts
in the following sequence:
2. Raise rear axle housing of truck until tires clear

ground. Securely block up rear axle housing near
the wheel motor mounting flange.
a. Install six (6) nuts at the 12 Oclock and six (6)

nuts at the 6 Oclock positions. Tighten each
nut to 1715 100 ft. lbs. (2326 136 N.m)
torque.
3. If rear, inner tire is to be removed, remove inner

tire inflation hose at clamp on outer wheel and
disconnect from inner extension (7, Figure 2-5).
b. Install three (3) nuts directly below the 3

Oclock and three (3) nuts directly above the 9
Oclock positions. Tighten these nuts to 1715
100 ft. lbs. (2326 136 N.m) torque.
c. Install three (3) nuts directly above the 3
Oclock and three (3) nuts directly below the 9
100 ft. lbs. (2326 136 N.m) torque.
d. Install the remaining nuts and torque in a
clockwise direction to 1715 100 ft. lbs. (2326
136 N.m) torque.
4. Grip outer wheel and tire with tire handler arms as

shown in Figure 2-4. Remove flanged nuts (10,
Figure 2-5) from adaptor ring (9) securing outer
rim to wheel motor hub.
5. Pull straight out on outer wheel assembly and
remove.
6. If inner wheel removal is necessary, disconnect
inner tire inflation extension (7) and remove.
7. Position tire handler to grip inner wheel. Remove
flanged nuts (6).
e. Retorque all nuts in a clockwise direction to the

required 1715 100 ft. lbs. (2326 136 N.m)
torque.
3. Remove blocking etc. and lower jack.
4. Operate truck for one load and retighten wheel
nuts to the specified torque.
FIGURE 2-4. REAR TIRE REMOVAL
FIGURE 2-3. REAR AXLE JACK LOCATION
G02015
1. Tire Handler
2. Outer Rear Tire
Tires and Rims
3. Inner Rear Tire
G2-3
FIGURE 2-5. REAR WHEEL ASSEMBLY

1. Wheel Motor Mounting
Flange
2. Inner Wheel Rim
3. Disc Brake Assembly
4. Extension
5. Wheel Hub
6. Flanged Nut
7. Inner Extension
8. Clamps
9. Adaptor Ring
10. Flanged Nut
11. Flanged Nut
8. Pull straight out to remove from wheel hub.
12. Wheel Motor Transmission

13. Extension
14. Bracket
15. Outer Wheel Rim
2. Grip inner wheel assembly with tire handler and

install onto wheel hub (5, Figure 2-5). Use care to
align tire inflation extension line (4) for mating with
inner extension (7).
NOTE: If the wheel motor is to be removed from the

truck for service, install approximately 8 flanged nuts
with appropriate spacers in place of the outer wheel
adaptor ring and nuts removed in step 4. This will
provide additional support for the wheel motor transmission (12) during removal and transportation.

Installation
Always keep personnel away from a wheel assembly when it is being removed and installed.

nut to 1715 100 ft. lbs. (2326 136 N.m)
torque.
100 ft. lbs. (2326 136 N.m) torque.
100 ft. lbs. (2326 136 N.m) torque.
NOTE: Clean all mating surfaces and check stud

threads before installing wheel assemblies.
1. If either wheel motor has been removed, bleed the
disc brakes before installing the rear tires. Refer
to Section J.
G2-4
Tires and Rims

136 N.m) torque.
torque.
G02015
4. If the adaptor ring (9) requires installation, install

adaptor onto wheel hub/wheel motor. Lubricate
the studs and nut flanges with lithium base
grease.
5. Using the procedures in step 3, install flanged nuts
(10) in the sequence described and tighten to the
same torque value as the inner wheel.
8. Secure inner and outer dual tire inflation lines to

bracket (14) on outer rim.
9. Remove blocks from under truck and lower truck
to the ground. Operate truck for one load and
retighten outer wheel nuts to 1715 100 ft. lbs.
(2326 136 N.m) torque.
6. Grip outer wheel assembly with tire handler and

position onto wheel motor hub.
NOTE: Position outer dual wheel to align tire valve
bracket with inner wheel inflation line.
nut to 1715 100 ft. lbs. (2326 136 N.m)
torque.
100 ft. lbs. (2326 136 N.m) torque.
Recheck torque after each load for first day and

then intermittently thereafter until all nuts hold
torque.
NOTE: Inner flanged nuts (6) and studs should be

visually inspected for breakage or missing nuts during
scheduled maintenance checks by inserting a mirror
between the rear tires.

100 ft. lbs. (2326 136 N.m) torque.
136 N.m) torque.
torque.
G02015
Tires and Rims
G2-5
3. Following tool manufacturers instructions, move

tire bead in far enough to permit placing a wedge
between tire and flange at side of tool.
RIM
Tire Removal
4. Repeat this procedure at locations approximately

90 from the first application. Continue this procedure until tire bead is free from rim.
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.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in
place. Do not stand in front of or over the lockring
during inflation procedures. Never overinflate a
tire. Refer to tire manufacturers recommendations.
1. Place tire and wheel assembly in safety cage and
discharge all air pressure from tire.
5. After bead is broken loose, insert flat of tire tool in

beading notch on lockring (8). Pry lockring up and
out of groove on rim.
6. Pry in on bead seat band (6) until O-ring (9) is
exposed. Remove O-ring.
7. Remove bead seat band (6) from rim (5) and
remove flange (7).
8. Reposition wheel assembly and repeat removal
procedure on opposite side of tire. Remove tire
from rim.
2. Attach a hydraulic bead breaker to the rim by

slipping the jaws of frame assembly over the outer
edge of flange (7, Figure 2-6). Make sure the jaws
of the frame are as near to the bead seat band (6)
as possible.
FIGURE 2-6. FRONT WHEEL HUB AND RIM ASSEMBLY

1. Wheel Hub
2. Stud
3. Tire Inflation Hose
4. Swivel Connector
G2-6
5. Rim
6. Bead Seat Band
7. Side Flange
8. Lock Ring
Tires and Rims
9. O-Ring
10. Clamp Bracket
11. Flanged Nut
G02015
Tire Installation
1. Before mounting tire to rim, remove all dirt and
rust from rim parts, particularly the O-ring groove
and bead seats. 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.
NOTE: Do not allow paint, rust or other contamination
to cover mating faces of lockring (8, Figure 2-6) and
rim (5).
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 air seal and
cause air leaks at these points.
5. Install outer flange (7, Figure 2-6) in position and
install bead seat band (6). Push in on bead seat
band to expose O-ring groove in rim.
6. Lubricate new O-ring (9) with soap solution and
install in groove of rim.
7. Install lockring (8) and tap into place with lead
hammer. Lockring lug must fit into slot of rim.
Check to be sure that proper rim parts are used for

reassembly, use of noncompatable parts may not
properly secure the assembly resulting in violently
flying parts upon inflation.
2. If tire inflation hose and hardware were removed,

reinstall in rim. Position hose assembly for proper
routing.
3. Install inner flange on rim. Coat beads of tire with
tire mounting soap solution.
8. With tire inside safety cage, remove valve core

from valve stem and inflate tire to seat beads of
tire and O-ring as specified by tire manufacturer.
Use a safety cage whenever possible. Stand to one

side as tire is being inflated. Never start inflating
unless lockring is securely in place. DO NOT stand
in front of or over lockring when inflating.
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 to push the tire bead
out into position.
Prying against tire bead may cause damage to tire
bead and will cause air leaks.
G02015
10. As soon as seating has been accomplished, install

valve core and inflate tire to recommended tire
pressure.
Tires and Rims
G2-7
NOTES
G2-8
Tires and Rims
G02015
FRONT WHEEL HUB AND SPINDLE

WHEEL HUB AND SPINDLE ASSEMBLY
The following instructions will cover the complete removal, installation, disassembly, assembly and bearing adjustment of front wheel hub and spindle. If only
brake service is to be performed, refer to Section J,
Brake Circuit.
Do not loosen or disconnect any hydraulic brake

line or component until engine is stopped, Key
switch is Off for 90 seconds and drain valves on
brake accumulators are opened.
PREPARATION
Removal
Refer to the Front Tire and Rim Removal instructions
and remove front tire and rim assembly.
1. Close hydraulic pump shut-off valves.
2. Disconnect speed sensor cable(s) (5, Figure 3-1)
at connector. Tie cables back away from spindle
to prevent damage during spindle removal.
NOTE: The left brake assembly has two speed sensors installed.
3. Disconnect disc brake cooling oil hoses (4) at inlet
and outlet ports on brake housing. Also disconnect brake apply line. Cap hoses and ports to
prevent contamination. Remove the oil in the
brake housing and hub bearings by removing the
hex plug (2) and draining into a suitable container.
FIGURE 3-1. FRONT WHEEL & SPINDLE
INSTALLATION
1. Spindle
2. Brake Housing Drain
3. Disc Brake Housing
G03017 02/01
4. Brake Cooling Hose

5. Speed Sensor Connector
4. Remove lubrication lines from tie rod and steering

cylinder.
5. Disconnect tie rod and steering cylinder rod from
spindle being removed. Refer to Steering Cylinder and Tie Rod Removal in this section.
Front Wheel Hub and Spindle
G3-1
8. Remove 15 of the arm attachment capscrews (5)

as follows:
The front spindle, brake and wheel hub assembly
weighs approximately 10,250 lbs. (4654 Kg). Be
certain lifting device is capable of lifting the load.
6. Position a fork lift under the wheel hub and spindle

assembly as shown in Figure 3-2. Use blocking
as necessary to prevent applying pressure to disc
brake housing when assembly is lowered from
suspension.
7. Remove capscrews and washers (1, Figure 3-3)
securing retainer plate (2) to spindle structure and
suspension. To prevent thread damage, loosen
capscrews in a circular pattern, in torque increments of 500 ft. lbs. (678 N.m). Remove retainer
plate.
NOTE: A tool may be fabricated locally to aid in spindle

removal. Refer to Tool Group, Section M for fabrication information. Usage of this tool is described below.
a. Refer to Figure 3-5 (spindle removal tool ) and

remove the capscrews in the spindle arm designated by an an X.
b. Remove the capscrews using a circular pattern
in torque increments of 500 ft. lbs. (678 N.m).
Do not attempt to remove each capscrew in
one sequence!
9. Run a tap (1.25" UNF) in the threads after capscrews are removed.
10. Using several 1.25" UNF x 8.00" long , grade 8
capscrews and hardened flatwashers (see Figure
3-4 for Komatsu part numbers), install the pusher
tool on the bottom of the steering arm.
NOTE: Multiple washers may be required to allow the
pusher capscrews to be effective. One or two washers
can be installed with the pusher tool in place to gauge
the washer height required to prevent capscrews from
bottoming out. The minimum recommended thread
engagement is 1.62 in. (41 mm).
FIGURE 3-3. WHEEL HUB AND SPINDLE REMOVAL

FIGURE 3-2. SPINDLE AND WHEEL HUB
REMOVAL
(TYPICAL)
G3-2
1. Capscrews
2. Retainer Plate
3. Spindle
4. Spindle Arm
5. Arm Retainer Capscrews
G03017 02/01
FIGURE 3-4. SPINDLE REMOVAL TOOL

INSTALLATION
1. Capscrew
(Part No. KC7095)
2. Hardened Washer
(Part No. WA0366)
3. Removal Tool
4. Spindle Arm
5. Spindle
6. Suspension Piston
11. Install the remaining capscrews in the holes

marked X (Figure 3-5). Progressively increase
the torque in a circular pattern until the tapered
piston breaks loose, or 1580 ft. lbs. (2142 N.m)
torque is reached.
12. If the specified torque is reached and the tapered
parts have not separated, apply heat to the spindle
at two places, 180 apart.
Do not exceed 850F (454C) saturated temperature of the spindle.
13. Tighten the capscrews again to the maximum
specified torque, and using a large hammer and
heat applied as above, carefully tap the spindle on
the top surface.
G03017 02/01
FIGURE 3-5. SPINDLE REMOVAL TOOL

1. Capscrew Insertion
Holes (X)
2. Tool Structure
NOTE: In extreme cases, it may be necessary to

remove additional steering arm retaining capscrews
and use additional pusher capscrews to apply more
force.
14. Lower wheel hub and spindle assembly away from

suspension piston rod. Use care during removal
to prevent damage to suspension piston rod taper
and tapered spindle bore.
15. Move spindle and hub assembly to clean work
area for repair.
G3-3
Installation
1. Clean spindle bore and suspension rod taper to
be certain they are free of rust, dirt, etc.
2. Lubricate spindle bore and suspension rod taper
with multi-purpose grease Number 2 with 5%
Molybdenum Disulphide.
3. Position spindle and wheel hub assembly on fork
lift or similar lifting device as shown in Figure 3-2.
4. Raise the spindle and wheel hub assembly into
position.
5. Secure spindle to suspension using retainer plate
(2, Figure 3-3) and capscrews (1). Tighten capscrews using the following procedure:
a. Tighten capscrews uniformly to 500 ft. lbs.
(678 N.m) torque.
b. Continue to tighten capscrews in increments of
250 ft. lbs. (339 N.m) to obtain a final torque
of 1995 100 ft. lbs. (2705 135 N.m).
6. If removed, install spindle arm. Tighten capscrews
to 1995 100 ft. lbs. (2705 135 N.m) torque.
7. Install steering cylinder into steering arm. Use
EH4638 sleeve alignment tool (included in tool
group) to position spacers and bearing during pin
insertion. Tighten pin retaining nut to 750 ft. lbs.
(1017 N.m) torque.
G3-4
8. Install tie rod on steering arm using EH4638

alignment tool. Tighten pin retaining nut to 750 ft.
lbs. (1017 N.m) torque.
9. Connect lubrication lines.
10. Install brake system cooling hoses using new
O-rings in the flange fittings. Install brake apply
line. Be certain drain plug (2, Figure 3-1) is installed.
11. Reconnect speed sensor cables.
12. Install wheel and tire as described in Front Wheel
and Tire Installation.
13. Be certain hydraulic pump shut-off valves are
open.
14. Start the engine. With the hoist control lever in the
float position, allow hydraulic oil to circulate
through the brake cooling system, allowing the
front wheel hub and disc brake assembly to fill with
oil.
15. Bleed air from brake apply line as described in
Section J, Wet Disc Brake Assembly, Brake
Bleeding Procedure.
16. Shut down the engine. Check hydraulic tank oil
level and refill if necessary. Inspect brake assembly and hose connections for leaks.
G03017 02/01
Disassembly
1. Remove wheel hub and spindle as covered in
Removal before proceeding to Step 2. Clean
assembly to remove dirt accumulation.
11. Remove capscrews (23) and hardened washers

(24) securing brake assembly inner gear to wheel
hub.
2. To aid in complete disassembly of wheel hub and

spindle assembly, support assembly in a vertical
position using a fabricated spindle stand.
12. Attach lifting eyes to brake assembly, attach overhead hoist and carefully lift off hub. Refer to Section J for brake assembly rebuild instructions.
3. Install six, .50 in. diameter x .75 in. long socket

head capscrews (34, Figure 3-6) through the disc
brake back plate into the mating holes in the seal
retainer. Tighten securely.
13. Remove and discard seal carrier O-ring (38)
NOTE: The capscrews installed in step 3 will secure

the seal carrier and face seal assembly to the brake
housing during brake removal.
DO NOT ROTATE WHEEL HUB.
4. Disconnect speed sensor cables. Loosen sensor
clamping capscrews and remove speed sensors
(16).
5. Remove capscrews (20) and hardened flatwashers (21) securing brake adaptor (19) to brake
housing.
6. Remove cover (5) and discard O-ring seal.
7. Remove capscrews (11) and hardened flatwashers (12). Remove bearing retainer (13) and shims
(8).
8. Attach a lifting device to the wheel hub/brake
assembly and carefully lift it straight up and off the
spindle. Remove outer bearing cone (7) and retainer pin (40).
9. Rotate hub vertically 180 and place on blocking
to prevent damage to wheel studs and machined
surfaces.
10. Remove capscrews (14) and washers (15) securing seal carrier (37) sensor gear (35) and shims
(36) to wheel hub.
14. If bearings require replacement, remove cups (6

& 29) from wheel hub.
15. Remove capscrews (31) and hardened flatwashers (32). Remove brake adaptor and discard Orings (22 & 25).
16. Remove inner bearing cone (28) and retainer pin
(39).
17. Remove bearing spacer (27).
Cleaning and Inspection

1. Clean all metal parts in fresh cleaning solvent.
2. Inspect wheel hub studs (2, Figure 3-6) and
replace if damaged or broken.
NOTE: If new studs are installed, coat the hole in the
hub and serrated portion of the stud with an anti-seize
compound prior to installation. DO NOT coat threads.
3. Inspect tapped hole threads and re-tap if necessary.
4. Inspect bearing seating surfaces in hub and on
spindle. Inspect bearing spacer. Use a stone to
carefully dress high spots that may interfere with
re-assembly.
5. Inspect all other machined surfaces for damage.
6. Always use new O-ring seals during assembly.
G03017 02/01
G3-5
FIGURE 3-6. FRONT WHEEL SPINDLE, HUB & BRAKE ASSEMBLY

1. Wheel Hub
2. Stud
3. Capscrew
4. Washer
5. Cover
6. Outer Bearing Cup
7. Outer Bearing Cone
8. Shims
9. O-ring
10. Spindle Cap
11. Capscrew
12. Hardened Washer
13. Bearing Retainer
14. Capscrew
G3-6
15. Washer
16. Speed Sensor
17. Sensor Bracket
19. Brake Adaptor
20. Capscrew
21. Hardened Washer
22. O-ring
23. Capscrew
24. Hardened Washer
25. O-ring
26. Spindle
27. Bearing Spacer
28. Inner Bearing Cone
29. Inner Bearing Cup

30. Seal Assembly
31. Capscrew
32. Hardened Washer
33. Drain Plug
34. Socket Head Capscrew (Temporary)
35. Speed Sensor Gear
36. Shims
37. Seal Carrier
38. O-ring
39. Bearing Retainer Pin
40. Bearing Retainer Pin
41. O-ring
G03017 02/01
8. Install a new O-ring (9) onto spindle cap (10).

Lubricate the O-ring with clean hydraulic oil. Install the cap into the end of spindle (26). The
tapped holes on the spindle cap must face the
outside for disassembly purposes.
Assembly
NOTE: All mating surfaces of wheel and brake

components must be clean and dry during assembly. No thread lubricant is permitted on these surfaces.
Wheel Bearing Adjustment:
3. Check threads in holes in end of spindle to be

certain capscrews will thread freely into spindle.
If not, re-tap threads.
9. Install bearing retainer (13) onto the spindle without any shims. The thickness of the retainer is
etched on the surface of the retainer. This side
should be facing outward. Use 4, equally spaced
capscrews in order to secure the retainer. Two
capscrews must be positioned adjacent to the
0.50 in. (12.7 mm) diameter access holes in the
retainer.
4. Install bearing cups (6 & 29) in the wheel hub (1)as

follows:
10. Seat the wheel bearings using the following procedure:
a. Preshrink cups by packing them in dry ice, or

by placing them in a deep-freeze unit.
a. Tighten the 4 capscrews to 80 ft. lbs. (108 N.m)

torque. Rotate the wheel hub at least 3 full
revolutions.
1. Position the spindle vertically.

2. Check bearing cones (7 & 28, Figure 3-6) for free
fit on the spindle (26).
NOTE: Do not cool below -65F (-54C).

b. Install cups in wheel hub bores.
b. Tighten the 4 capscrews to 160 ft. lbs. (217

N.m) torque. Rotate the wheel hub at least 3
full revolutions.
c. After cups have warmed to ambient temperature, press the cups tight against hub shoulder
as follows:
1.) Inner Cup (29) - Apply 23 tons (20,860 kg)
force.
2.) Outer Cup (6) - Apply 21 tons (19,050 kg)
force.
e. Tighten the 4 capscrews to 60 ft. lbs. (81 N.m)

torque. Rotate the wheel hub at least 3 full
revolutions.
5. Install spacer (27). If necessary, tap lightly to seat

spacer against spindle. Spacer must fit tightly
against spindle shoulder.
f. Tighten the 4 capscrews to 100 ft. lbs. (136

N.m) torque. Rotate the wheel hub at least 3
full revolutions.
6. Install pin (39) in groove in spindle and install inner

bearing cone (28) over pin and against the
spacer. (Cone is a loose fit on spindle.)
7. Install wheel hub (1) onto spindle (26). Install outer
pin (40) and outer bearing cone (7).
NOTE: To assure bearing lubrication during initial operation lightly lubricate the bearings with hydraulic oil.
c. Repeat step 10-b until torque is maintained.

d. Loosen the 4 capscrews and rotate the hub at
least three revolutions.
g. Repeat 10 - f until torque is maintained.

11. Using a depth micrometer, measure and record
the distance between the face of bearing retainer
(13) and spindle (26) through each of the two 0.50
in (13 mm) diameter access holes.
12. Add the two dimensions measured in step 11 and
divide the sum by 2 to obtain the average depth.
13. Subtract the retainer plate thickness (etched on
the surface of the retainer plate (13) from the result
calculated in step 12.
The brake assembly should not be installed at this

time in order to facilitate the bearing adjustment
procedure.
G03017 02/01
14. Assemble a shim pack to equal the dimension

calculated in step 13 within 0.001 in (0.0254
mm).
G3-7
NOTE: Measure the shims individually for accuracy.

The above procedure results in a shim pack which will
provide a nominal 0.020 in. (0.508 mm) preload for the
bearings after assembly.
Example:
Step 19 (average depth)
1.416 in.
Step 21 subtract etched dim - 1.375 in.
Step 22 Required shim pack = 0.041 in.
NOTE: After a shim pack has been determined, the
shim pack, spindle, wheel hub, spacer, and bearings
are now an interdependent group. If any of the parts
are replaced, the shim pack is no longer valid, and a
new pack must be calculated.
15. Remove bearing retainer (13), outer cone (7),
outer retainer pin (40), and wheel hub (1) from
spindle (26) for installation of the brake assembly.
Brake Installation
16. Position the wheel hub vertically, on blocking with
the inner bearing bore at top.
17. Assemble brake to hub as follows:
a. Install nine 0.020 in. (0.51 mm) thick shims (36)
on top of the wheel hub flange at each of the
six gear/seal retainer mounting locations.
b. Install speed sensor gear (35).
c. Install new O-ring (38) in groove in hub. Be
certain O-ring is not twisted. Apply lubricant to
O-ring.
d. Install lift eyes in brake assembly and attach to
overhead hoist.
e. Align hub and seal carrier (37) mounting holes
and lower brake assembly onto hub.
NOTE: Do not remove shipping bars until inner gear
ring of brake assembly is attached to hub
f. Install capscrews (14) and washers (15) from
under hub flange to secure the seal carrier and
gear. Tighten capscrews to standard torque.
g. Align the brake hub holes with the wheel hub
and install hardened flatwashers (24) and capscrews (23). Tighten capscrews to 1995 ft. lbs.
(2705 N.m) torque.
h. Remove shipping bars from brake assembly.
18. Install a new O-ring (25) to brake adapter (19).
Place the assembly into position on the spindle.
Socket head capscrews (34) are installed to position the seal carrier on the brake back plate after
assembly and prior to installation on the Hub/spindle. In the next step, it may be necessary to loosen
the socket head capscrews slightly to align the
brake assembly holes with the brake adaptor.
NOTE: The following instructions must be performed

carefully to prevent damage during assembly to brake
adaptor O-ring seal (22).
20. Prior to installing the hub and brake assembly on
the spindle, install four alignment studs, spaced
90 apart, in the brake adaptor (in place of capscrews (20) to ensure the brake assembly is properly aligned during the following steps.
a. Install a new O-ring (22) on brake adaptor
shoulder. Be certain the O-ring is not twisted
and properly seated.
b. Lubricate the O-ring with petroleum jelly or
chassis grease.
21. Attach an overhead hoist to wheel hub and brake
assembly. Rotate hub 180 in preparation for lowering onto spindle.
NOTE: The hoist must be rigid enough to prevent
springing or jerking as the hub and brake assembly
is lowered into position.
22. Lift hub over spindle and slowly lower, aligning the
brake mounting holes with the alignment studs.
a. When the brake piston housing is approximately 0.50 in. (13 mm) from the adaptor,
install four capscrews (20) and flatwashers
(21) spaced evenly in between the alignment
studs.
b. Carefully pull the brake and wheel hub assembly into position by tightening the capscrews
evenly and in small increments.
c. DO NOT allow the assembly to "cock" (stick at
an angle). If the assembly is cocked, lift the
assembly, and inspect O-ring (22) for damage.
Replace the O-ring if necessary, and repeat
the assembly procedure.
19. Install hardened flatwashers (32) and capscrews

(31). Tighten capscrews to 1995 ft. lbs. (2705
N.m) torque.
G3-8
G03017 02/01
23. After the brake assembly is properly positioned on

the adaptor, remove the alignment studs and install the remaining brake adaptor/brake assembly
mounting capscrews (20) and hardened flatwashers (21). Tighten capscrews to 1995 ft. lbs. (2705
N.m) torque.
24. Install bearing retainer pin (40) in groove in spindle. Align and slide outer bearing cone (7) over
pin. Lubricate the bearing with clean hydraulic oil.
25. Install the shim pack, retainer, capscrews, and
hardened washers. Tighten capscrews alternately
to 750 75 ft. lbs. (1017 100 N.m) torque in
several successive increments while rotating the
hub.
26. Install a new O-ring (41) on cover (5). Install the
cover, capscrews, and washers. Tighten the capscrews to standard torque.
27. Remove socket head capscrews (34) securing
seal retainer (37) to brake assembly (18).
FIGURE 3-7. MEASURING SEAL GAP

1. Spindle
2. Wheel Hub
3. Seal Carrier
4. Capscrews
5. Shims
6. Brake Back Plate
Seal Assembly Gap Check:

After the assembly of the wheel and brake is complete,
the gap between seal carrier (3, Figure 3-7) and the
brake assembly back plate (6) must be measured and
adjusted if necessary.
The ideal gap is 0.433 in (11.0 mm). If necessary, the
gap must be adjusted, using shims as required to
maintain a minimum gap of 0.423 in (10.75 mm) to
0.443 in (11.25 mm) maximum.
28. Measure seal gap as follows:
a. Measure gap, dimension A, Figure 3-7 at
three, equally spaced places and record the
result.
a. Rotate hub to position the top of a gear tooth

directly under the sensor tip.
b. Insert a 0.060 in (1.5 mm) feeler gauge between sensor tip and gear tooth and adjust
sensor clearance.
c. Tighten capscrew to lock sensor in place.
d. Rotate hub 180 and verify clearance remains
within 0.040 in (1.0 mm) minimum to 0.080 in
(2.0 mm) maximum.
32. Install speed sensor cables.
33. Install hub and spindle assembly on suspension
per instructions in "Installation".
b. Add the three dimensions and divide the result

by 3 to obtain the average gap width
29. If average gap width is not between the minimum
and maximum allowable range, loosen the seal
retainer capscrews (4, Figure 3-6) and add shims
(5) as required to reduce the gap or remove shims
to increase the gap.
The quantity and thickness of shims at each of
the six locations must be equal.
30. Re-tighten seal retainer capscrews to standard
torque and measure gap as described in step 26.
If necessary, repeat step 27 until the proper gap
is maintained.
31. Install speed sensor(s) (16, Figure 3-6) in support
bracket(s) (17). Adjust sensor gap as follows:
G03017 02/01
STEERING CYLINDERS AND TIE ROD

The steering cylinders and tie rod mounting arrangements are similar. The removal and installation instructions are applicable to both.
Always install pin retaining capscrews from the

top with the locknut on the bottom side at spindle
arm as shown in Figure 3-8.
G3-9
Removal
1. With engine shut down and key switch Off, allow
at least 90 seconds for the accumulator to bleed
down. Turn the steering wheel to make sure no
hydraulic pressure is present. Block front and
back of rear wheels.
2. Disconnect hydraulic and lubrication lines at the
steering cylinders. Plug all line connections and
cylinder ports to prevent contamination of hydraulic system.
3. Remove locknuts (9, Figure 3-8) capscrews, (3)

and retainers (10) from both ends of assembly.
4. Remove pins (16) from each end of assembly and
move assembly to clean work area.
The bearing spacers and the washers are secured

by the pin. Take measures to prevent components
from falling during removal of pin. Damage to the
components and/or personal injury may result.
FIGURE 3-8. STEERING CYLINDER AND TIE ROD INSTALLATION

1. Steering Cylinder
2. Tie Rod Assembly
3. Capscrew
4. Spacer
G3-10
5. Tie Rod End

6. Capscrew
7. Locknut
8. Washer
9. Locknut
10. Retainer
11. Bearing
12. Spindle Arm

14. Capscrew
15. Washer
16. Pin
17. Frame
G03017 02/01
Installation
Bearing Replacement
NOTE: Sleeve alignment tool, part number EH4638

included in tool group, should be used to hold bearing
spacers (4, Figure 3-8) and spherical bearings (11) in
position when pins are inserted during assembly.
1. Align steering cylinder (1) or tie rod end (5) bearing
bore with pin bores in spindle or frame. Insert
bearing spacers (4) and washer (8) if used.
NOTE: Tie rod is to be installed with clamping bolts
toward the rear of the truck.
1. Remove capscrews (2, Figure 3-9) and lockwashers (3). Remove bearing retainer (4).
2. Press bearing (1) out of bore in steering cylinder
or tie rod end.
3. Press new bearing into bore.
4. Install bearing retainers with capscrews and lockwashers. Tighten capscrews to standard torque.
2. Install pins (16), capscrews (3) and retainers (10)

and secure with locknut (9). Tighten to 750 ft. lbs.
(1017 N.m) torque.
3. Connect hydraulic and lubrication lines to their
respective ports. Operate steering and check for
leaks and proper operation.
FIGURE 3-9. TYPICAL BEARING INSTALLATION

(Steering Cylinder Shown for Reference)
1. Bearing
2. Capscrew
3. Lockwasher
G03017 02/01
4. Bearing Retainer
5. Rod End
G3-11
TOE-IN ADJUSTMENT
1. The steering system must first be centered in the
straight ahead position. Shut down engine and
turn key switch OFF. Allow at least 90 seconds
for the accumulators to bleed down. DO NOT turn
the steering wheel. Block front and back of rear
wheels.
2. Check toe-in by measuring the distance between
the centers of the front tires. These measurements should be taken on a horizontal centerline
at front and rear of tires. Refer to Figure 3-10.
3. Radial tires should have equal measurements
(zero toe-in).
4. Loosen clamp locknuts on tie rod and rotate tie
rod as necessary to obtain correct toe-in setting.
5. When adjustment is complete, tighten clamp
locknuts (7, Figure 3-8) on tie rod to 310 ft. lbs
(420 N.m) torque.
6. Remove blocks from rear wheels.
930E TOE-IN DATA
in. (cm)
Nominal tie-rod length, radial tires.

(Zero toe-in)
144.37 (366.7)
G3-12
FIGURE 3-10. MEASURING TOE-IN
G03017 02/01
REAR AXLE HOUSING ATTACHMENT

PIVOT PIN
Removal
1. Park truck on firm level surface and block front
and rear of all tires.
Truck body must be empty and down against

frame before attempting this procedure.
2. Release all brakes.

3. Charge rear suspensions with nitrogen until pistons are fully extended.
4. Place blocks or stands under each frame member
beneath the hoist cylinders.
FIGURE 4-1. PIVOT PIN ASSEMBLY

Blocks must be securely in place before lowering
the frame. Check blocks on wheels to make sure
they are in place.
5. Release nitrogen out of front suspensions.

6. Release nitrogen out of rear suspensions.
7. Attach a hoist to lift eye at top of the pivot eye to
control downward movement of front of axle
housing.
8. Disconnect pivot eye bearing lube line. Remove
ground wire between pivot eye and frame.
9. Remove capscrew (2, Figure 4-1) and lockwasher
(3). Remove capscrews (4). Remove lock plate
(5).
10. Install puller using tapped holes (12) in head of pin.
Remove pin (7).
1. Truck Frame
2. Capscrew
3. Lockwasher
4. 12 Pt. Capscrew
5. Lock Plate
6. Sleeve
7. Pivot Pin
8. Spacer
9. Cover Ring
10. 12 Pt. Capscrew
11. Locknut
12. Puller Holes
13. Bearing
15. Pivot Eye Structure
16. Bearing Carrier
17. Clamp
Installation
1. Raise pivot eye (15, Figure 4-1) into position.
2. Be certain spherical bearing inner race is aligned.
Install cover rings (9) and spacers (8). Install pin
(7).
3. Position lock plate (5) by lining up capscrews with
capscrew holes in pin. Install capscrews.
4. Rotate pin and lock plate to align capscrews (2)
with holes in frame mounting structure.
a. Install capscrews (2) and lockwashers (3).
NOTE: Placement of a pry bar or jack between mounting structure and pivot eye may be necessary to push
pivot eye down and away from mount structure. Spacers (8) and cover rings (9) will fall free.
b. Tighten capscrews (2) to 175 ft. lbs. (237 N.m)

torque.
c. Tighten capscrews (4) to 1715 ft. lbs. (2325
N.m) torque.
5. Install ground wire and lubrication line. Pressurize
lube line to assure bearing (13) receives grease.
G04014
Rear Axle Housing Attachment
G4-1
6. Install clamps (17) on cover rings (9). Tighten

clamps just enough to hold covers in place.
7. Charge front suspension as described in Oiling
and Charging Procedure, Section H.
8. Charge rear suspensions with nitrogen to fully
extend pistons.
9. Remove blocks or stands from beneath the frame.
Assembly
1. Setup an appropriate tool to press spherical bearing (4, Figure 4-2) into bearing carrier (3). Be
certain bearing outer race is flush with bearing
carrier sides.
2. Install bearing retainers (2) with 12 point capscrews (5) and locknuts (6). Tighten capscrews
to 575 ft. lbs. (779 N.m) torque.
10. Release nitrogen from rear suspension and

charge according to procedure in Oiling and
Charging Procedure, Section H.
Before removing blocks from the wheels, make

sure parking brake is applied.
11. Remove blocks from wheels.
PIVOT EYE BEARING

Disassembly
1. Remove capscrews and locknuts (5 and 6, Figure
4-2). Remove bearing retainers (2). Setup an
appropriate tool to press spherical bearing (4)
from bearing carrier (3).
2. Inspect all parts and bearing for wear or damage.
Replace parts showing excessive wear or damage.
Spherical bearing outer race O.D.:
8.7500 - 8.7488 in. (222.25 - 222.22 mm)
Bearing bore I.D.:
5.9990 - 6.0000 in. (152.37 - 152.40 mm)
3. If bearing carrier (3) is damaged or worn, refer to

Pivot Eye Repair for repair procedure.
FIGURE 4-2. PIVOT EYE BEARING

INSTALLATION
1. Pivot Eye Structure
2. Bearing Retainer
3. Bearing Carrier
G4-2
4. Spherical Bearing
5. 12 Pt. Capscrew
6. Locknut
G04014
PIVOT EYE REPAIR
Assembly
If damage occurs to the pivot eye (4, Figure 4-3), it may

be necessary to remove it from the rear axle structure
(1) to facilitate repair and bearing replacement.
Removal
To remove the axle housing pivot eye:
1. Follow all preceding instructions for Pivot Pin
Removal.
Be certain axle housing (1) and wheels are
blocked securely.
1. Setup an appropriate tool to press bearing carrier

(3, Figure 4-2) into the bore of the pivot eye
structure.
NOTE: With parts to correct size, the fit of the
bearing carrier into the bore of the pivot eye
structure may be 0.001 - 0.003 in. (0.025 - 0.08
mm) interference fit. Freezing the bearing carrier
will ease installation.
2. Attach a lifting device to the pivot eye (4).

3. Remove capscrews (2) and flatwashers (3). Remove pivot eye.
Disassembly
Lubrication groove in bearing carrier outer diameter must align with lubrication fitting hole in pivot
eye structure.
1. Remove spherical bearing (4, Figure 4-2) as

described in Pivot Eye Bearing, Disassembly.
2. If bearing carrier (3) is damaged or worn, setup
an appropriate tool to press bearing carrier out of
the pivot eye structure bore.
Bearing carrier (new):
I.D. = 8.7484 0.0005 in. (222.209 0.013 mm)
O.D.= 9.7520 0.0005 in. (247.701 0.013 mm)
3. Inspect pivot eye structure bore for excessive
wear or damage.
Pivot eye bore (new):
9.7500 0.0005 in. (247.650 0.013 mm)
2. Press bearing carrier into bore. Be certain the

carrier is pressed fully into the pivot eye bore,
flush with the sides.
3. Install spherical bearing (4) as described in Pivot
Eye Bearing, Assembly.
Installation
1. Be certain mating surfaces of axle housing (1,
Figure 4-3), and pivot eye (4) are clean and not
damaged.
2. Lift pivot eye into position on front of axle housing.
Insert several capscrews (2) and flatwashers (3)
to align the parts. Remove the lifting device.
3. Install the remaining capscrews and flatwashers.
Tighten alternately until the pivot eye is properly
seated. Tighten capscrews to 1715 ft. lbs. (2325
N.m) final torque.
FIGURE 4-3. PIVOT EYE ATTACHMENT

1. Rear Axle Structure
2. Capscrew
G04014
3. Flatwasher
4. Pivot Eye
G4-3
ANTI-SWAY BAR
NOTE: The anti-sway bar mounting arrangement is
identical at each end.
Removal
1. Position frame and rear axle housing to allow use
of a puller arrangement to remove anti-sway bar
pins (4, Figure 4-4) on the rear axle housing and
the frame.
2. Block securely between frame and axle housing.
3. Disconnect lubrication lines. Position a fork lift or
attach lifting device to anti-sway bar (11) for removal from truck.
4. Remove capscrews (9) and locknuts (10) at each
mount.
5. Attach puller and remove pin (4) from each end of
anti-sway bar.
6. Remove anti-sway bar from mounting brackets.
7. Remove bearing spacers (6).
FIGURE 4-4. ANTI-SWAY BAR ASSEMBLY
Installation
1. Start pin (4, Figure 4-4) in through the front of the
frame mount and one spacer (6). Rotate pin to
align retaining capscrew (9) hole with the hole in
the mounting structure (1).
2. Raise the anti-sway bar into position and push pin
through spherical bearing, insert second spacer
and continue pushing into other ear of bracket. If
necessary, realign pin with retainer capscrew
hole. Install capscrew (9) and locknut (10).
3. Repeat above procedure to install remaining pin,
spacers, capscrew and locknut at opposite end of
bar. Start the pin into the bore of the axle housing
mount from the rear of the truck.
4. Attach lubrication lines. Pump grease into bearing
to verify line and system is operational.
5. Remove blocking.
6. If necessary, recharge suspensions. Refer to
Section H for charging procedure.
1. Mounting Structure
2. Capscrew
3. Lockwasher
4. Pin
5. Sleeve
6. Bearing Spacer
7. Retainer Ring
8. Bearing
9. Capscrew
10. Locknut
11. Anti-Sway Bar
Disassembly
1. Remove retainer rings (7, Figure 4-4) from bores
of both ends of anti-sway bar (11).
2. Press out spherical bearings (8).
1. Inspect bearing bores of anti-sway bar. If bores
are damaged, repair or replace anti-sway bar.
2. Inspect bearing spacers (6) for damage or wear.
Assembly
1. Press in new bearings.
2. Install retainer rings. Be certain rings are properly
seated in grooves.
G4-4
G04014
REAR AXLE HOUSING

REAR AXLE HOUSING
Read and observe the following instructions before attempting any repairs on propulsion system
components!


are started.

of those working in the area of the wheel motors, and
possibly the electrical cabinet and retarding grids. The
following procedures will ensure the electrical system
is properly discharged before repairs are started.
PREPARATION
the shutdown switch on the center console. Place
the GF Cutout Switch in the CUTOUT position.
(See Figure 3-1, page E3-2, Propulsion System,
for GF switch location.)
Front wheels must be securely blocked to prevent

movement as brakes will be released.
All electrical cables and hydraulic hoses should
be marked prior to removal.
Close the shut-off valves on the hydraulic pumps
to reduce amount of oil loss from brake system.
Removal
1. Remove the dump body as outlined in Section B.
Block up truck and remove rear tires as described
in this Section of the manual.
2. Loosen hose clamps and disconnect wheel motor
cooling air duct from connection on front center
of housing.
3. With the pump shut-off valves in the closed position, remove drain plugs at bottom of brake assemblies and drain oil from disc brakes.
4. Disconnect hydraulic hoses at manifold (4, Figure
5-1). Cap fittings and plug hoses to prevent contamination.
5. Remove covers from access holes (17).
6. Remove cable grips at right front corner from
wheel motor cables (7), air pressure sensor/rear
light (8) and speed sensor (9) harnesses. Slide
cable grips forward on cables.
7. Remove cable grip mounting cover and slide
forward for access to brake cooling line clamp
inside axle housing.
8. Disconnect brake system cooling lines (2 & 10) at
each brake back plate. Disconnect brake apply
lines (11). Cap and plug openings.
9. Remove clamps (3) securing brake hoses to spindles.
10. Open rear access cover and remove wing nuts
securing duct tube to axle housing. Remove tube.
G05015 9/99
Rear Axle Housing
G5-1
FIGURE 5-1. REAR AXLE HOUSING AND WHEEL MOTORS

2. Brake Cooling Oil Return
3. Clamp
4. Manifold
5. Cooling Air Duct
6. Relay Valve
7. Wheel Motor Power Cables
8. Air Sensor/Rear Light Harness
9. Speed Sensor Harness
10. Brake Cooling Oil Supply
11. Brake Apply Line
11. Open access covers inside axle housing.

12. Disconnect parking brake supply line (13). Disconnect and remove RH parking brake supply line at
tee.
13. Disconnect air sensor hose from duct.
14. Remove wheel motor cooling air exhaust duct (5)
from between wheel motors.
15. Disconnect wheel motor power cables (7) at wheel
motor terminals. Remove cable clamps and pull
cables from axle housing.
12. LH Wheel Motor

13. Park Brake Line
14. RH Wheel Motor
15. Capscrew
16. Hardened Flatwasher
17. Access Hole
16. Disconnect air pressure sensor/rear light harness

(8) inside axle housing and remove clamps. Disconnect speed sensor harness (9) connectors and
remove clamps. Pull both harnesses from axle
housing.
17. Remove automatic lube system hoses and clamps
attached to housing. Secure hoses to frame to
prevent interference during axle housing removal.
18 Remove rear suspensions. Refer to Section H.
19. Remove anti-sway bar as described in this Section.
20. Remove pivot pin as described in this Section.
21. Remove wheel motors as described in this Section.
G5-2
Rear Axle Housing
9/99 G05015
22. Attach overhead hoist or crane to lift eyes on rear

axle housing and move from rear of frame.
4. Install rear suspensions, as described in Section

H.
5. Connect auto lube system hoses and clamps.

1. Thoroughly clean the capscrew holes and wheel
motor mounting faces. Re-tap holes if threads are
damaged.
2. Check wheel motor mounting faces for nicks,
scratches or other damage. Inspect all welds and
repair as necessary.
3. Inspect pivot pin bearing. If worn or damaged, refer
to Pivot Eye Bearing, this Section, and repair as
required.
4. Inspect brake system relay valve (6, Figure 5-1)
and hoses for leaks. Inspect manifold (4) hose
connections and repair leaks or damaged hoses.
Installation
6. Route wheel motor cables (7, Figure 5-1) into

housing and clamp in place. Install cable grip
mounting plate and cable grips.
7. Install speed sensor harness (9, Figure 5-1)
through housing. Install cable grip.
8. Install air sensor/light harness through housing,
clamp in place and install connectors. Install cable grip.
9. Install wheel motors, cables, brake lines and tires
as described on the following pages.
10. Connect hoses to manifold (4) at front of housing.
11. Install air duct (5). Close duct inspection covers
and install duct tube in rear opening of axle housing.
1. Position axle housing under frame.
12. Reconnect wheel motor cooling air duct and clamp

securely.
2. Align pivot pin bores and install pivot pin. Refer to

installation procedure earlier in this Section.
13. Open pump shut-off valves. Service hydraulic

system.
3. Install anti-sway bar. Refer to installation procedure earlier in this Section.
G05015 9/99
Rear Axle Housing
G5-3
WHEEL MOTOR
Read and observe the following instructions before attempting removal of the wheel motors or any
repairs on the propulsion system components!
Front wheels must be securely blocked to prevent

movement as brakes will be released.
All electrical cables and hydraulic hoses should
be marked prior to removal.
Close the shut-off valves on the hydraulic pumps
to reduce amount of oil loss from brake system.

are started.
of those working in the area of the wheel motors, and
possibly the electrical cabinet and retarding grids. The
following procedures will ensure the electrical system
is properly discharged before repairs are started.
PREPARATION
Removal
NOTE: If suitable equipment is available to lift wheel
motor assembly from the axle housing it is not necessary to remove the truck body. The equipment used
must be capable of lifting and supporting the weight of
the complete wheel motor assembly, 35,050 Lbs.
(15,913 kg.), must be mobile and must be capable of
aligning the wheel motor to the axle housing mounting
flange during installation.
If the wheel motor must be removed by use of a crane
or overhead hoist, refer to Section B for body removal
instructions.
1. Raise the rear of truck as described in this Section,

until tires clear the ground. Use support stands or
cribbing to block under rear housing.
2. Remove the inner and outer wheels from wheel
motor. Refer to tire and wheel removal instructions in this Section. Be certain additional capscrews have been installed to provide support for
the wheel motor transmission housing while the
rear tires are removed.
3. With the pump shut-off valves in the closed position, remove the drain plug at bottom of brake
assembly and drain oil from disc brake housing.
4. Remove covers from access holes (17, Figure 5-1)
5. Disconnect brake system cooling lines (2 & 10) at
brake back plate. Disconnect brake apply lines
(11). Cap and plug openings.
3. Shut down the engine using the keyswitch. Place

the GF Cutout Switch in the CUTOUT position.
6. Remove clamps (3) securing brake hoses to spindles.



G5-4

9. Disconnect parking brake supply line for the motor
to be removed. Disconnect air sensor hose if
necessary.
10. Remove wheel motor cooling air exhaust duct (5)
Rear Axle Housing
9/99 G05015
11. Disconnect wheel motor power cables (7) at wheel

motor terminals. Disconnect speed sensor cable
at connector in center of housing.
Installation
1. Install two guide pins 180 apart in the rear housing.
12. Tie up cables and hoses as necessary to prevent

damage during wheel motor removal.
The complete wheel motor assembly weighs approximately 35,050 lbs. (15,913 kg). Be certain lifting device is capable of handling the load safely.
13. Attach lifting device to wheel motor assembly. DO
NOT allow lifting device to contact brake housing.
14. Remove capscrews (15) and hardened flatwashers (16) securing wheel motor to rear housing.
15. Move wheel motor assembly out of axle housing,
using care to prevent damage to brake hoses if
not removed previously.
16. Refer to appropriate GE service information for
wheel motor repair instructions.
1. Thoroughly clean the capscrew holes and mounting faces of the rear housing and the wheel motor.
2. Re-tap holes if threads are damaged.
3. Check mounting faces of wheel motor and rear
housing for nicks, scratches or other damage.
The complete wheel motor assembly weighs approximately 35,050 lbs. (15,913 kg). Be certain lifting device is capable of handling the load safely.
2. Lift wheel motor into position on the rear housing.

Refering to Figure 5-2, align wheel motor mounting capscrew hole in mounting flange nearest the
brake hose hole with the top hole of the oval
access plate. Make sure all cables and lines are
clear before installation. If brake system hoses (2,
10, & 11, Figure 5-1) have not been removed,
guide hoses through spindle holes during installation.
3. Install lubricated capscrews and flat washers securing wheel motor to rear axle housing. Snug up
all capscrews until wheel motor is seated against
axle housing flange at all points. Final tighten
(alternating capscrews 180 apart) to 1480 ft. lbs.
(2007 N.m) torque.
4. Connect power cables (7) to their appropriate
location on the wheel motor. Connect speed sensor cable.
4. Check components inside axle housing. Inspect

brake system relay valve (6, Figure 5-1) and
hoses for leaks. Inspect manifold (4) hose connections and repair leaks or damaged hoses.
5. Inspect wheel motor power cables, terminals,
cable grips, and clamps. Replace any cables or
hardware that is damaged or worn.
cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is
damaged.
G05015 9/99
FIGURE 5-2. WHEEL MOTOR ALIGNMENT

(Left Side Shown)
Rear Axle Housing
G5-5
8. Connect air sensor hose, if removed. Install park

brake apply hose (13).
9. Install inspection covers on access holes (17).
cable cleats. If clamps are cracked or broken, replace them with new parts. Inspect cable insulation and replace entire cable if insulation is
damaged.
5. Connect Brake apply line (11) to port on brake
assembly back plate.
6. Using new O-rings, install brake cooling lines.
7. Seal gap around brake cooling hoses (see sealant
specification below) where cooling hoses pass
through spindle holes. Install clamps (3).
NOTE: Brake system hoses must be sealed where
they pass through axle spindle holes to prevent cooling
air loss.
10. Install air duct (5). Close duct inspection covers

and install duct tube in rear opening of axle housing.
11. Open pump shut-off valves.
12. Check wheel motor oil level. Check hydraulic tank
oil level before and after engine start-up and brake
bleeding procedure. Service as necessary.
13. Bleed the brake apply line according to the instructions in Wet Disc Brake Assembly, Brake Bleeding Procedure, Section J.
14. Remove temporary capscrews previously installed
in wheel motor transmission housing mounting
flange. Install tires and rims using procedures
outlined earlier in this section.
15. Raise truck, remove support stands. Lower truck
and remove jack.
MASTIC SEALANT
Vendor Product Name:
Uniseal 310S Sealant
Description:
2.00 in wide x .125 in. thick x 120 in. long roll
Vendor Source:
Uniseal
1800 W. Maryland Street
Evansville, IN 47712
Other sources may be available throughout
the world.
G5-6
Rear Axle Housing
9/99 G05015
SECTION H
HYDRAIR II SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . .
"TURN OF THE NUT" Tightening Procedure
Minor Repair (Lower Bearing and Seals) . .
Major Suspension Rebuild . . . . . . . . .
Disassembly . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . .
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. H2
H2-1
H2-2
H2-4
H2-5
H2-6
H2-6
H2-7
REAR SUSPENSION . .
Removal . . . . .
Installation . . .
Disassembly
Assembly . .
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. H3
H3-1
H3-3
H3-4
H3-4
OILING AND CHARGING PROCEDURES . .

GENERAL . . . . . . . . . . . . . . . . .
EQUIPMENT LIST . . . . . . . . . . . .
FRONT SUSPENSION . . . . . . . . . .
Front Suspension Oiling . . . . . . .
Front Suspension Nitrogen Charging
REAR SUSPENSION . . . . . . . . . . .
Rear Suspension Oiling . . . . . . .
Rear Suspension Nitrogen Charging
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. H4
H4-1
H4-1
H4-2
H4-2
H4-3
H4-4
H4-4
H4-5
OIL AND NITROGEN SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-6
H01013 04/01
Index
H1-1
NOTES
H1-2
Index
H01013 04/01
FRONT SUSPENSION
The HYDRAIRII 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 rear axle assembly.
The front suspension cylinders consist of two basic
components; a suspension housing attached to the
truck frame and a suspension rod attached to the front
spindle.
Check valves and orifice dampening holes control
suspension travel to provide good ride qualities on haul
roads under loaded and empty conditions.
The front suspension rods also act as kingpins for
steering the truck.
The HYDRAIRII 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.
Removal
1. Park unloaded truck on hard level surface. Block
wheels and set parking brake. Remove front
wheel and tire according to Removal instructions in Section G, Front Tire and Rim. Remove
front wheel hub and spindle as covered in Section
G.
2. Remove boot clamp and boot from around suspension.
3. Discharge nitrogen pressure from suspension by
removing cap from charging valve (5, Figure 2-1).
Turn the charging valve swivel nut (small hex) (2,
Figure 2-2) counterclockwise 3 full turns to unseat
valve seal (DO NOT turn more than three turns).
DO NOT TURN LARGE HEX (4) (see DANGER
below). Wearing face mask or goggles, depress
valve stem until all nitrogen pressure has been
relieved.
Make certain only the swivel nut (2) turns. Turning

the complete charging valve assembly may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
4. After all nitrogen pressure has been relieved,
loosen large hex (3) and remove charging valve
assembly. Discard O-ring seal.
FIGURE 2-1. SUSPENSION CHARGING VALVE

1. Suspension
Housing
2. Cap Structure
H02013 2/01
3. Pressure Sensor Port

4. Vent Plug
5. Charging Valve
FIGURE 2-2. CHARGING VALVE INSTALLATION

1. Valve Cap
4. Vent Plug
2. Swivel Nut (Small Hex)
3. Charging Valve Body (Large Hex)
Front Suspensions
H2-1
5. Place a suitable container under suspension cylinder. Remove bottom drain plug (19, Figure 2-8)
and allow cylinder to drain completely.
NOTE: Front HYDRAIRII suspensions are equipped
with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring
replacement is required, it will not be necessary to
remove suspension from truck. Refer to Minor Repair
Only (Lower Bearing & Seals) for bearing retainer
removal and installation.
6. If major suspension rebuild is required, continue
removal procedure.
7. Attach fork truck or suitable lifting device to suspension. Secure suspension to lifting device.
The front HYDRAIRII suspension weighs approximately 6150 pounds (2790 kg). Be certain the lifting
device to be used is of sufficient capacity to handle
load.
8. Remove capscrews and washers (1, Figure 2-3)
and nuts and washers (2).
9. Remove capscrews and washers (8), and nuts
and washers (10).
10. Remove capscrews and washers (6), and spacers
(9).
FIGURE 2-3. SUSPENSION INSTALLATION

1. Capscrew & Washers
2. Nuts & Washers
3. Housing
4. Mounting Surface
5. Shear Bar
6. Capscrew & Washers

7. Piston
8. Capscrews & Washers
9. Spacer
10. Nuts & Washers
11. Move suspension to a clean work area for disassembly.

Installation
Use the following procedure for preparing mounting
surfaces and mounting hardware.
1. The mounting surface of both the suspension and
the frame must be clean and dry. Use a cleaning
agent that does not leave a film after evaporation,
such as trichlorethylene, tetrachlorethylene, acetone or lacquer thinner.
When using a cleaning agent, follow the manufacturers instructions for use, proper ventilation
and/or use of breathing apparatus.
H2-2
2. Inspect suspension and frame mounting surfaces

and spotfaces for flatness. Surface finish must not
exceed 250 (RMS) (medium tool cut). Surface
flatness must be within 0.010 in. (0.254 mm).
3. Clean and dry all capscrews, nuts and washers
as stated in Step 1, above.
NOTE: The use of dry threads in this application is

not recommended. Due to the high tightening
forces required to load these capscrews, dry
threads may cause damage to tools.
Front Suspensions
H02013 2/01
4. Lubricate capscrew threads, capscrew head

seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
replaced. Replace all suspension mounting hardware,

if the truck was operated with the suspension mounting
in a loose joint condition.
AMERICAN ANTI-RUST GREASE #3-X

from Standard Oil Division of American Oil
Company.
RUSTOLENE D grease
from Sinclair Oil Company.
GULF NORUST #3 from Gulf Oil Company.
RUST BAN 326 from Humble Oil Company.
1973 RUSTPROOF from the Texas Company.
RUST PREVENTIVE GREASE-CODE 312
from the Southwest Grease and Oil Company.
NOTE: If none of the rust preventive greases listed
above are available for field assembly, use one of the
following lubricants:
SAE 30 weight oil.
5% Molybdenum - Disulphide Grease
FIGURE 2-4. INSTALLATION OF HARDENED

FLAT WASHER
1. Hardened Flat Washer
2. Capscrew
NOTE: Special hardened flat washers are punched
during the manufacturing process, therefore when
used under the capscrew head they must be assembled with the inside diameter radius of the hole toward
the head (punch lip away from head) to prevent damage to the fillet between capscrew head and shank.
See illustration above.
High tightening force is required to load front suspension mounting capscrews. Repeated tightening operations will cause capscrew material to
fatigue and break. DO NOT reuse mounting hardware (capscrews, hardened washers, and nuts)
more than twice after original installation (3 total
see NOTE below). Replace capscrews, washers
and nuts after third use.
NOTE: The following method is suggested to control
the 3 - Use maximum:
5. Attach fork truck or lifting device to suspension

and mount suspension to the truck frame making
certain shear bar (5, Figure 2-3) is flush with end
of suspension keyway. Install fourteen capscrews
(1, 6, 8) with hardened washers and nuts. (A
flatwasher is used under each capscrew head
and each nut.) The four bottom holes tapped into
suspension housing require capscrews (6) with
hardened washers, and spacers (9) only.
Punch mark the capscrew heads with a center punch

after each tightening as follows:
6. The capscrews are now ready for tightening using

the Turn-of-the-Nut Tightening Procedure described on the following page.
Initial Installation. . . . . . . . . . . No (0) marks.

Second Installation . . . One (1) punch mark.
Third Installation . . . . Two (2) punch marks.
Suspension mounting capscrews are specially hardened bolts to meet or exceed Grade 8 specifications.
Replace only with bolts of correct hardness. Refer to
the Komatsu Parts Catalog for correct part number.
Before installation, inspect each capscrew for any
defects and number of punch marks. Replace capscrew and related hardware if two punch marks are
evident; do not reuse if any defect is suspected. Hardware showing signs of rust, corrosion, galling or local
yielding on any seat or thread surfaces should be
H02013 2/01
NOTE: The Turn-of-the-Nut tightening procedure

was developed for high strength capscrews (grade 8
or better) in this joint application only. Do not use this
tightening method for other joint types or capscrews of
lesser grade/size.
Front Suspensions
H2-3
TURN-OF-THE-NUT Tightening Procedure
1.) Mark a reference line on a corner of the

hexagonal capscrew head or nut and the
mounting surface opposite this corner as
shown. Then mark the position located 60
or 120 clockwise relative to the first reference line on the mounting surface. Refer to
Figures 2-5 and 2-6.
2.) To insure that the opposite end of the turning
member, either the capscrew head or nut
remains stationary, scribe a reference mark
for this check.
3.) Each corner of a hexagon represents 60.
The turning member, either the capscrew
head or nut, is turned until the marked corner
is adjacent with the marked reference line.
Check to make sure that the opposite end of
the turning member has NOT turned during
the tightening procedure. NOTE: Do not exceed 4 RPM tightening speed. Do not hammer or jerk wrench during the tightening
procedure.
a. Tighten all fourteen capscrews (1, 6, 8, Figure

2-3) to 400 40 ft .lbs. (542 5 N.m) torque.
Use a torque wrench of known calibration.
b. Maintain this torque on the top two corner
capscrews and the bottom outer four capscrews (item 8, the 4 bottom capscrews with
nuts).
c. Loosen the 8 remaining capscrews and then
tighten again using turn-of-the-nut tightening
procedure as follows:
d. For the four, 6.0 in. (15 cm) long capscrews (1,
Figure 2-3) at the upper mount, tighten capscrews initially to 70 ft. lbs. (95 N.m) torque;
then advance capscrew head 60 using steps
d-1.) through d-3.). Refer to Figure 2-5.
FIGURE 2-5. REFERENCE MARKS FOR 60

DEGREE ADVANCE
(6.0 in. (15 cm) Capscrews)
For the four inner, 14.0 in. (36 cm) long capscrews (6, Figure 2-3), tighten capscrews initially to 100 ft. lbs. (136 N.m) torque; then
advance capscrew head 120 using steps d-1)
through d-3). Refer to Figure 2-6.
e. Loosen the top two corner capscrews (1) and

the bottom outer four capscrews (8, the 4 bottom capscrews with nuts).
1.) Tighten the top, two corner 6.0 in. (15 cm)
capscrews to 70 ft. lbs. (95 N.m) torque,
then use turn-of-the-nut method to advance capscrew heads 60.
2.) Tighten the bottom, outer four 14.0 in. (36
cm) capscrews to 200 ft. lbs. (271 N.m)
torque, then use turn-of-the-nut method to
advance capscrew heads 120.
NOTE: If for any reason, these fasteners need to be

checked for tightness after completing the above procedure; loosen and inspect all 14 capscrews and
repeat entire process, starting with cleaning and lubricating capscrews, washers, and nuts. In addition, the
capscrew head will need to be appropriately marked
to show an additional use.
7. Charge suspension with dry nitrogen to fully extend suspension piston before installing front
wheel hub and spindle.
FIGURE 2-6. REFERENCE MARKS FOR 120
DEGREE ADVANCE
(14.0 in. (36 cm) Capscrews)
8. Install wheel, spindle, and tire according to instructions in Section G.

9. Service the suspension. For instructions refer to
HYDRAIRII Oiling and Charging Procedure.
10. Install suspension boot and secure with clamp.
H2-4
Front Suspensions
H02013 2/01
MINOR REPAIR ONLY (LOWER BEARING &

SEALS)
Bearing Retainer Removal
If only rod wiper, rod seals, bearing, O-ring and backup
rings are to be replaced, refer to steps below for lower
bearing retainer removal.
1. Remove lower bearing retainer capscrews and
hardened washers (20 & 21, Figure 2-6). Install
pusher bolts into tapped holes in retainer flange.
2. Tighten pusher bolts evenly and prepare to support bearing retainer as it exits the suspension
housing. Remove retainer assembly (18).
3. Remove wiper (29), rod seal (28), step seal (27),
O-ring (22), backup ring (23) and lower bearing
insert (24).
Bearing Retainer Installation

1. Install new rod seal (28), step seal (27) and rod
wiper (29).
When installing backup rings with rod seal (28)

and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-8.
FIGURE 2-7. PISTON ROD REMOVAL
2. Install new O-rings (22) and backup rings (23) in
their appropriate grooves in the lower bearing
retainer (18). Install new bearing (24).
NOTE: Backup rings must be positioned toward the
flange of bearing retainer as shown in Figure 2-9.
3. Install temporary, guide bolts to ensure bolt hole
alignment as bearing retainer is seated. Lift lower
bearing retainer (18) assembly into place and
carefully start into suspension housing.
1. Capscrew
3. Capscrew
5. Upper Bearing
Retainer
6. Housing
7. Piston
8. Mounting Holes
9. Steel Ball (2 ea.)

10. Roll Pin
11. Nut
12. Piston Stop
13. Key
14. Upper Bearing
15. O-Ring & Backup Ring
16. Cap Structure
4. Install capscrews and hardened washers (20 &

21). Tighten capscrews to 500 ft. lbs. (678 N.m)
torque.
5. Install wheel, tire and spindle assembly. Refer to
steps in Section G, Wheel, Tire and Spindle
Installation for installation instructions.
H02013 2/01
Front Suspensions
H2-5
FIGURE 2-8. FRONT SUSPENSION

1. Housing
2. Cap Structure
3. Capscrew
4. Hardened Washer
5. O-Ring
6. Backup Ring
7. Capscrew
8. Hardened Washer
9. Charging Valve Assy.
10. Vent Plug
11. Plug (Pressure Sensor Port)
12. Upper Bearing Retainer
13. Piston Stop
14. Nut
15. Roll Pin
16. Steel Check Ball

17. Piston
18. Lower Bearing Retainer
19. Plug
20. Capscrew
21. Hardened Washer
22. O-Ring
23. Backup Ring
24. Lower Bearing
25. Key
26. Upper Bearing
27. Step Seal
28. Rod Seal
29. Rod Wiper
MAJOR SUSPENSION REBUILD

Disassembly
NOTE: Refer to your Komatsu Distributor for HYDRAIRII repair information and instructions not covered in this manual.
1. With suspension held in a vertical position (end
cap up), remove capscrews (1, Figure 2-7) and
hardened washers (2). Attach hoist to end cap
structure (16) and lift end cap out of suspension
housing (6) until piston stop (12) contacts upper
bearing retainer (5). Remove capscrews (3) and
hardened washers (4). Lift cap structure and
bearing from housing.
2. Remove roll pin (10), nut (11), piston stop (12) and
key (13). Separate cap and bearing. Remove
O-rings and backup rings (15). Remove bearing
(14).
3. Rotate the suspension 180o.
NOTE: Steel balls (9) will fall free when the housing is
rotated.
4. Attach lifting device to the piston (7) and carefully
lift out of housing.
5. Remove capscrews and washers (20 & 21, Figure
2-8). Install pusher bolts and remove lower bearing retainer (18).
6. Remove and discard rod seal (28) step seal (27)
and rod wiper (29). Remove and discard O-rings
(22) and backup rings (23). Remove lower bearing (24).
H2-6
Front Suspensions
H02013 2/01
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
HYDRAIR suspension oil (see Oil Specification under Oiling and Charging Procedure).
Take care not to damage the machined or plated
surfaces, O-rings or seals when installing piston
assembly.
1. Install new rod seal (28, Figure 2-8), step seal

(27), and rod wiper (29).
When installing backup rings with rod seal (28)

and step seal (27), be certain radius is positioned
toward the seal and the white dot is positioned
away from the seal as shown in Figure 2-8.
2. Install new O-rings (22) and backup rings (23) in
their appropriate grooves in the bearing retainer
(18).
NOTE: Backup rings must be positioned toward bearing retainer bolt flange as shown in Figure 2-9.
4. Install new backup rings and O-rings (15, Figure

2-7) in end cap grooves. Backup rings must be
positioned toward the flange on the end cap.
5. Install new bearing (14) on upper bearing retainer
(5).
6. Slide upper bearing retainer assembly over cap
structure rod (16).
7. Install key (13) and piston stop (12) on cap structure rod. Make sure piston stop is fully seated
against the rod shoulder. Install locknut (11)
against piston stop. Tighten locknut one half turn
further, until hole for the roll pin (10) is in alignment. Install roll pin.
8. Attach a lifting device to top side of end cap
assembly. Lower assembly down on piston (7).
Insert steel balls (9) in holes in piston prior to fully
seating bearing on top of piston. A small amount
of petroleum jelly will prevent the balls from dropping out during assembly.
9. Install upper bearing retainer (5) onto piston rod.
Secure bearing in place with NEW capscrews (3)
and hardened washers (4). Tighten capscrews to
500 ft. lbs. (678 N.m) torque.
NOTE: ALWAYS use new capscrews (3, Figure 2-7)
during assembly. Used capscrews will be stressed and
fatigued because of loads imposed on these capscrews during operation.
10. Apply a light coating of petroleum jelly to the seals,
wiper and bearings. With suspension housing in a
vertical position, carefully lower the piston rod and
end cap assembly into the bore of the cylinder
housing to its fully retracted position
11. Install capscrews and hardened washers (1 & 2)
and tighten to 500 ft. lbs. (678 N.m) torque.
12. Install bottom plug (19, Figure 2-8) and tighten to
13 ft. lbs. (17.5 N.m) torque.
FIGURE 2-9. BACK-UP RING PLACEMENT

1. O-Ring
2. Backup Ring
3. Bearing Retainer
3. Install lower bearing (18) into lubricated suspension housing. Install capscrews and hardened
lockwashers (20 & 21) through bearing flange and
into tapped holes in housing. Tighten to 500 ft.
H02013 2/01
NOTE: If suspension is to be stored, put in two pints

(1.0 l) of a rust preventive oil. This oil must be drained
when suspension is put into service.
13. Install charging valve and new O-ring (5, Figure
2-1). Lubricate O-rings with clean HYDRAIR oil
before threading into end cap. Tighten large hex
of charging valve to 16.5 ft. lbs. (27.4 N.m) torque.
Front Suspensions
H2-7
NOTES
H2-8
Front Suspensions
H02013 2/01
REAR SUSPENSIONS
The HYDRAIR II suspensions are hydro-pneumatic
components containing oil and nitrogen gas. The oil an
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
rear axle housing, and a suspension rod attached to
the frame.
The HYDRAIR II 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.
Removal
1. Remove capscrews, washers, and metal shield
(2, Figure 3-1) from the suspension.
2. Remove charging valve cap, (1, Figure 3-2)
loosen small hex (4) on charging valve and turn
counterclockwise three full turns to unseat valve
seal. Connect suspension charging kit.
Make certain only the swivel nut turns. Turning the

complete charging valve assembly may result in
the valve assembly being forced out of the suspension by the gas pressure inside.
3. If necessary, charge the suspension to be removed with dry nitrogen until the rod is exposed
approximately 5.0 in. (127 mm).
4. Place stands or cribbing under the truck frame at
each hoist cylinder mount.
FIGURE 3-2. CHARGING VALVE
FIGURE 3-1. REAR SUSPENSION INSTALLATION

1. Mounting Pins
2. Piston Rod Shield
H03013
3. Suspension Cylinder
1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer
Rear Suspensions
6. Valve Body
7. O-ring
8. Valve Stem
9. O-ring
H3-1
5. Open valve on suspension charging kit to release

nitrogen from the suspension. Disconnect charging kit.
6. Disconnect lubrication lines. Disconnect pressure
sensor cable.
7. Position a fork lift under the suspension housing,
above the lower mounting pin. Secure suspension to fork lift.
The rear HYDRAIRII suspension weighs approximately 2,400 pounds (1088 kg.). Be certain the
capacity of the lifting device used is sufficient for
lifting this load.
NOTE: The mounting arrangement for the top and

bottom pins is identical.
8. Remove pin retainer locknuts (3, Figure 3-3) and
capscrews (2) at upper and lower pins (1).
9. Install a puller and pull the lower mounting pin from
the bore in the rear axle housing. Remove both
spacers (4).
FIGURE 3-3. SUSPENSION MOUNTING PIN

(Typical, Top and Bottom)
1. Pin
2. Retainer Capscrew
3. Locknut
4. Bearing Spacer
5. Retainer Ring
6. Bearing
7. Capscrew
8. Washer
9. Sleeve
10. With the fork lift positioned under the suspension,

install a puller and remove upper mounting pin
from the bore in the truck frame. Remove pin and
spacers.
11. Clean the exterior of the suspension thoroughly
and move to a clean work area for disassembly.
H3-2
Rear Suspensions
H03013
Installation
1. Inspect mounting bore sleeves (9, Figure 3-3) and
bearing spacers for damage or wear. Check fit of
pins in bores prior to installing suspension.
2. Secure suspension to fork lift and raise into position. (Suspension assembly should be retracted
as far as possible prior to installation.)
3. Position top suspension eye with its spherical
bearing, between the ears on the frame as shown
in Figure 3-3. Be certain the upper and lower
mounting eyes are aligned and the vent plugs are
positioned to the rear.
4. Lubricate the pin (1), align the retaining capscrew
hole with the hole in the mounting bore and drive
in far enough to hold pin in position.
5. Insert the spacer (4) and continue to drive the pin
in through the spherical bearing. Insert the remaining spacer and continue to drive the pin in
until the retaining capscrew hole is aligned with
the hole in the pin.
H03013
6. Install capscrew (2, Figure 3-3) and locknut (3).

Tighten to 343 ft. lbs. (465 N.m) torque.
7. Lower the suspension housing until the lower
mount bearing aligns with the bore in the rear axle
housing and repeat the above procedure to install
the bottom pin. The parts in the top and bottom
joint are identical.
8. Install the nitrogen charging kit and add nitrogen
to raise frame off stands or cribbing, or use a lifting
device if available.
9. Connect lubrication lines. Connect pressure sensor.
10. Service the suspension. For instructions, refer to
HYDRAIR II Oiling and Charging Procedure,
this section.
11. Install piston rod shield (2, Figure 3-1) with the
capscrews, flat washers, and lockwashers.
Rear Suspensions
H3-3
Disassembly
NOTE: The suspension should be placed in a fixture
which will allow it to be rotated 180 vertically.
1. Depress charging valve stem to insure all nitrogen
gas pressure has been released prior to removing
charging valve. Wear face mask or goggles while
relieving nitrogen gas.
2. Remove charging valve cover. Remove charging
valve (12, Figure 3-4). Remove and discard
charging valve O-ring. Remove vent plug (14).
3. Place the suspension in a vertical position (piston
rod down). Suspension will contain oil which will
drain through the vent port. Remove piston protection shields (8), if installed.
4. Rotate the suspension 180. Remove socket head
capscrews (18) and pull suspension piston assembly (5) from housing (1). The housing bearing
(21) will be removed with the piston assembly.
5. Remove capscrew and hardened washers (2 &
3). Remove piston bearing (4) from piston rod.
Remove ball checks (22) from piston. Slide the
housing bearing (21) off of the piston.
6. Remove and discard wiper seal (15), rod seal (16),
step seal (17), O-ring (20), and backup ring (19)
from housing bearing.
NOTE: If other repairs are necessary, refer to your

local Komatsu Distributor for repair information and
instructions not covered in this manual.
Assembly
Assembly must be accomplished in a clean, dust free
work area. All parts must be completely clean, dry and
free of rust or scale. Lubricate all interior parts and
bores with fresh suspension oil. (See Oil Specifications
under Oiling and Charging Procedure, this section).
1. Install the spherical bearing (6, Figure 3-3) in the
eye of the piston rod and of the cylinder housing.
2. Place the ring retainers (5) in position to secure
the bearings.
3. Install the piston rod vent plug (7, Figure 3-4).
4. Install the wiper seal (15), rod seal (16), and step
seal (17). When installing backup rings with
rod seal (16) and step seal (17), be certain
radius is positioned toward the seal and the
white dot is positioned away from the seal as
shown in Figure 3-4.
5. Install O-ring (20) and backup ring (19) on the
bearing (21). Backup rings must be positioned
toward the flange of the bearing.
6. Slide the bearing (21) onto the lubricated piston
rod (5).
7. Remove vent plug (7).

8. If the spherical bearings (6, Figure 3-3) require
replacement, remove the retainer rings (5). Press
bearing out of bore.
1. Clean all parts thoroughly in fresh cleaning solvent. Use a solvent that does not leave a film after
evaporation, such as Trichlorethylene, Acetone
or Laquer Thinner.
7. Place the ball checks (22) in the piston and install

the piston rod bearing (4) with the capscrews and
hardened washers (2 & 3). Tighten the capscrews
to standard torque.
8. With the lubricated housing (1) held in a vertical
position, slide the piston assembly part way into
the housing. Slide the loose housing bearing
down onto the housing and fasten with socket
head capscrews (18). Tighten the capscrews to
standard torque. Use care during piston installation to prevent damage to machined and chrome
surfaces.
9. Install vent plugs (11 & 14). Install shield (8).
When using cleaning agents follow the solvent

manufacturers instructions.
2. Dry all parts completely using only dry, filtered
compressed air and lint free wiping materials.
3. Inspect all parts for evidence of wear or damage.
Inspect plated surfaces for scratches, nicks or
other defects. Replace or repair any damaged
parts.
H3-4
NOTE: If suspension is to be stored, put in two pints

(1.0 l) of a rust preventive oil. This oil must be drained
when suspension is put into service.
10. Using new O-ring, install charging valve. Tighten
large hex of charging valve to 16.5 ft.lbs. (22.4
N.m) torque.
Rear Suspensions
H03013
FIGURE 3-4.
REAR SUSPENSION
ASSEMBLY
1. Housing
2. Capscrews
3. Hardened
Flatwashers
4. Piston Bearing
5. Piston Rod
6. Bleeder Screw
7. Vent Plug
8. Shield
9. Capscrew
10. Washers
11. Vent Plug
12. Charging Valve
13. Plug (Sensor)
14. Vent Plug
15. Wiper Seal
16. Rod Seal
17. Step Seal
18. Socket Head
Capscrew
19. Backup Ring (See
note)
20. O-Ring
21. Housing Bearing
22. Ball Check
H03013
Rear Suspensions
H3-5
NOTES
H3-6
Rear Suspensions
H03013
OILING AND CHARGING PROCEDURE

EQUIPMENT LIST
GENERAL
These procedures cove the Oiling and Charging of
HYDRAIRII suspensions on Komatsu Trucks.
Suspensions which have been properly charged will
provide improved handling and ride characteristics
while also extending the fatigue life of the truck frame
and improving tire wear.
NOTE: Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Additions to truck weight by adding body liners, tailgates, water tanks, etc. should be considered
part of the payload. Keeping the truck GVW within the
specification shown on the Grade/Speed chart in the
operator cab will extend the service life of the truck
main frame and allow the HYDRAIRII suspensions to
produce a comfortable ride.
HYDRAIR Charging Kit

Jacks and/or Overhead Crane
Support Blocks (Front and Rear) for:
Oiling Height Dimensions
Nitrogen Charging Height Dimensions

HYDRAIR Oil (See Specifications Chart)
Dry Nitrogen (See Specifications Chart)
HYDRAIR CHARGING KIT

Assemble service kit as shown in Figure 4-1 and attach
to container of pure dry nitrogen (8).
Installation of Charging Kit
1. Remove protective covers and charging valve
caps from suspensions to be charged.
2. Turn T handles (1, Figure 4-1) of adapters (2)
completely counterclockwise.
All HYDRAIRII suspensions are charged with

compressed nitrogen gas with sufficient pressure
to cause injury or damage if improperly handled.
Follow all safety instructions, cautions, and warnings provided in the following procedures to prevent any accidents during Oiling and Charging.
Proper charging of HYDRAIRII suspensions requires
that three (3) basic conditions be established in the
following order:
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, HYDRAIR II suspensions should be
charged in pairs (fronts together and rears together).
If rears are to be charged, the fronts should be charged
first.
NOTE: Set up dimensions specified in the charts must

be maintained during oiling and charging procedures.
However, after the truck has been operated, these
dimensions may vary.
H04005 9/99
FIGURE 4-1. HYDRAIR CHARGING KIT

NOTE: Arrangement of parts may vary from illustration
above, depending on Charging Kit P/N.
1. T Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-5)
Oiling and Charging Procedures

730E, 830E, and 930E
H4-1
3. Be certain outlet valves (3) and inlet valve (4) are

closed (turned completely clockwise).
4. Turn swivel nut (small hex) on charging valve 3
full turns counterclockwise to unseat valve.
5. Attach charging valve adapters (2) to each suspension charging valve stem.
FRONT SUSPENSION
1. Park unloaded truck on a hard level surface. Block
wheels, apply parking brake.
2. Thoroughly clean area around charging valve on
the suspensions. Remove protective covers from
charging valves.
6. Turn T handles (1) clockwise (this will depress

core of charging valve and open gas chamber of
suspension).
7. Open both outlet valves (3).
By selective opening and closing of outlet valves (3),
and inlet valve (4), suspensions may be charged separately or together.
All HYDRAIRII suspensions are charged with

compressed nitrogen gas with sufficient pressure
to cause injury or damage if improperly handled.
Follow all the safety notes, cautions and warnings
in these procedures to prevent accidents during
servicing and charging.
Removal of Charging Kit

1. Close both outlet valves (3).
Front Suspension Oiling
2. Turn T handles (1) counterclockwise to release

charging valve cores.
3. Remove charging valve adapters (2) from charging valves.
4. Tighten swivel nut (small hex) on charging valve.
5. Install charging valve caps and protective covers
on both suspensions.
SUPPORT BLOCKS FOR OILING AND

CHARGING DIMENSIONS
Prior to starting oiling and charging procedures, supports should be fabricated which will maintain the
correct exposed piston rod extensions.
Exposed piston rod extensions are specified for both
oil level and nitrogen charging for HYDRAIRII suspensions. These dimensions are listed in the Tables
below Figures 4-2 and 4-4. Measure dimensions from
face of cylinder gland to machined surface on spindle
on front suspension. Measure from face of cylinder
gland to piston flange on rear suspension. Do NOT
include capscrew heads in measurements.
Support blocks may be made in various forms. Mild
steel materials are recommended. Square stock or
pipe segments [1 in. (25 mm) minimum] may be used.
Blocks must be capable of supporting the weight of the
truck during oiling and charging procedures while
avoiding contact with plated surfaces and seals on the
suspension. Refer to Figure 4-2 for front suspension
support block placement and Figure 4-4 for rear support block placement.
H4-2
When blocks are in place on a suspension, they

must be secured with a strap or other means to
insure the blocks stay in place while being used.
An unsecured block could fly loose as weight is
applied, presenting the possibility of serious injury to nearby personnel and/or damage to the
equipment. Overhead clearance may be reduced
rapidly and suddenly when nitrogen pressure is
released!
1. Position and secure oiling height dimension
blocks in place (Figure 4-2). When nitrogen pressure is released, suspensions will lower to rest on
the blocks. Take care that blocks do not mar or
scratch plated surface of the piston nor damage
the wiper seals in the lower bearing retainer.
Support blocks must seat on the spindle and the
cylinder housing. Place 2 blocks (180 apart) on
each side of suspension to provide stability.
Wear a face mask or goggles while relieving nitrogen pressure.

730E, 830E, and 930E
H04005 9/99
2. Remove charging valve cap. Turn the charging

valve swivel nut (4, Figure 4-3) counterclockwise
three full turns to unseat valve. DO NOT TURN
LARGE HEX (6). The valve body must not be
loosened until ALL nitrogen pressure has been
vented from the suspension.
3. Depress the charging valve core to release nitrogen pressure from the suspension. When all nitrogen has been vented to atmosphere, the
suspension should have collapsed slowly and be
seated solidly on the support blocks. Remove top
fill plug next to charging valve (Figure 4-2).
4. Fill the suspension with clean HYDRAIR oil until

the cylinder is full to top of fill plug bore. Drip pans
should be used and all spillage cleaned from
outside of suspension. Allow suspension to stand
for at least 15 minutes to clear any trapped nitrogen and/or bubbles from the oil. Add more suspension oil if necessary. Replace fill plug using a
new O-ring.
Front Suspension Nitrogen Charging
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.
1. With nitrogen charging blocks at hand (Figure
4-2), use crane or jacks to raise the truck to
provide clearance for the blocks.
2. Remove oiling blocks and install nitrogen charging blocks. Secure blocks so they will not fly free.
Lower truck frame until the blocks are firmly and
squarely seated between the spindle and the
cylinder housing.
NOTE: Use caution to prevent damage to plated cylinder surfaces and oil seals.
FIGURE 4-2. FRONT SUSPENSION

FRONT SUSPENSION DIMENSIONS (EMPTY)
TRUCK
MODEL
& OPTIONS
OILING
HEIGHT
in. (mm)
CHARGING
HEIGHT
in. (mm)
CHARGING
PRESSURE
psi (kPa)
730E*
1.5 (38.1)
9.0 (229) 400 (2758)
830E*
1.0 (25.4)
9.0 (229) 390 (2689)
830E**
1.0 (25.4)
9.0 (229) 410 (2827)
930E*
1.0 (25.4)
9.0 (229) 440 (3034)
930E-2*
1.0 (25.4)
9.0 (229) 425 (2930)
* with Standard Rock Body

** with Combination Body /Tailgate
Note: If truck starts to lift off blocks before charging
pressure is attained, STOP CHARGING.
H04005 9/99

1. Valve Cap
2. Seal
3. Valve Core
4. Swivel Nut
5. Rubber Washer

730E, 830E, and 930E
6. Valve Body
7. O-Ring
8. Valve Stem
9. O-ring
H4-3
3. If removed, install charging valve with new Oring(9, Figure 4-3). Lubricate O-ring with clean
HYDRAIRoil.
4. Tighten valve body (large hex, 6) to 16.5 ft. lbs.
(22.4 N.m) torque. The valve swivel nut (small
hex, 4) must be unseated counterclockwise three
full turns.
Dry nitrogen is the only gas approved for use in

HYDRAIRII 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.
Use only nitrogen gas meeting the specifications
shown in chart (Figure 4-5).
5. Install HYDRAIR Charging Kit and bottle of pure
dry nitrogen. Charge the suspension with nitrogen gas to the pressure shown in Figure 4-2. DO
NOT use an overcharge of nitrogen to lift the
suspension off the blocks.
6. Shut off gas and remove charging kit components.
7. If charging valve is being reused, tighten swivel
nut (4, Figure 4-3) to 4 ft. lbs. (5.4 N.m) torque.
8. If a new charging valve is being used, tighten
swivel nut to 10.5 ft. lbs. (14.2 N.m) torque, then
loosen and retighten swivel nut to 10.5 ft. lbs.
(14.2 N.m) torque. Again loosen swivel nut and
retighten to 4 ft. lbs. (5.4 N.m) torque. Replace
valve cap (1) and tighten to 2.5 ft. lbs. (3.3 N.m)
torque (finger tight).
REAR SUSPENSION
1. Park unloaded truck on a hard, level surface.
Apply parking brake.
2. Thoroughly clean area around charging valve on
suspensions. Remove protective covers from
charging valves and metal covers from the suspension piston.
NOTE: If suspensions are collapsed, it will be necessary to raise the truck frame with a crane or jacks to
install oiling dimension blocks. Insure lifting apparatus
capacity is adequate to hold truck weight.
When the blocks are in place on a suspension, they

must be secured in place with a strap or other
means to insure the blocks staying in place while
being used. An unsecured block could fly loose as
weight is applied, presenting the possibility of
serious injury and/or damage.
Rear Suspension Oiling

1. If suspensions are extended, position and secure
oiling height dimension blocks (supports) in place
(See Figure 4-4) so the blocks are seated between the piston flange and the cylinder housing.
Take care that blocks do not mar or scratch plated
surface of the piston nor damage the wiper seals
in the cylinder barrel.
9. Replace protective guard over charging valve.

10. Raise truck frame with crane or jacks to release
the nitrogen charging dimension blocks and remove these blocks.
The front HYDRAIR suspensions are now ready for
operation. Visually check extension with truck both
empty and loaded. Record extension dimensions.
Maximum downward travel is indicated by the dirt ring
at the base of the piston. Operator comments on
steering response and suspension rebound should
also be noted.
H4-4
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 nitrogen.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
TURN LARGE HEX. The charging valve body
has a bleeder groove in its mounting threads but
for safety of all personnel the valve body MUST
NOT be loosened until ALL nitrogen pressure has
been vented from the suspension.
!WARNING! Wear a face mask or goggles
while venting nitrogen pressure.

730E, 830E, and 930E
H04005 9/99
3. Depress the charging valve core to release nitrogen pressure from the suspension. When nitrogen pressure has been vented to atmosphere,
loosen and remove the charging valve. The suspension should have collapsed slowly as gas
pressure was released. Truck weight is now supported by the support blocks.
4. Use a plastic tube to help bleed off trapped air
inside the piston. Remove vent plugs and the
bleeder screw. Service the suspension with clean
HYDRAIR Oil until clean oil comes out of the port
where the bleeder screw and plug were removed
from the side of the housing. Drip pans should be
used and all spillage cleaned from outside of
suspension. Allow suspension to stand for at least
15 minutes to clear any trapped nitrogen and/or
air bubbles from the oil. Add oil if necessary.
Loosely install charging valve.
Rear Suspension Nitrogen Charging
Lifting equipment (overhead or mobile cranes, 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.
1. With nitrogen charging support blocks at hand
(see Figure 4-4), proceed as follows:
a. With overhead crane or jacks raise the truck
frame to provide clearance for blocks.
b. Install nitrogen charging dimension blocks; secure blocks so they will not fly free.
c. Lower truck frame until the blocks are firmly and
squarely seated between the piston flange and
cylinder housing.
NOTE: Prevent damage to plated surface, oil seals
and capscrew heads.
Dry nitrogen is the only gas approved for use in

HYDRAIR II suspensions and accumulators.
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.
Use only nitrogen gas meeting the specifications
on the Nitrogen Specifications Chart.
FIGURE 4-4. REAR SUSPENSION
REAR SUSPENSION DIMENSIONS (EMPTY)
TRUCK
MODEL
& OPTIONS
OILING
HEIGHT
in. (mm)
CHARGING
HEIGHT
in. (mm)
CHARGING
PRESSURE
psi (kPa)
730E*
1.0 (25.4)
9.0 (229)
280 (1931)
830E*
1.0 (25.4)
9.5 (241)
250 (1724)
830E**
1.0 (25.4)
9.5 (241)
315 (2172)
930E*, E-2*
1.0 (25.4)
7.5 (190)
215 (1482)
* with Standard Rock Body

** with Combination Body /Tailgate
Note: If truck starts to lift off blocks before charging
pressure is attained, STOP CHARGING.
H04005 9/99
2. Install charging valve, with a new lubricated sealing O-ring (9, Figure 4-2) (use fresh HYDRAIR
oil). Tighten valve body (large hex) (6) to 16.5 ft.
lbs. (22.4 N.m) torque. The valve swivel nut (4)
(small hex) must be unseated (counterclockwise)
about three full turns.
3. Install HYDRAIR Charging Kit and bottle of pure
dry nitrogen. Following previous instructions,
charge the suspensions with nitrogen gas to the
pressure shown in Figure 4-4 for the truck being
serviced. DO NOT use an overcharge of nitrogen
gas to lift the suspension off the blocks.
4. Shut off gas pressure and remove charging kit
components.

730E, 830E, and 930E
H4-5
5. Turn charging valve swivel nut clockwise to

tighten.
a. If the charging valve is being reused, tighten
swivel nut (small hex) to 4 ft. lbs. (5.4 N.m)
torque.
b. If a new charging valve was installed:
1). Tighten swivel nut to 10.5 ft. lbs. (14.2 N.m)
torque and then loosen.
2). Retighten swivel nut to 10.5 ft. lbs. (14.2
N.m) torque and then loosen.
3). Retighten swivel nut to 4 ft. lbs. (5.4 N.m)
torque.
4). Replace valve cap and tighten to 2.5 ft. lbs.
(3.3 N.m) torque (finger tight).
6. Raise truck frame with crane or jacks to release

the nitrogen charging dimension blocks and remove blocks. Lower frame and remove lifting
equipment.
7. Replace protective guard over charging valve and
replace the metal covers over the piston rod.
8. The rear HYDRAIR suspensions are now ready
for operation. Visually check piston extension
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 response and
suspension rebound should also be noted.
OIL AND NITROGEN SPECIFICATIONS CHARTS

HYDRAIR II OIL SPECIFICATIONS
Ambient Temperature Range Part No.
Approved Sources
Mobil 424
Sunfleet TH Universal Tractor Fluid
Mobil D.T.E. 15
Chevron Tractor Hydraulic Fluid
-30F & above (-34.5C &
VJ3911
Texaco TDH Oil
Conoco Power Tran III Fluid
above)
AMOCO ULTIMATE
Petro Canada Duratran Fluid
Motor Oil 5W30
Shell Canada Donax TDL
-55F & above (-48.5C &
above)
VJ5925
Emery 2811, SG-CD,

5W30
Mobil Delvac I, 5W30
Petro Canada Super Arctic

Motor Oil, 0W30
Conoco High Performance
Synthetic Motor Oil, 5W30
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.
VJ3911 and VJ5925 oils are supplied in 5 gallon (19 Liter) cans.
NITROGEN GAS (N2) SPECIFICATIONS
Property
Nitrogen gas used in HYDRAIR II
Nitrogen
Suspension Cylinders must meet or
Water
exceed CGA specification G10.1 for
Dew Point
Type 1, Grade F Nitrogen Gas
Oxygen
Value
99.9% Minimum
32 PPM Maximum
-68F (-55C) Maximum
0.1% Maximum
FIGURE 4-5. SPECIFICATIONS CHART
H4-6

730E, 830E, and 930E
H04005 9/99
SECTION J
BRAKE SYSTEM
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . .
Service Brake Circuit . . . . . . . . . . .
Secondary Braking and Automatic Apply
Parking Brake Circuit . . . . . . . . . . .
Brake Lock Circuit . . . . . . . . . . . .
Warning Circuit . . . . . . . . . . . . . .
Brake Valve Cut-Away . . . . . . . . . .
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. J2
J2-1
J2-3
J2-3
J2-4
J2-4
J2-5
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . .

Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . .
Cleaning and Inspection . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .
Differential Pressure Switch . . . . . . . . . . . . . . . . . .
Valve Bench Test and Adjustment . . . . . . . . . . . . . . .
Differential Pressure Switch Adjustment . . . . . . . . .
Installation of Brake Pedal Actuator Assembly to Brake Valve
Installation of Retard Pedal to Brake Valve . . . . . . . . . .
Dual Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .
Differential Pressure Switch . . . . . . . . . . . . . . . . . .
Valve Test and Adjustment . . . . . . . . . . . . . . . . . . .
Differential Pressure Switch Adjustment . . . . . . . . .
Hydraulic Brake Accumulators . . . . . . . . . . . . . . . . . . .
Brake Accumulator Bleeddown Procedure . . . . . . . . . .
Accumulators (Hydraulic Components Cabinet) . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .
Charging Procedure . . . . . . . . . . . . . . . . . . . . . .
Accumulators (Frame Mounted) . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . .
Accumulator Charging Procedure . . . . . . . . . . . . . . .
Retarder Control Lever (Steering Column-mounted) . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . .
Disassembly and Adjustment . . . . . . . . . . . . . . . . .
Potentiometer Checks . . . . . . . . . . . . . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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. J3
J3-1
J3-2
J3-2
J3-3
J3-6
J3-6
J3-9
J3-10
J3-11
J3-13
J3-13
J3-15
J3-17
J3-17
J3-17
J3-18
J3-19
J3-21
J3-22
J3-22
J3-22
J3-22
J3-22
J3-22
J3-23
J3-24
J3-25
J3-26
J3-26
J3-26
J3-27
J3-27
J3-28
J3-29
J3-30
J3-30
J3-30
J3-31
J3-31
J3-31
J01027 03/01
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Index
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J1-1
BRAKE CIRCUIT CHECKOUT PROCEDURE

Equipment Required . . . . . . . . .
Initial System Setup . . . . . . . . .
Brake System Checkout . . . . . . . . .
Failure Modes Check-out . . . . . . . .
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. J4
J4-3
J4-4
J4-5
J4-6
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . J4-8

HYDRAULIC BRAKE SYSTEM CHECK-OUT PROCEDURE DATA SHEET . . . . . . . . . . . J4-13
J1-2
WET DISC BRAKE ASSEMBLY (Front and Rear) . . .

Operation . . . . . . . . . . . . . . . . . . . . . .
Maintenance . . . . . . . . . . . . . . . . . . . .
Brake Disc Wear Indicator . . . . . . . . . .
Brake Rebuild . . . . . . . . . . . . . . . . . . .
Disassembly . . . . . . . . . . . . . . . .
Cleaning and Inspection . . . . . . . . .
Assembly . . . . . . . . . . . . . . . . .
Seal Gap Adjustment (Rear Brake Assembly)
Floating Ring Seal Assembly/Installation . . .
Wet Disc Brake Bleeding Procedure . . . . . . .
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. . J5
. J5-1
. J5-2
. J5-2
. J5-4
. J5-4
. J5-7
. J5-8
. J510
J5-11
J5-14
PARKING BRAKE . . . . . . . . . . .
Operation . . . . . . . . . . . . . .
Maintenance . . . . . . . . . . . .
Inspection . . . . . . . . . . .
Removal . . . . . . . . . .
Disassembly . . . . . . . .
Cleaning and Inspection .
Assembly . . . . . . . . .
Parking Brake Bleeding Procedure
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Index
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. J7
J7-1
J7-2
J7-2
J7-2
J7-3
J7-4
J7-4
J7-4
J7-6
J01027 03/01
BRAKE CIRCUIT
The Komatsu truck is equipped with an all-hydraulic
actuated wet disc service brake system. The brake
system utilizes Type C-4 hydraulic oil provided by the
brake/steering pump from the main hydraulic tank for
brake application. Brake disc cooling during truck operation is provided by the hoist circuit pump through
the hoist valve. A disc type parking brake, located in
the rear axle housing, is attached to each wheel motor.
The fundamental function of the brake system is to
provide an operator the control he needs to stop the
truck in either a slow modulating fashion or in as short
a distance as reasonably possible.
Outlined below are the functions that Komatsu Division
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.
Provide secondary brake circuits such that any
single failure leaves the truck with sufficient stopping power.
Automatically apply service brakes if low pressure warnings are ignored and pressures continue to decrease.
Wheel brake lock to relieve the operator from
holding the brake pedal while at the dump or
shovel.
Spring applied park brake for holding, not stopping, the truck during periods other than loading
or dumping.
Brake system that is easy to diagnose and perform necessary service.
The following brake circuit description should be used

in conjunction with the hydraulic brake system schematic, refer to Section R.
The brake system consists of several major valve components; the foot operated dual circuit treadle valve,
hydraulically operated dual relay valves, and the brake
manifold. The dual circuit treadle valve is the only
component located in the operators cab. The remainder of the system, including the dual relay valve for the
front brakes, brake manifold, two accumulators, and
electrical components, are located in a weatherproof
J02027
cabinet (Figure 2-1) behind the cab. The hydraulic

components cabinet is easily accessible for brake system diagnostic and service work.
The dual relay valve for the rear brakes is located in the
rear axle housing. Two additional accumulators are
mounted on the frame rail, behind the right front tire.
The brake manifold contains dual 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.
In the Komatsu truck, there are two independent
means of brake actuation by the operator; the service
brake pedal and brake lock switch. Additionally, the
brakes will apply automatically if the brake system
supply drops below a predetermined pressure.
SERVICE BRAKE CIRCUIT

This portion of the system provides the operator the
precise control he needs 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 supplies pressure to a dual relay valve
to provide apply pressure for the brakes on the front
axle. The other supplies pressure to a dual relay valve
to provide apply pressure for the brakes on the rear
axle.
As the brake pedal is depressed, each valve within the
dual circuit brake valve simultaneously delivers fluid
from its respective accumulators to the dual relay
valves which deliver fluid to the wheel brakes at a
pressure proportional to both pedal position and force.
The further the pedal is depressed, the higher the brake
force, giving a very positive feel of control.
Brake accumulators have two functions; storing energy for reserve braking in the event of a failure and,
provide rapid oil flow for good brake response.
Depression of the brake pedal also actuates the stop
light pressure switch, which in turn actuates stop and
service brake indicator lights and propulsion interlock.
Brake Circuit
J2-1
FIGURE 2-1. HYDRAULIC COMPONENTS CABINET

1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Charging Valve
5. Relief Valve (Hoist-Power Down)
6. Hoist Pilot Valve
7. Dual Relay Valve
8. Differential Pressure Sw.
9. Park Brake Release Press (PK2)
10. Brake Cabinet
J2-2
11. Brake Lock Shuttle Valve

12. Brake Manifold
13. Pressure Reducing Valve (PR)
14. Brake Lock Solenoid (SV1)
15. Park Brake Solenoid (SV2)
16. Front Brake Accum. Bleed Valve
17. Automatic Apply Valve
18. Low Accum. Test Port (LAP1)
19. Rear Brake Accum. Bleed Valve
Brake Circuit
20. Low Brake Pressure Switch

21. Park Brake Pressure Switch
22. Stop Light Pressure Switch
23. Brake Lock Degradation Switch
24. Rear Brake Pressure Test Port (BR)
25. Front Brake Pressure Test Port (BF)
26. Manifold
27. Brake Warning Delay Timer
28. Brake Warning Relay
J02027
SECONDARY BRAKING AND

AUTOMATIC APPLY
Normal Operation (key switch on, engine running)
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, two accumulators, and circuit regulator. The
secondary system becomes whatever circuit(s) is operable after a failure. If the failure is a jammed treadle
valve, then the brake lock becomes the secondary
system, otherwise, either of the two brake circuits
would be the secondary system.
Parking brake switch ON

The parking brake solenoid (15, Figure 2-1) is
de-energized. The oil pressure in the parking
brake lines return to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (21) will close, completing
a path to ground, and illuminating the parking
brake light on the overhead display 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 calipers for release. The parking brake
circuit is protected against accidental application
by monitoring a wheel motor speed sensor to
determine truck ground speed. The park brake
will not apply until the truck is virtually stopped.
This eliminates park brake damage and will extend brake adjustment intervals.
The four brake accumulators perform two functions; to

provide rapid flow for good response and to store
energy for secondary braking. The check valves assure
this energy is retained should a failure occur in the
brake system supply or an accumulator circuit. An
additional check valve located between the supply line
from the brake/steering pump and the brake manifold,
provides additional protection against pressure loss if
the oil supply is interrupted.
If a failure occurs in the pump, steering or either brake
accumulator circuit, a low brake pressure warning light
(on the overhead display panel in the cab) and an
audible alarm will actuate 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 dual
relay valves and applying all the brakes.
Regardless of the nature of location of a failure, sensing
the lowest brake accumulator circuit pressure assures
two to four full brake applications after the low brake
warning light and buzzer, and before automatic apply.
This allows the operator the opportunity to safely stop
the truck after the warning has turned on.
If the key switch is turned OFF (park brake

switch ON or OFF), the park brake will not
apply until vehicle speed is less than 1/3 MPH (0.5
km/h).
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 calipers. 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 may allow leakage of the trapped oil to return
back to tank, and eventually allow park brake application.
PARKING BRAKE CIRCUIT

The parking brakes are spring applied and hydraulically released.
NOTE: Whenever the park brake solenoid is de-energized, 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.
J02027
Brake Circuit
If 24 volt power to the solenoid is interrupted, the

park brake will apply at any vehicle speed. 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 (21) will close, completing a path
to ground, illuminating the parking brake light on
the overhead display panel and interrupting propulsion.
J2-3
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. It may also provide a second means to
stop the truck in the event the primary means (brake
valve) malfunctions.
WARNING CIRCUIT
The brake warning circuit is equipped with a low brake
pressure warning light (on the overhead display panel)
and an audible alarm (in the cab) to alert the operator
of low brake pressures. Several electrical sensors, a
relay and delay timer are used to detect brake system
problems. (See Figure 2-1 for the following component
references.)
Pressure sensor, system supply pressure
Located on the pump pressure sensing manifold.
When system supply pressure drops below 2300
psi (15.8 MPa), the low steering pressure light, low
brake pressure light and buzzer will turn on.
Pressure sensor, low brake pressure (20)
Located on the brake manifold. When the accumulator with the lower pressure falls below 1850
psi (12.7 MPa), the low brake pressure light and
buzzer will turn on.
Differential pressure switches (8)
Located on the dual controller valve (foot treadle)
and on each dual relay valve. 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 located on the dual controller valve will turn on the
low brake pressure light and buzzer.
If the difference in brake apply pressure between
the left and right circuits of the front or rear wheel
brakes is greater than a preset level, the differential pressure switch located on the dual relay valve
at either the front or rear wheels will turn on the
low brake pressure light and buzzer.
The pressure differential switches complete a
path to ground in order to turn on the low brake
pressure light and buzzer. The differential pressure switches provide detection of faults such as
a brake line rupture, poor brake valve tracking,
line blockage, excessive brake displacement or
air trapped in the system.
J2-4
By turning on the dash mounted toggle switch, a solenoid valve (14, Figure 2-1) and pressure reducing valve
(13) will apply unmodulated pressure oil at 2000 psi
(13.8 MPa) to fully actuate the rear brakes. A shuttle
valve (11) in the rear brake line provides the independence from the brake treadle valve for brake application.
Brake Lock Degradation Switch (23)

Located on the junction block (26) in the hydraulic
components cabinet. When the brake lock switch
is turned on, the brake lock solenoid (14) and
brake warning relay are energized. The brake
warning relay switches the electrical connection
from the differential pressure switch to the brake
lock degradation switch (23). If the brake lock
apply pressure is less than 1000 psi (6.9 MPa), a
path to ground will be completed and the low
brake pressure light and buzzer will turn on.
Brake Warning Relay (28)
Located on the RH wall of the hydraulic components cabinet. When the brake lock switch is
turned on, the brake warning relay is energized
and switches the electrical connection from any
of the differential pressure switches to the low
brake lock degradation switch. When the brake
lock switch is turned off, the relay is de-energized
and switches the connection from the brake lock
degradation switch to the differential pressure
switches.
Brake Warning Delay Timer (27)
Located on the RH wall of the hydraulic components cabinet. The delay timer is connected in
series between the low brake pressure light/buzzer and the brake warning relay. If any of the
differential pressure switches or the brake lock
degradation switch completes a path to ground,
the delay timer will not complete the circuit for 1.2
seconds. This will allow sufficient time for the
hydraulic brakes to reach the proper pressures
after actuation to avoid false warnings.
Brake Circuit
J02027
FIGURE 2-2. BRAKE VALVE

(FULL CUT-AWAY)
1. Actuator Cap
2. Adjustment Collar
3. Nut
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Glyde Ring Assembly
8. Regulator Springs (B1)
9. Plunger Return Spring
10. Spring Seat
11. Spool Return Spring (B1)
12. Regulator Sleeve (B1)
13. Regulator Spool (B1)
14. Reaction Plunger (B1)
15. Base Plate
17. Regulator Sleeve (B2)
18. Regulator Spool (B2)
19. Spool Return Spring (B2)
20. Regulator Springs (B2)
21. Staging Seat
A. Adjustment Collar Maximum

Pressure Contact Area
B. Automatic Apply Piston Area
C. PX Port
D. Tank Port
E. Reactionary Pressure Area
F. Brake Apply Port
G. Orifice
H. Supply Port
NOTE:
B1 - Rear Brakes
B2 - Front Brakes
J02027
Brake Circuit
J2-5
Rear Axle Brake Lines

For reference to the brake lines that connect to the rear
axle housing, refere to Figure 2-3.
NOTE: If hoses (4, Figure 2-3) and (10) are switched,
the rear brakes will be slow to apply and slow to
release.
FIGURE 2-3. REAR BRAKE HOSES

1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
9. LBP - Left Brake Pressure Test Port
10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake
J2-6
Brake Circuit
J02027
BRAKE CIRCUIT COMPONENT SERVICE

BRAKE VALVE
The brake pedal assembly combines the dynamic
retarding control with service brake control functions.
As the pedal is depressed, the first portion of pedal
travel actuates an internal potentiometer which provides an electrical signal to the propulsion system,
signalling a request by the operator for retarding. The
electrical signal is modulated by the operator as he
continues to depress the pedal, increasing the level of
retarding effort from minimum to maximum. Further
pedal depression after maximum retarding request is
achieved, results in service brake application from
minimum to maximum when the pedal is fully depressed. A slight increase in pedal resistance can be
felt when service brake actuation occurs. Additionally,
indicator lights on the overhead display panel in the
cab will turn on as dynamic retarding is applied. A
second lamp will turn on when service brakes are
applied.
NOTE: The following information discusses the operation, test and repair of the hydraulic brake valve assembly only. Refer to Section E for information
concerning the retarding control portion of the pedal.
The Brake Valve is a pressure modulating valve, actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve (8, Figure 3-1).
The Brake Valve controls the pressure delivered to the
front and rear service brake dual relay valves 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
FIGURE 3-1. BRAKE ACCUMULATOR BLEED DOWN
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.
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 (18,960 kPa) system pressure.
Failure of the pedal to return to full release position.
J03019 1/99

2. Charging Valve
4. Charging Valve
5. Brake Manifold
6. Accumulator Bleed Down Valve (Front)
7. Accumulator Bleed Down Valve (Rear)
Valve holds pressure when in the neutral position.

Varying output pressure with pedal fully depressed.
Brake Circuit Component Service
J3-1
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.
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 (6 & 7, 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.
1. Securely block the wheels to prevent possible
roll-away.
2. Place selector switch in NEUTRAL, turn the rest
switch ON. Turn key switch OFF to shut down
engine and allow 90 seconds for steering system
accumulators to bleed down. Open valves (6 & 7,
Figure 3-1) to bleed down all four brake accumulators.
3. Remove access panel in front of operators 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 connector.
5. Disconnect retard pedal harness.
6. In the cab at the brake valve, remove capscrews
and lockwashers securing the brake valve assembly to the mounting structure.
7. Slide brake valve downward and remove from
cab.
8. Move brake valve assembly to a clean work area
for disassembly.
J3-2
Installation
1. Place the brake valve assembly into position and
secure in place with capscrews and lockwashers.
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 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. Connect electronic retard pedal connector to truck

harness.
4. With the engine shut down and key switch OFF,
open both brake accumulator bleed down valves
(6 & 7, Figure 3-1). Precharge both accumulators
mounted on brake manifold (5) to 1400 psi (9.65
MPa).
5. Remove charging kit from brake manifold accumulators and install on external accumulators
located behind right front tire. Precharge both
accumulators to 1400 psi (9.65 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.
6. Close both accumulator bleed down valves after

all four accumulators have been properly
charged.
7. Start the engine. Partially apply the brakes and
open the supply plug at each wheel to bleed air
from brake lines and brakes. Close supply plug
after bubbles disappear.
8. Check for fluid leaks at the brake valve.
J03019 1/99
Disassembly
NOTE: If not already removed, remove electronic retard pedal (16, Figure 3-2) from brake pedal by removing pivot shaft (8).
NOTE: During disassembly, precision machined parts
should be ink marked or tagged to ensure proper
reassembly and minimize adjustment time. All items
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 all 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 (17, Figure 3-2)
by removing the retaining clips (2), then remove
the pivot shaft (3) 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/RETARD PEDAL

ASSEMBLY
1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
9. Place 0.025 in. Shim Here
10. Jam Nut
11. Capscrew
12. Pedal Structure
J03019 1/99
13. Pad
14. Nut
15. Capscrew
16. Electronic Retard Pedal Assembly
17. Brake Pedal Actuator
18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
23. Differential Pressure Switch
J3-3
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.
20. Turn the valve on its side on the work bench and
remove the regulator sleeves (19) from the valve
body.
FIGURE 3-3. ACTUATOR CAP & BOOT

1. Actuator Cap
2. Boot
3. Capscrew
4. Retainer Plate
5. Capscrew
6. Actuator Base
7. Threaded Insert
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.
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.
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.
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.
J3-4
J03019 1/99
FIGURE 3-4. BRAKE VALVE

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
10. Plunger Return Spring
J03019 1/99
11. Spring Seat

12. Regulator Spool
13. Back-up Ring
14. O-Ring
15. Back-up Ring
16. O-Ring
17. Back-up Ring
18. O-Ring
19. Regulator Sleeve
20. Spool Return Spring

23. Wiper Seal
24. Back-up Ring
25. Poly-Pak Seal
26. Valve Body
27. Seal
28. Seal
29. Set Screw Orifice Plug
30. O-Ring
31. Retaining Plug
32. Base Plate
33. Washer
34. Capscrew
36. Capscrew
J3-5

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.
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.
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.
6. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep components
protected from contamination.
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.
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.
J3-6
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
J03019 1/99
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.
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.
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.
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 Oring).
3. Repeat Steps 1 & 2 for the second plunger.
FIGURE 3-6. SLEEVE SEAL PLACEMENT

1. Back-Up Ring
2. O-Ring
3. Regulator Sleeve
4. Back-Up Ring
5. O-Ring
6. O-Ring
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.
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).
J03019 1/99
FIGURE 3-7. GLYDE RING INSTALLATION

1. Actuator Plunger
2. Valve Body
3. Glyde Ring
4. Sharp Edges
J3-7
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).
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.
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. (15.8
- 16.9 N.m) torque.
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. (20.3 - 21.5 N.m) torque.
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.
9. Remove spool from sleeve before installing

sleeve into body.
10. Lightly lubricate the O-rings (14, 16, & 18) on the
regulator sleeve.
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.
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.
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.
(15.8 - 16.9 N.m) torque.
J3-8
J03019 1/99
DIFFERENTIAL PRESSURE SWITCH

The differential pressure switch (1, Figure 3-8) on the
brake valve detects an imbalance in the brake apply
pressure between the front and rear brake circuits.
If the pressures differ more than shown in Table I,
"Differential Pressure Switch Adjustment", the switch
(3) will activate a warning horn and lamp in the cab to
alert the operator of a potential brake system problem.
Disassembly
1. Remove the four socket head capscrews attaching the differential pressure switch body (1, Figure
3-8) to the valve body (2).
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.
NOTE : In the following assembly, make a note of the

color (red or green) of spring (8). The spring color will
determine final adjustment of the switch. Refer to
Table I, "Differential Pressure Switch Adjustment".
In addition, for future service reference, the outside of
the valve should be marked to indicate the color (red
or green) of spring (8).
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 screw plug port.
NOTE : The adjustment of screw plug (7) controls the
switch actuation point. Refer to Valve Bench Test and
Adjustment, Differential Pressure Switch Adjustment
for calibration procedure.

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, entire
differential 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 pressure 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. (21.5 - 23.7 N.m) torque.
2. Lightly lubricate Glyde rings on spool assembly
(10) and carefully insert in body (4) until it bottoms
on plug (11).
3. Install plug (5). Tighten plug to 190 - 210 in. lbs.
(21.5 - 23.7 N.m) torque.
4. Using new O-ring (12), install switch assembly (3).
Tighten to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque.
J03019 1/99
FIGURE 3-8. DIFFERENTIAL PRESSURE SWITCH

1. Differential Pressure
7. Screw Plug
Switch Assembly
8. Spring
2. Valve Body
9. Piston
10. Spool Assembly
3. Switch Assembly
4. Body
11. Plug
12. O-Ring
5. Plug
6. Plug
J3-9
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-to-3000 psi (20,680
kPa).
Hydraulic pressure supply, regulated to 2750
psi (18,960 kPa).
Hydraulic test stand, Refer to Figure 3-9.
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

1. Motor
2. Pump
3. System Pressure Gauge
4. Needle Valve
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.
J3-10
J03019 1/99
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
O-ring 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.
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
(20,680 kPa). Connect all ports. The connections
should be according to the diagram shown in
Figure 3-9. All ports must be used and connected.
All ports must be used. Relieve pressure before

disconnecting hydraulic and other lines. Tighten
all connections before applying pressure.
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 persons 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.
6. Start hydraulic pump and regulate output pressure
to 2750 psi (18,960 kPa) at pressure gauge (3).
Pressure gauges (7 & 10) should read zero.
7. Pilot supply circuit pressure must also be 2750 psi
(18,960 kPa).
8. Return line pressure during this test is not to
exceed 5 psi (34 kPa).
9. Test the valve with ISO 32 grade hydraulic oil at
120 10 F (49 3 C).
Brake Valve Output Pressure Adjustment

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.
4. B1 Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn increments until the output pressure at port B1 is
2400 75 psi (16,545 517 kPa) with the adjustment collar contacting the actuator base (fully
actuated). Fine adjustment will require turning
the collar only in 1/8 turn increments.
5. B2 Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn increments until the output pressure at port B2 is
2400 75 psi (16,545 517 kPa) 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. (2.8 - 3.4 N.m) torque. 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.
Differential Pressure Switch Adjustment
10. Attach an ohmmeter or continuity tester lead to
connector on the differential pressure switch wire.
Attach the other lead to the valve body.
Verify that switch contacts are open.
11. Remove plug (6, Figure 3-8) for access to adjustment screw plug (7).
12. Insert pry bar under pivot pin to actuate the B1
section of valve.
J03019 1/99
J3-11
13. Slowly depress plunger to obtain pressure shown

in Table I on the B1 pressure gauge:
Adjust screw plug in bottom port of differential
pressure switch counterclockwise until
switch contacts just close.
Table I - Differential Pressure Switch
Adjustment
Spring
Color
Pressure - Switch Contacts Closing

B1 Valve Spool B2 Valve Spool
Red
300 30 psi
(2 068 207 kPa)
300 30 psi
(2 068 207 kPa)
Green
600 50 psi
(4 137 345 kPa)
600 50 psi
(4 137 345 kPa)
14. Release plunger and depress again while observing B1 gauge and ohmmeter to verify switch
contacts close at the pressure in Table I.
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
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. (10.2
- 11.3 N.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.
J3-12
Final Test and Adjustment

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.
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 3000 psi (20 682 kPa) gauges at
the B1 and B2 diagnostic test connectors in the
brake cabinet. Follow steps 21. - 33. below for final
test.
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
(18,960 kPa) or with engine running and brake
system supply pressure at or above 2750 psi (18,
960 kPa), 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: 2400 75 psi
(16,545 517 kPa)
Front Brake - B2 : 2400 75 psi
(16,545 517 kPa)
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 set screw (21, Figure 3-10) until the set
screw is not touching the actuator cap. Apply
Loctite 242 to the adjustment screw prior to
setting the deadband.
25. Set the deadband by placing a 0.010 in (0.254
mm) thick shim at location (9) between the pedal
structure and return stop boss on pivot structure.
26. Adjust the set screw (21) until the set screw is just
touching the cap.
J03019 1/99
27. Continue turning the set screw until pressure

begins to rise on one of the brake apply pressure
gauges.
28. Back-off the set screw 1/8 turn.
29. Tighten the jam nut (22) 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 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.
Installation Of Brake Pedal Actuator Assembly

to Brake Valve
1. Install jam nut (22, Figure 3-10) and set screw (21)
to brake pedal actuator (17).
2. Insert nylon bushings (4) into brake pedal actuator.
3. Install one retaining clip (2) 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 (5) between
pedal structure and brake valve ear to fill gap.
Fully insert the pivot shaft (3). Install the remaining retainer clip (2).
5. Assemble spring assembly (19) and install complete assembly to brake pedal actuator as shown.
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.
Installation of Retard Pedal To Brake Pedal

1. Install nylon bearings (7, Figure 3-10) in retard
pedal.
2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
(6).
3. With jam nut (10) loose, adjust capscrew (11) until
roller on retard pedal just contacts the brake
pedal actuator. Tighten jam nut (10).
J03019 1/99
J3-13
FIGURE 3-10. BRAKE VALVE AND PEDAL ASSEMBLY

1. Brake Valve
2. Retainer Clip
3. Pivot Shaft
4. Bushings
5. Shims
6. Retainer Clip
7. Nylon Bearing
8. Pivot Shaft
J3-14
9. Place 0.010 in. Shim Here

10. Jam Nut
11. Capscrew
12. Pedal Structure
13. Pad
14. Nut
15. Capscrew
16. Electronic Retard Pedal Assembly
17. Brake Pedal Actuator

18. Spring Pivot (Lower)
19. Spring
20. Spring Pivot (Top)
21. Set Screw
22. Jam Nut
J03019 1/99
DUAL RELAY VALVE

The dual relay valves (one for front and one 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
pilot pressure circuit of each dual relay valve. Regulated pressure (proportional to the pilot pressure applied) is then delivered from the B1 and B2 ports of
each dual relay valve to each wheel.
The regulated pressures supplied to each wheel are
equal. If a malfunction occurs, causing a pressure
differential greater than 300 psi (2068 kPa) between
the right and left brake apply circuit, a differential
pressure switch (3, Figure 3-11) mounted on the valve
activates a warning horn and lamp in the cab. If a
pressure differential greater than 300 psi (2068 kPa)
occurs in the pilot circuit supplying the front and rear
dual relay valves, a differential pressure switch
mounted on the brake valve activates the warning horn
and lamp in the cab.
The dual relay valve for the front brake circuit is located
in the hydraulic components cabinet behind the cab.
The dual relay valve for the rear brake circuit is located
in the rear axle housing and requires removal of the
wheel motor cooling air duct components for access
to the valve as described below.

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 (6 & 7, 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.
J03019 1/99
Removal
1. Securely block the wheels to prevent possible
roll-away.
2. Place selector switch in NEUTRAL, turn the rest
switch ON. Turn key switch OFF to shut down
engine and allow 90 seconds for steering system
accumulators to bleed down. Open valves (6 & 7,
Figure 3-1) to bleed down all four brake accumulators. Close valves after all pressure is released.
NOTE: Follow steps 3 & 4 below for the front valve or
steps 5 through 9 for rear valve removal.
Front Brake Circuit:
3. Tag and remove all hydraulic lines from dual relay
contamination. Disconnect wiring harness at differential pressure switch connector.
4. Remove two capscrews and washers securing
valve to rear wall of cabinet. Remove valve and
move to clean work area for disassembly.
Rear Brake Circuit:
7. Remove wheel motor cooling air exhaust duct
8. Tag and remove all hydraulic lines from dual relay
contamination. Disconnect wiring harness at differential pressure switch connector.
9. Remove two capscrews and washers securing
valve to mounting bracket. Remove valve and
move to clean work area for disassembly.
Installation.
1. Install dual relay valve in hydraulic components
cabinet (front brake circuit) or rear axle housing
(rear brake circuit). Install the two mounting capscrews and lockwashers to secure valve. Tighten
capscrews to standard torque.
2. Remove hose and fitting caps and plugs and
attach hoses to the proper valve ports. Connect
differential pressure switch connector to wire harness.
3. Start engine and check for leaks and proper brake
operation. Shut down engine.
4. For the rear valve, reinstall the wheel motor cooling air duct between wheel motors. Close access
covers and reinstall tube in axle access opening.
J3-15
FIGURE 3-11. DUAL RELAY VALVE & DIFFERENTIAL PRESSURE SW.

1. Manifold Body
2. Valve Body
3. Differential Pressure
Switch Assembly
4. Packing
5. Plug
6. Sleeve Retainer
8. Reaction Plunger
J3-16
9. Sleeve
10. Seal
11. Spool Spring
12. Regulator Spool
13. Lower Spring Seat
14. Regulator Spring
15. Upper Spring Seat
16. Plunger
17. Sleeve
18. O-Ring
19. Plug
20. Capscrew
21. Backup Ring
22. O-Ring
23. Backup Ring
24. O-Ring
25. O-Ring
26. Switch
27. Body
28. Plug
29. Screw Plug
30. Spring
31. Piston
32. Spool Assembly
J03019 1/99
Disassembly
The parts installed in the valve body 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: 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 capscrews securing the differential pressure switch (3) to the valve body. Remove and
discard seals behind differential pressure switch
ports. Refer to Differential Pressure Switch for
disassembly.
5. Remove the two socket head capscrews (20)
retaining the manifold body (1) to the valve body
(2). Remove manifold body and discard O-rings
(18).
6. Remove plungers (16) and sleeves (17).
7. Remove controller from vice.
8. Remove the four capscrews and washers (7) from
the base of the valve.
9. Remove the sleeve retainer (6).
10. With the valve upright, the plug (5) should fall out.
If not, tap lightly to dislodge.
11. 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.
12. Remove and discard the packing (4) from the
counterbore in the base of the valve body.
13. Turn the valve on its side on the work bench and
remove the sleeves (9) from the valve body.
14. Remove seal (10), O-rings (22 & 24), and backup
rings (21 & 23) and discard.
15. Remove spring seats (13 & 15) and regulator
springs (14).

2. Apply a light film of type C-4 hydraulic oil to
plungers (14, Figure 3-11) and insert in sleeves
(15). 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.
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.
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.
5. Lubricate all parts with a thin coat of clean type
C-4 hydraulic oil. Take care to keep components
protected from contamination.
Assembly
1. Install sleeves (17, Figure 3-11) in bores in top of
valve body (2).
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. Preassemble 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.
9. Preassemble regulator spool (12) as follows:
a. Insert spool springs (11) into spool bore.
b. Insert reaction plungers (8) into spool bores
and springs.
J03019 1/99
J3-17
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.
11. Install sleeve retainer plug packing (4) in valve
body.
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.
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. Final tighten capscrews to 140 - 150
in. lbs. (15.8 - 16.9 N.m) torque.
14. Tighten the two capscrews (20) holding the manifold body (1) to the valve body (2) to 180 - 190 in.
lbs. (20.3 - 21.5 N.m) torque.

2. Inspect spool assembly (32, Figure 3-11) and bore
for scoring and other evidence of damage. If spool
seals are damaged, the entire switch assembly
should be replaced.
3. Lightly lubricate spool assembly and insert in
bore. Spool must slide freely and smoothly in
bore. If there is binding, the entire differential
pressure switch assembly must be replaced.
4. Lubricate piston (31) and insert in its bore. Piston
must move freely with no binding.
5. Inspect spring (30) for cracks, distortion, etc.
6. Attach an ohmmeter to switch assembly (26)
center terminal and switch body. Actuate the
switch plunger to verify contacts close when
plunger is depressed and contacts open when
released.
The differential pressure switch (3, Figure 3-11)

mounted on the dual relay valve detects an imbalance
in brake apply pressure between the left and right
wheels on the front or rear brake circuits.
Assembly
1. Install one plug (28, Figure 3-11) in the spool
assembly bore. Tighten plug to 190 - 210 in. lbs.
(21.5 - 23.7 N.m) torque.
2. Lightly lubricate Glyde rings on spool assembly
(32) and carefully insert in valve body bore until
seated against the plug.
3. Install plug in other end of spool bore. Tighten to
190 - 210 in. lbs. (21.5 - 23.7 N.m) torque.
4. Using new O-ring (25), install switch (26). Tighten
to 55 - 60 in. lbs. (6.2 - 6.8 N.m) torque.
5. Turn valve over and install piston (31), spring (30)
and screw plug (29). Plug should be inserted
approximately 0.5 in. (13 mm) below edge of
valve body. Temporarily install plug in screw plug
port.
If the regulated output pressures at the B1 and B2

ports differ more than 300 psi (2068 kPa), the switch
(26) activates a warning horn and lamp in the cab to
alert the operator to a potential brake system problem.
NOTE: Screw plug (29) adjustment controls switch

actuation point. Refer to Valve Test and Adjustment,
Differential Pressure Switch Adjustment for calibration procedure.
15. Install plugs (19) in manifold body ports. Tighten

the larger (#8 SAE) plugs to 275 - 300 in. lbs.
(31.1 - 33.9 N.m) torque. Tighten the smaller (#4
SAE) plugs installed in the TC1 and TC2 ports
to 90 - 100 in. lbs. (10.2 - 11.3 N.m) torque.
16. Install differential pressure switch on valve body
using new seals. Tighten capscrews to 140 - 150
in. lbs. (15.8 - 16.9 N.m) torque.
DIFFERENTIAL PRESSURE SWITCH
Disassembly
1. Remove the four socket head capscrews attaching the differential pressure switch body (3, Figure
3-11) to the dual relay valve body (2).
2. Remove switch assembly (26) and O-ring (25).
3. Remove plugs (28).
4. Remove screw plug (29).
5. Remove spring (30) and piston (31).
6. Carefully push spool assembly (32) out of its bore.
J3-18
J03019 1/99
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-to-3000 psi (20,680
kPa).
Hydraulic pressure supply, regulated to 2750
psi (18,960 kPa).
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
dual relay valve 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)
J03019 1/99
6. Needle Valve (Pressure Bleed

to Tank)
7. Pilot Pressure Gauge
8. Dual Relay Valve
9. LH Brake Apply Pressure Gauge
10. RH Brake Apply Pressure
Gauge
11. Needle Valve

12. Needle Valve
13. Shut-off Valves
14. Simulated Brake Volume
15. Relief Valve
J3-19
Test Set Up Procedure

1. Setup valve on test stand as shown in Figure 3-12.
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 3,000 psi
(20,680 kPa). Connect all ports. The connections
should be according to the diagram shown in
Figure 3-12. All ports must be used and connected.
Brake Valve Output Pressure Adjustment

1. With pump operating and supply and pilot pressure adjusted as described in setup instructions,
inspect valve for leakage.
2. With 2400 psi (16,545 kPa) pilot pressure applied,
verify the following regulated output pressures:
B1 port gauge (10) reads 2400 75 psi
(16,545 517 kPa)
B2 port gauge (9) reads 2400 75 psi
(16,545 517 kPa)
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 (18,960 kPa) at pressure gauge (3).
Pressure gauges (9 & 10) should read zero.
7. Adjust pressure regulator (4) to set pilot supply
pressure to 2400 psi (16,545 kPa) on gauge (7).
8. Return line pressure during this test is not to
exceed 0 psi (0 kPa).
9. Test the valve with ISO 32 grade hydraulic oil at
120 10 F (49 3 C).
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. While observing pilot pressure gauge (7) and
regulated output pressure gauges (9 & 10), apply
pilot pressure slowly and steadily until 2400 psi
(16,545 kPa) (maximum) pilot pressure is obtained.
Pilot pressure and regulated output pressure
must track within 50 psi (345 kPa) after the
pilot pressure reaches 100 psi (690 kPa).
7. Reduce pilot pressure to 0 psi (0 kPa). Apply 2400
psi (16,545 kPa) pilot pressure as quickly as
possible.
Regulated output pressure must increase to
2400 75 psi (16,545 517 kPa) within 1.0
second after pressure is applied to pilot line.
8. 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 2400 psi (16,545 kPa) pilot pressure
applied, leakage must not exceed 150
cc/minute.
9. Adjust differential pressure switch using the following procedure.
J3-20
J03019 1/99
Differential Pressure Switch Adjustment
16. Reduce pilot pressure. Close B1 needle valve

(11) and open B2 circuit needle valve (12).
10. Attach an ohmmeter or continuity tester lead to

connector on differential pressure switch wire.
Attach other lead to valve body. Verify switch
contact is open.
17. Slowly increase pilot pressure and verify switch

contacts close at 300 30 psi (2,068 207 kPa)
as read on B1 circuit gauge (10).
11. Remove plug on bottom of valve body for access

to adjustment screw plug (29, Figure 3-11).
18. If necessary, adjust screw plug (29) and repeat

steps 12 through 17.
12. Open the B1 regulated output circuit needle

valve (11) to bleed the pressure back to tank.
Adjust pilot pressure regulator for 0 psi (0 kPa) on
gauge (7).
19. Install plug in switch adjustment port. Tighten to

90 - 100 in. lbs. (10.2 - 11.3 N.m) torque.
20. Shut down the test bench and relieve all hydraulic
pressure from the lines.
13. Slowly adjust regulator valve to obtain 300 psi

(2,068 kPa) on the B2 circuit pressure gauge
(9).
a. If switch contact has not closed, turn differential
pressure switch adjustment screw (29) counterclockwise until switch contact just closes.
b. If switch contact closed before reaching 300 psi
(2,068 kPa), turn screw plug counterclockwise
and repeat previous step.
14. Reduce pilot pressure until switch opens.
15. Slowly increase pilot pressure and verify switch
contact closes at 300 30 psi (2,068 207 kPa).
J03019 1/99
Be certain all hydraulic pressure has been released prior to disconnecting hoses and valve.
immediately.
21. Remove hoses from valve and remove valve from
test stand.
J3-21
HYDRAULIC BRAKE ACCUMULATORS

Four hydraulic brake accumulators are installed on the
truck. Two identical accumulators are located on the
brake manifold in the brake control cabinet behind the
operators cab. 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.
Two larger volume accumulators, located on the RH
frame rail behind the tire, supplement the above accumulators, one for the front and one for the rear brake
circuits.
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 rear accumulators is identified as NV1. The manual bleeddown valve for the front accumulators is identified
as NV2.
Brake Accumulator Bleed Down Procedure

The four 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 brake cabinet.
1. Turn handles 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.
3. Close the bleeddown valves by rotating clockwise.
FIGURE 3-13. VALVE CORE REMOVAL
J3-22
ACCUMULATORS HYDRAULIC COMPONENTS CABINET

Removal
1. Shut down engine to bleed steering accumulators.
Exhaust all pressure from the brake system by
opening accumulator manual drain valves.
2. Remove the valve guard and Dyna-seal from top
of accumulators.
3. Depress valve core to release gas precharge
pressure from accumulator bladder. (Refer to Figure 3-13).
4. Remove accumulator mounting bracket. Loosen
and remove accumulator from the brake manifold. Plug opening on brake manifold to prevent
contamination.
5. Transfer accumulator to work area.
Installation
1. After service repairs or bench test has been
completed, move the accumulators to the brake
control cabinet. DO NOT precharge accumulators on the bench test.
2. Position the accumulators on the brake manifold.
Tighten fittings securely. Install mounting brackets. Secure mounting brackets in place with capscrews and lockwashers. Tighten capscrews to
standard torque.
3. Refer to Charging Procedure in this section.
4. Replace Dyna-seal and valve guard on top of
accumulators.
Disassembly
1. Securely clamp accumulator (preferably in a chain
vise). Make sure accumulator shell is suitably
protected by strips of padding or soft metal on vise
base.
2. Remove core from gas valve using valve core tool.
(Refer to Figure 3-13).
3. Remove pipe plug from plug & poppet assembly.
4. Remove locknut from plug and poppet assembly
using a spanner wrench and an adjustable
wrench. One for torque and one for countertorque. (Refer to Figure 3-14).
5. Remove spacer, Figure 3-15.
6. With palm of hand, push plug and poppet assembly into the shell.
7. Insert hand into shell and remove O-ring, washer
and anti-extrusion ring from plug. Fold anti-extrusion ring to enable removal. (Refer to Figure
3-16).
J03019 1/99
FIGURE 3-17. PLUG AND POPPET REMOVAL
FIGURE 3-14. LOCKNUT REMOVAL
8. Remove plug and poppet assembly from shell.

(Refer to Figure 3-17.)
9. With wrench on valve stem flats, remove the nut
from the valve stem.
10. Insert hand into shell fluid opening. Depress bag
and eliminate as much gas pressure as possible.
FIGURE 3-15. SPACER REMOVAL

FIGURE 3-18. BLADDER REMOVAL
11. Grasp heel of the bladder and withdraw from shell.
FIGURE 3-16. ANTI-EXTRUSION RING REMOVAL
J03019 1/99

1. After disassembly, clean all parts with an approved cleaning solution.
2. Blow all parts dry with air and keep free from
foreign matter.
3. Check all rubber items for deterioration, abrasion
marks, cracks, holes, bubbles or any similar defects.
4. Replace all O-rings and any other items deemed
unsuitable for further usage.
J3-23
5. Bladder may be checked by inflating to normal

size and checking with a soapy solution. After
testing, deflate immediately.
6. Check plug and poppet valve for proper functioning.
Assembly
1. Replace shell in vise, if removed.
2. Pour a liberal amount of clean C-4 hydraulic oil
into shell to serve as a cushion.
3. With bladder assembly on bench, expel all air to
completely collapse bladder and fold bladder longitudinally into a compact roll. To maintain rolled
condition of bladder, install gas valve core into the
valve stem, thereby preventing air from entering
the bladder.
4. Attach bladder pull rod to bladder valve stem.
7. Position name plate over valve stem and install

valve stem nut by hand (Figure 3-20). Remove
bladder pull rod.
8. Grasp threaded section of plug and insert poppet
end into shell mouth.
9. Install anti-extrusion ring inside shell. Fold anti-extrusion ring to enable insertion into shell. Place
anti-extrusion ring on plug and poppet assembly
with its steel collar toward shell mouth.
10. Withdraw threaded end of plug through shell
mouth. (Refer to Figure 3-21).
FIGURE 3-21. PLUG ASSEMBLY
FIGURE 3-19. BLADDER INSTALLATION

5. Pass bladder pull rod through shell oil port and out
through valve stem opening. (Refer to Figure
3-19).
6. Pull bladder pull rod out of shell with one hand
while feeding bladder into shell with other hand.
11. Pull plug until seated solidly into position on shell

mouth opening.
12. Install valve core. Using dry nitrogen, slowly pressurize bladder with sufficient pressure [approximately 5 psi (34 kPa)] to hold plug and poppet
assembly in place.
FIGURE 3-22. WASHER INSTALLATION

FIGURE 3-20. VALVE STEM INSTALLATION
J3-24
J03019 1/99
13. Install washer onto plug and poppet assembly and

push until seated against anti-extrusion ring. (Refer to Figure 3-22).
Charging Procedure
1. Mount hose assembly gland nut on pressure
regulator.
14. Install O-ring over plug and poppet assembly and

push until seated. DO NOT TWIST O-RING.
15. Install spacer with smaller diameter of the shoulder toward shell.
16. Install locknut on plug and poppet assembly and
tighten securely. This will squeeze O-ring into
place. (Refer to Figure 3-23).
Pure dry nitrogen is the only gas approved for use

in brake accumulators. Accidental charging of
oxygen or any other gas in this component may
cause an explosion. Be sure pure dry nitrogen gas
is being used to charge accumulators.
NOTE: Remove Dyna-seal or O-ring (if equipped)
prior to attaching connector to accumulator gas valve.
Refer to Figure 3-24.
2. Attach swivel connector of hose assembly to gas
valve. Hand tighten sufficiently to compress gasket swivel connector in order to prevent gas leakage.
NOTE: If leakage is still present, replacement of the
small copper washer in the swivel connector may be
necessary.
FIGURE 3-23. LOCKNUT INSTALLATION

17. Replace pipe plug into plug and poppet assembly.
18. Install accumulator on truck and charge according
to Charging Procedure.
3. Precharge bladder slowly to about 10 psi (69 kPa)

before completely tightening the valve stem nut.
With wrench on valve stem flats, tighten valve
stem nut.
4. Proceed to inflate accumulator to 1400 50 psi
(9653 345 kPa) pressure by slowly opening the
pressure regulator valve on nitrogen cylinder,
closing it occasionally to allow needle on pressure
gauge to stabilize (thus giving accurate reading
of precharge pressure). When correct precharge
has been reached, close pressure regulator valve
on nitrogen cylinder securely.
5. Bleeder valve can be used to release any gas
pressure in excess of desired precharge.
6. Replace Dyna-seal and valve guard over valve
stem.
NOTE: For recharging only:
Bleed all hydraulic pressure from the system using the
bleed valves on the brake manifold. Remove valve
guard and Dyna-seal. Then, follow Charging Procedure, Steps 1 thru 6.
FIGURE 3-24. INSTALLATION/REMOVAL OF

"DYNA-SEAL"
3. Accumulator
1. Dyna-Seal
2. Accumulator Charging Valve
J03019 1/99
J3-25
ACCUMULATORS - FRAME MOUNTED

Figure 3-26 illustrates the (RH) frame mounted brake
circuit accumulators which provide additional oil storage for the front and rear brake circuits.
Removal
1. Place the selector switch in NEUTRAL, turn the
rest switch ON. 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 (6 & 7, Figure 3-1) on brake
manifold (5) and allow the four brake system
accumulators to bleed completely.
3. Remove charging valve guard (2, Figure 3-25)
and loosen small hex on charging valve (3) three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
FIGURE 3-25. CHARGING VALVES

1. Accumulator
2. Charging Valve
Guard
3. Charging Valve
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.
4. Remove oil line (5, Figure 3-26) from bottom of
the accumulator. Plug all hoses and openings to
prevent possible contamination of the system.
5. Attach a lifting device to the accumulator to be
removed.
6. Remove the mounting band capscrews, washers,
and nuts (3)and remove the mounting bands (4).
7. Raise the accumulator until clear of mounting
bracket and move to a clean work area for disassembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the antirotation block positioned between the two
stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting bracket
using mounting bands (4, Figure 3-26), capscrews, lockwashers and nuts. Do not overtighten
nuts, as this could distort the accumulator.
3. Reconnect oil line to the bottom of the accumulator.
4. Precharge both accumulators with pure dry nitrogen as outlined in Frame Mounted Brake Accumulator Charging Procedure.
J3-26
FIGURE 3-26. BRAKE ACCUMULATOR

INSTALLATION
1. Rear Brake Circuit
Accumulator
2. Front Brake Circuit
Accumulator
3. Capscrews, Washers
& Nuts
4. Mounting Bands
5. Oil Line
J03019 1/99
Disassembly
1. Remove charging valve (3, Figure 3-27).
2. Remove gland (4).
Note: Figure 3-28 illustrates a tool that can be fabricated locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using a
round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).
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 3-27. ACCUMULATOR ASSEMBLY

1. Capscrew
2. Cover
3. Charging Valve
4. Gland
5. O-ring & Backup Ring
6. Piston
J03019 1/99
7. Bearing
8. T Ring Seal
9. Housing
10. Plug
11. Plug
FIGURE 3-28. GLAND REMOVAL TOOL

(Fabricate Locally)
J3-27
b. Verify housing I.D. does not exceed 8.002 in.

(203.25 mm).
TESTING
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.
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 (35 MPa) hydraulic pressure
and nitrogen pressure of 1400 psi (9.65 MPa) will be
required. A small water tank with the necessary safety
guards in place will be necessary for a portion of the
test.
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.
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 3.75 gallons (14.2 Liters) of clean type C-4
hydraulic oil. Install an adaptor on the oil end to
connect to hydraulic power source. Plug remaining ports.
Assembly
a. Apply 5000 psi (35 MPa) oil pressure.

Assemble the accumulators in a dust and lint free
area. Maintain complete cleanliness during assembly to prevent possible contamination.
1. Install a new seal (8, Figure 3-27) on piston. Install
new bearings (7). 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
(9). Push the piston to the center of 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 850 ft. lbs. (1152 N.m)
torque using tool as shown in Figure 6-5.
5. Install charging valve (3) with new O-ring. Tighten
charging valve large hex nut to 16.5 ft.lbs. (22.3
N.m) torque.
6. Install pressure switch. Install pressure test fittings
in bottom of housing. (See Testing below.)
b. Verify no external leakage exists.

c. Verify no structural damage exists.
2. Release pressure and remove oil side fitting.
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.
6. Apply 1400 psi (9.65 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
3 pints (1.5 L) of rust preventive oil in the nitrogen
side of the accumulator. Add 1 pint (0.5 L) 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).
J3-28
J03019 1/99
ACCUMULATOR CHARGING
PROCEDURE
(Frame Mounted Brake Accumulators)
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.
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, the Rest switch ON 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 (6 & 7, Figure 3-1) located
on the brake manifold in the hydraulic components cabinet to completely bleed the pressure
from all brake system accumulators.
3. Remove charging valve guards.
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

7. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accumulators simultaneously to 1400 psi (9.8 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.
8. Shut off charging kit and check pressure gauge
reading. If gauge does not maintain 1400 psi (9.7
MPa) continue charging procedure until pressure
is stabilized.
9. Remove the charging kit and tighten small hex nut
on charging valve to 4 ft.lbs. (5.4 N.m) torque.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 10.5 ft.lbs.
(14.2 N.m) torque.
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.
4. Remove charging valve cap (1, Figure 3-28). Turn
small swivel hex nut (4) three complete turns
counterclockwise.
5. Depress the valve stem and hold down until all
nitrogen has been released.
6. 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 charging procedure.
J03019 1/99
b. Loosen swivel nut.

c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m)
torque.
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m)
torque.
10. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 25 ft.lbs. (33.9 N.m) torque.
11. Close brake accumulator bleed valves.
12. If necessary, recharge the smaller brake accumulators. Refer to Accumulators, Hydraulic Components Cabinet, Charging Procedure.
13. Operate truck and check brake system operation.
J3-29
RETARDER CONTROL LEVER (STEERING COLUMN-MOUNTED)

Due to wear, the Retarder Control Lever assembly (4,
Figure 3-30) may occaionally require adjustment or
repair.
Lever Assembly Removal
Adjustment of the lever assembly or replacement of
the potentiometer requires removal of the assmbly
from the steering column.
1. In the operator cab, remove the capscrews (1,
Figure 3-30) and lockwashers (2) from steering
column (3).
2. Disconnect harness connecter (5) from lever assembly (4).
Lever Assembly Installation

1. Connect harness connecter (5, Figure 3-30) to
lever assembly (4).
Install lever assembly to steering column (3).
2. Install capscrews (1) and lockwashers (2).
Tighten socket head capscrews to 36 in. lbs. (4.1
N.m) torque.
FIGURE 3-30. COLUMN-MOUNTED RETARDER CONTROL LEVER

1. Capscrew, Socket Hd.
2. Lockwasher
3. Steering Column Assy.
4. Retarder Control Assy.
J3-30
5. Harness Connector
9. Locknut
13. Bracket
6. Capscrew, Socket Hd.
10. Washer, Tanged
14. Shaft
7. Lockwasher
11. Spring, Disc
15. Lever
8. Potentiometer (Switch Assy.) 12. Washer, Internal Tang 16. Handle
J03019 1/99
Disassembly and Adjustment

1. Remove the capscrews (6, Figure 3-30) and lockwashers (7) from lever assembly.
2. Remove potentiometer (8).
3. Bend tangs on washer (10) away from slots in
locknut (9).
a. If the lever assembly is to be completely disassembled, loosen and remove locknut (9), along
with tang washer (10), spring (11), and washer
(12). Remove handle and shaft assembly (14).
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.
The position of the lever should remain stationary without moving down (applying the retarder) from its own weight or due to machine
vibrations during truck operation.
When the desired adjustment is obtained, bend
tang on washer (10) into slot on locknut (9).
Potentiometer Check
Assembly
1. If handle (16, Figure 3-30) or lever (15) has been
removed from shaft (14), assemble as follows:
a. Apply Loctite #271 to lever (15) and install
lever fully into shaft (14).
b. Apply Loctite #271 to opposite end of lever
(15) and install handle (16) 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) torque.
6. Install lever assembly to steering column.
The potentiometer (8, Figure 3-30) is spring-loaded to

the "OFF" position. With the switch assembly removed
from the lever assembly, make the following checks:
1. Rotate the "pot" clockwise to full "ON" and release. Be sure that the spring returns the "pot" to
the "OFF" position.
2. Using a reliable volt-ohm meter, 0 ohms should
be read in the "OFF" position.
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.
J03019 1/99
J3-31
NOTES
J3-32
J03019 1/99
BRAKE CIRCUIT CHECK-OUT PROCEDURE

The brake circuit hydraulic pressure is supplied from
the steering circuit at the bleed down manifold. Some
brake system problems, such as spongy brakes, slow
brake release, or abnormal operation of the overhead
display panel mounted Low Brake Pressure warning
light can sometimes be traced to internal leakage of
brake components. If internal leakage is suspected,
refer to Brake Circuit Component Leakage Test.
NOTE: If internal leakage within the steering circuit is

excessive, this also may contribute to problems within
the brake circuit. Be certain that steering circuit leakage is not excessive before troubleshooting brake
circuit. For Steering Circuit Test Procedure, refer to
Section L, Hydraulic System.

2. Charging Valve
4. Charging Valve
5. Relief Valve (Hoist-Power Down)
7. Dual Relay Valve
8. Differential Pressure Sw.
9. Park Brake Release Press. (PK2)
10. Brake Cabinet
J04025
11. Brake Lock Shuttle Valve

12. Brake Manifold
13. Pressure Reducing Valve (PR)
14. Brake Lock Solenoid (SV1)
15. Park Brake Solenoid (SV2)
16. Front Brake Accum. Bleed Valve
18. Low Accum. Test Port (LAP1)
19. Rear Brake Accum. Bleed Valve
Brake Circuit Checkout
20. Low Brake Pressure Switch

21. Park Brake Pressure Switch
22. Stop Light Pressure Switch
23. Brake Lock Degradation Switch
24. Rear Brake Pressure Test Port (B1)
25. Front Brake Pressure Test Port (B2)
26. Manifold
27. Brake Warning Delay Timer
28. Brake Warning Relay
J4-1
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)

test gauges, ALWAYS bleed down hydraulic steering and brake accumulators.
sufficient force to enter a persons body by 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.
The steering accumulator can be bled down with engine shut down, 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. Open both bleed down valves on
brake manifold to bleed down all four brake accumulators.

wheels are blocked to prevent possible rollaway.
FIGURE 4-2. BRAKE MANIFOLD
J4-2
J04025
EQUIPMENT REQUIRED
BRAKE CIRCUIT ABBREVIATIONS

AA
Automatic Apply Pressure
AF2
Accumulator, Front Brake
AF1
Supply Pressure to Brake Valve for

Front Brakes
AR2
Accumulator, Rear Brake
AR1
Supply Pressure to Brake Valve for

Rear Brakes
BF
Brake Pressure, Front
BL
Brake Lock Apply Pressure
BR
Brake Pressure, Rear
CP1
Cavity Plug, One Direction Flow No specific function in this application.
CV, CVR,
CVF
High Pressure Shuttle Valve
LS
Low Pressure Shuttle Valve
LAP1
Pressure Tap Test Port

Low Accumulator Pressure
LAP2
Low Brake Pressure Switch

N.C., 1850 75 psi (12.95 MPa)
NVF
Front Accumulator Manual Drain Valve
NVR
Rear Accumulator Manual Drain Valve
PK1
Park Brake Release Pressure
PK2
Park Brake Release Pressure
PK3
Park Brake Pressure Switch

N.C., 1250 psi (8.75 MPa)
PR
Brake Lock Pressure Regulator

2000 psi (13.8 MPa)
SP1
Supply Oil Inlet
SV1
Brake Lock Solenoid
SV2
Park Brake Solenoid
T1
J04025
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:
> Three 0-3000 psi (0-20,685 kPa) range.
DSV
Automatic Apply Valve

1650 psi (11.55 MPa)
> One 0-5000 psi (0-34,475 kPa) range.
Check Valve
PSV
Included on the last page of this module is a data sheet

to record the information observed during the hydraulic
brake system check-out procedure. The data sheet
can be removed, copied, and used during the checkout procedure.
One PB6039 female quick disconnect and hose

long enough to reach from brake cabinet to the
inside of the operators cab for each gauge.
Accumulator charging kit (EB1759 or equivalent) with gauges and dry nitrogen.
Return To Tank
J4-3
INITIAL SYSTEM SET-UP

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.
Be certain brakes have been properly bled to remove
trapped air. Refer to Wet Disc Brake Bleeding Procedure in this Section. Also, prior to checking the brake
system, make certain the parking brake is functioning
properly. Refer to parking brake this section.
1. Apply the parking brake, put selector switch in
NEUTRAL, place the Rest switch in the ON position, 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.
NOTE: Leave Rest switch in the ON position and the
GF Cutout Switch in the CUTOUT position throughout
brake tests. (See Figure 3-1, page E3-2, Propulsion
System, for GF switch location.)
2. Open each brake accumulator bleeddown valve
and precharge both brake manifold accumulators
(1 & 3, Figure 4-1) to 1400 psi (9,652 kPa). Move
the charging kit to the frame mounted accumulators (behind right front tire) and precharge both
accumulators to 1400 psi (9,652 kPa). 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.
3. Close both accumulator bleeddown valves.
4. Install pressure gauges at:
a) Front brake test port B2 (in brake cabinet) 3000 psi (20,685 kPa) gauge.
b) Rear brake test port B1 (in brake cabinet) 3000 psi (20,685 kPa) gauge.
c) Park brake release pressure PK2 (9, Figure
4-1). (in brake cabinet) - 3000 psi (20,685 kPa)
gauge.
d) Low accumulator pressure test port LAP1"
(front side of brake manifold) - 5000 psi (34,475
kPa) gauge.
J4-4
FIGURE 4-3. BRAKE CABINET PORT

IDENTIFICATION
(Viewed from Bottom of Cabinet)
1. AR1: Rear Brake Oil Supply to Brake Valve
2. AA: Automatic Apply Oil Supply to Brake
Valve
3. AF1: Front Brake Oil Supply to Brake Valve
4. PK1: Oil Supply to Park Brake
5. T1: Oil Return to Hydraulic Tank
6. SP1: Brake System Oil Supply from
Bleeddown Manifold and filter
7. To B1 Port on Brake Valve
5. Set park brake. Release brake lock.
6. Start engine. Observe rising brake pressures as
system charges.
Brakes should release at approximately 1650 psi
(11,375 kPa) both front and rear.
7. Actuate brake lock. Turn parking brake switch
OFF. Rear brake pressure should not exceed
2000 100 psi (13,788 690 kPa).
Release brake lock.
8. Slowly depress brake pedal and note brake valve
pressures. If the rear brake circuit exceeds 2400
psi (16,545 kPa) at the B1 test port or front brake
circuit exceeds 2400 psi (16,545 kPa) at the B2
test port, correct the problem before proceeding.
This brake valve may require adjustment or a dual
relay valve may be malfunctioning.
Refer to repair procedures, this section.
J04025
BRAKE SYSTEM CHECKOUT

NOTE: Unless otherwise specified, perform the following checks with engine running, Rest switch in the ON
position, park brake ON and brake lock released.
18. Quickly and completely depress pedal. Verify that

within 1 second after brake is applied:
Left front brake pressure reads 2400 75 psi
(16,545 517 kPa)
Right front brake pressure reads 2400 75
psi (16,545 517 kPa).
9. Apply brake lock. Turn the parking brake switch

to the OFF position:
Verify park brake indicator lamp is off.
Verify park brake release pressure (gauge installed in PK2 port in hydraulic cabinet) is
2700 100 psi (18,615 690 kPa).
Record on data sheet.
Both pressures must remain above their minimum values for a minimum of 20 seconds.
19. Release pedal, assure that each circuits pressure

is zero.
10. Cycle park brake several times to assure crisp

application and release of oil pressure when
switch is OFF.
20. Remove gauges from front brake test ports and

install at the B1 and B2 test ports in the hydraulic cabinet.
11. Place parking brake switch in the ON position and

release the brake lock.
21. Disconnect circuit #52B wire on the coil of the

brake lock solenoid (SV1) (14, Figure 4-1). Install
a jumper wire between circuits #33 and #33W at
the brake warning delay timer (27, Figure 4-1).
12. Install a 3000 psi (20,685 kPa) pressure gauge at

the LBP (9, Figure 4-5) and RBP (8) test ports
on the junction block at the left front corner of the
rear axle housing.
22. Apply the brake lock; the brake lock degradation

switch should close:
13. Very slowly depress brake pedal. Force feedback

of pedal on foot should be smooth with no abnormal noise or mechanical roughness.
14. Slowly depress brake pedal:
Verify the low brake pressure warning lamp illuminates.

23. Depress the brake pedal until the warning stops.
Verify brake indicator lamp and stop lights illuminate at 75 5 psi (517 34 kPa) rear brake
pressure.
15. Quickly and completely depress pedal. Verify that

within 1 second after brake is applied:
Left rear brake pressure (LBP, 9) reads
2400 75 psi (16,545 517 kPa).
Verify the warning buzzer turns on.
24. Very slowly, release the brake pedal while observing the B1 pressure gauge:
Verify warning resumes when pressure drops

to 1000 25 psi (6,895 172 kPa).
Record pressure reading when alarm resumes.
25. Reconnect #52B wire at brake lock solenoid coil.

Remove jumper between circuits #33 and #33W.
Right rear brake pressure (RBP, 8) reads

2400 75 psi (16,545 517 kPa).
26. 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.
Both pressures must remain above their minimum values for a minimum of 20 seconds.
27. Apply brake lock and read brake pressure at B1

gauge:
16. Release pedal, assure that each circuits pressure

is zero.
17. Move the two 3000 psi (20,685 kPa) gauges to the
test ports on the front brake backplates.
J04025
Pressure should be 2000 100 psi (13,788

690 kPa).
28. If above pressure is not correct, remove plug on

end of PR valve (13, Figure 4-1) and adjust to
obtain correct pressure. Reinstall plug after adjustment.
J4-5
Failure Modes Check-Out

29. Start engine and allow low brake accumulator
pressure (LAP1 gauge) to stabilize at or above
2700 psi (18,613 kPa).
30. Turn the key switch OFF to shut down the engine,
and allow approximately 90 seconds for the steering accumulators to bleed down.
36. Turn key switch ON. Very slowly, open the rear
brake accumulator bleeddown valve a small
amount ([NVR] 19, Figure 4-1) while observing
LAP1 decreasing pressure.
Verify the low pressure warning lamp and

buzzer activate within 100 psi (690 kPa) of
the pressure recorded in step 33.
Verify the brake pressures B1 and B2 begin to rise within 100 psi (690 kPa) of the auto
apply set point pressure recorded in step 33.
31. Disable the steering pressure switch by unplugging the diode between circuits #33 and #33F on
diode board DB1 in the auxillary control box or by
disconnecting the wires at the steering pressure
switch.
32. Turn the key switch ON. After 2 minutes, record
the low accumulator pressure (LAP1) gauge reading.
If pressure decreases to less than 2100 psi

(14,480 kPa), internal system leakage is excessive. The source of the leakage must be
identified and repaired.
33. Very slowly, open the front brake accumulator

bleeddown valve a small amount ([NVF] 16, Figure 4-1) while observing LAP1 decreasing pressure.
The low brake pressure lamp and buzzer

must activate when pressure drops to 1850
75 psi (12,755 517 kPa).
When the LAP1 pressure reaches 1650 psi

(11,375 kPa) brake pressures B1 and B2
should begin to rise (auto apply).
34. Close the front brake accumulator bleeddown

valve. Start engine and allow low brake accumulator pressure (LAP1 gauge) to stabilize at or
above 2700 psi (18,613 kPa).
35. Turn key switch OFF to shut down engine and
allow the steering accumulators to bleed down
completely.
J4-6
37. Reinstall diode on diode board DB1 or connect

wire harness at steering pressure switch.
2700 psi (18,613 kPa).
39. Shut down engine but do not turn key switch OFF.
(Do not allow steering accumulators to bleed
down.)
40. While observing pressure gauges, make repeated,
slow, brake applications until auto apply comes
on.
Auto apply must not actuate prior to the sixth

pedal application.
41. Turn the key switch OFF and allow the steering
accumulators to bleed down.
42. Open both accumulator bleeddown valves and
bleed down the entire brake system. Close valves
after all pressure is released.
43. Disconnect the hose (4, Figure 4-4) that supplies
oil to the brake valve (P2 port), front brake circuit,
by removing at the tee attached to the bottom of
the hydraulic cabinet (brake manifold port AF1).
Cap the tee fitting, but hose must be vented to
atmosphere.
2700 psi (18,613 kPa).
J04025
45. Depress the brake pedal very slowly until the brake
differential pressure switch activates the low brake
pressure lamp and buzzer.
Verify fault indicators are activated at:
For more specific details regarding Table I, refer

to previous chapter:
BRAKE CIRCUIT COMPONENT SERVICE,
BRAKE VALVE,
"Differential Pressure Switch Adjustment".
Refer to Table I Pressures.

*
Record Pressure on data sheet.

Table I - Differential Pressure Switch
Adjustment
Spring
Color
! WARNING ! DO NOT attempt to adjust a "red"

spring to 600 50 psi (4 137 345 kPa). This will
cause the spring to "bottom out" and the warning
switch will not function properly.
Pressure - Switch Contacts Closing

B1 Valve Spool B2 Valve Spool
Red
300 30 psi
(2 068 207 kPa)
300 30 psi
(2 068 207 kPa)
Green
600 50 psi
(4 137 345 kPa)
600 50 psi
(4 137 345 kPa)
46. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
47. Open both accumulator bleeddown valves and
bleed entire brake system. Close valves after all
pressure is released.
48. Reconnect hose (4, Figure 4-4) to Tee at AF1
port, bottom of hydraulic cabinet

1. Operators Cab
5. To Brake Valve, Port P1
9. To Front, Frame Mounted
2. Hoses to Brake Valve & Steering 6. To Brake Valve, Port B1
Brake Accumulator
Control Valve
7. To Rear, Frame Mounted Brake
10. To Brake Valve, Port B2
3. Hydraulic Components Cabinet
Accumulator
4. To Brake Valve, Port P2
8. To Rear Axle Junction Block, Port P1
J04025
J4-7
49. Disconnect the hose (5, Figure 4-4) that supplies

oil to the brake valve (P1 port), rear brake circuit,
by removing at the tee attached to the bottom of
the hydraulic cabinet (brake manifold port AR1).
Cap the tee fitting, but hose must be vented to
atmosphere.
2700 psi (18,613 kPa).
51. Depress the brake pedal very slowly until the brake
differential pressure switch activates the low brake
pressure lamp and buzzer.
Verify fault indicators are activated at:
Refer to Table I Pressures.
*
Record Pressure on data sheet.
52. Shut down the engine and turn key switch OFF.
Allow steering accumulators to bleed down.
Open both accumulator bleeddown valves and
bleed entire brake system.
Close valves after all pressure is released.
53. Reconnect hose (5, Figure 4-4) to Tee at AR1
port, bottom of hydraulic cabinet.
54. Remove all test equipment and verify all hoses
have been reconnected.
NOTE: If hoses (4, Figure 4-5) and (10) are switched,

the rear brakes will be slow to apply and slow to
release.
J4-8
FIGURE 4-5. REAR BRAKE HOSES

1. BS - Left & Right Brake Cooling Oil Supply
2. LBR - Left Brake Cooling Return Line
3. T - Return To Tank
4. P1 - Pressure Inlet From Accumulator
5. Axle Housing
6. Wheel Motor
7. RBR - Right Brake Cooling Return Line
8. RBP - Right Brake Pressure Test Port
9. LBP - Left Brake Pressure Test Port
10. PX - Pilot Inlet/Brake Apply Line
11. PB - Parking Brake
J04025
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 with set screw.
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 dual relay valve is defective
Rebuild or replace dual relay valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake
Valve.
Check steering/brake pump system and accumulators.
Supply pressure is low.
Adjust collars according to instructions.
Improper collar adjustment on brake valve.

Remove, disassemble, clean, and inspect brake valve.
TROUBLE: A Low Brake Pressure Warning Occurs When the Brakes are Not Applied
Short in electrical system.
Check wiring.
Brake accumulator bleeding down.
Valve Open; close valve.
Differential pressure switch defective.
Check brake valve and dual relay valves; replace

switch assembly.
Brake warning relay defective.
Replace relay.
J04025
J4-9
POSSIBLE CAUSES
TROUBLE: Differential Pressure Warning Circuit activates Briefly When Brakes are Applied or Released
Brake valve out of balance (not tracking).
Differential pressure switch is defective or improperly
adjusted.
Check the switch and replace if defective.

Check differential pressure switch adjustment. Refer
to Table I - Differential Pressure Switch Adjustment.
NOTE: If the differential pressure switch is O.K. and
the differential pressure is 300 30 psi (2 068 207
kPa), replace "red" spring in Differential Pressure
Switch Assembly with "green" spring and re-adjust
differential pressure to: 600 50 psi (4 137 345 kPa).
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.
Dual relay valve defective
Inspect and repair dual relay valve(s)
Air in one brake circuit.
Bleed brakes.
Small leak in one circuit.
Inspect brake system and repair leaks.
Brake warning delay timer defective
Replace timer.

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.

adjusted.

See NOTE: above.
A dual relay valve is defective
TROUBLE: The Differential Pressure Warning Circuit is not Operating

Low Brake Pressure lamp is burned out.
Replace bulb.
Electrical problem.
Check switch circuit wiring.

adjusted.

See NOTE: above.
Problem in brake valve assembly.
Remove, disassemble, clean, and inspect, or replace

brake valve.
Dual relay valve defective
Brake warning relay defective.
Replace relay.
J4-10
J04025
POSSIBLE CAUSES
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.
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.
Remove, disassemble, clean, reassemble; 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.
Remove, disassemble, clean, reassemble; or replace.
Damage in brake valve assembly.
Repair or replace brake valve assembly.
Dual relay valve malfunctioning
Repair or replace dual relay valve assembly.
J04025
J4-11
POSSIBLE CAUSES
TROUBLE: Oil is Leaking Around the Pedal Base

Defective seal on top of brake valve.
Replace the seal.
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 dual relay valve assembly.
Rebuild or replace dual relay valve
Steering/Brake pump is worn.
Rebuild or replace pump.
Pump unloader or compensator not adjusted correctly.
Adjust pump pressure controls.
J4-12
J04025
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL
I.
UNIT NUMBER
SERIAL NUMBER
INITIAL SYSTEM SET-UP
Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out
Procedures.
STEP 2
All brake Accumulators charged to 1400 psi (9.65 MPa).
STEP 7
Maximum rear brake pressure (brake lock).
STEP 8
Maximum rear brake pressure.

Maximum front brake pressure.
II.
SERVICE BRAKE SYSTEM CHECK-OUT
Refer to appropriate Service Manual procedures and Bleed brakes; Bleed park brakes.
STEP 9
Park brake indicator light off.

Park brake circuit pressure.
STEP 14
Pressure at which brake indicator light comes on.

Pressure at which stop lights come on.
STEP 15
Left rear brake pressure within one second (LBP).

Right rear brake pressure within one second (RBP).
Brake pressures remain above 2375 psi (16,375 kPa) minimum
for 20 seconds.
STEP 18
Left front brake pressure within one second.

Right front brake pressure within one second.
Brake pressures remain above 2375 psi (16,375 kPa) minimum
for 20 seconds.
J04025
J4-13
CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 24
Brake lock degradation switch actuation pressure.
STEP 27
Rear brake pressure with brake lock applied.
Failure Modes Check-out

STEP 32
Low accumulator pressure after 2 minutes.
STEP 33
Pressure when warning systems actuate (front brakes).

Pressure at which auto apply actuates.
STEP 36
Pressure when warning systems actuate (rear brakes).

Pressure at which auto apply actuates.
STEP 40
Number of brake applications before auto apply actuates.
STEP 45
Front brake pressure at which differential switch actuates low brake

pressure buzzer and lamp.
STEP 51
Rear brake pressure at which differential switch actuates low brake

pressure buzzer and lamp.
Name of Technician or Inspector Performing Check-Out ...............................................................
J4-14
J04025
WET DISC BRAKE ASSEMBLY

The oil cooled, wet disc brake assemblies mounted on
the front and rear wheels are similar in design. The rear
wheel brakes differ from the front in their mounting
arrangement only. The rear brake assembly requires
an adapter hub (1, Figure 5-1) for installation on the
wheel motor wheel hub.
Each disc brake assembly consists of the following
basic components:
Ten friction discs

Nine separator plates
Two damper discs
Piston assembly
Stationary ring gear
Rotating inner gear
Floating ring oil seal assembly
OPERATION
The ring gear (4, Figure 5-1) is internally splined to
retain the dampers (8) and separator plates (12). The
separator plates are alternately placed between the
friction faced discs (7) which are splined to the inner
gear (6). The inner gear mounts directly to the wheel
hub on the front wheel brakes. On the rear, the inner
gear requires an adapter hub which mounts on the
wheel hub on the wheel motor.
The inboard side of the assembly contains the piston
(9) which is activated by hydraulic pressure supplied
by the dual relay valves (controlled by the brake valve).
As hydraulic pressure is applied, the piston moves to
compress the rotating friction faced discs against the
stationary steel discs. The friction forces 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 hoist
pump, through the hoist circuit high pressure filters,
through the hoist valve, and into the brake housings.
A parallel circuit from the hoist valve outlet is connected to relief valves at the hydraulic tank which limit
brake cooling circuit pressure to 35 psi (241 kPa). Oil
routed to the front brakes passes through the oil cooler
before entering the front brake housings. In addition,
the brake cooling oil provides lubrication for the front
wheel bearings. Oil exiting the brake housings returns
to the hydraulic tank.
J05018 03/01
FIGURE 5-1. WET DISC BRAKE ASSEMBLIES

1. Hub Adapter (Rear Only)
2. Capscrew & Lockwasher
3. Socket Head Screw
(Temporary)
4. Ring Gear
5. Capscrew & Hardened
Washer
Disc Brake Assembly
6. Inner Gear
7. Friction Disc
8. Damper
9. Piston Assembly
10. Seal Carrier
11. Back Plate
J5-1
MAINTENANCE
Brake disc wear should be checked every 1000 hrs.
using the wear indicator tool (Part Number EF9302),
included in the tool group shipped with the truck. Refer
to Figure 5-2.
BRAKE DISC WEAR INDICATOR

The brake disc wear indicator tool is inserted in a port
which is open to cooling oil. Removal of the inspection
hole plug to insert the brake disc wear indicator will
cause the loss of some of this oil. Advance planning
will help to minimize oil loss.
Consider scheduling front brake disc wear inspections
along with the recommended 1000 hr. change of hydraulic oil and filters. Rear brakes should be inspected
for wear whenever the rear tires are removed. Also
consider obtaining additional brake disc wear indicator tools for permanent installation on truck. If all brake
assemblies are equipped with disc wear indicators,
future checks will not require installation and removal.
Before removing test 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.
Open bleed down valves located on the brake
manifold. This will allow both accumulators for the
rear brakes and both accumulators for the front
brakes to bleed down.
FIGURE 5-2. BRAKE WEAR INDICATOR

1. Cover
2. Indicator Pin Face (Ref.)
3. Housing Face (Ref.)
4. O-Ring
5. O-Ring
6. Tool Housing
7. O-Ring
8. Indicator Pin
Removal/Installation
1. Place the selector switch in NEUTRAL, apply the
park brake, turn the rest switch ON, 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 cooling oil lines.
4. Remove the hex head O-ring plug from the port
(5, Figure 5-3) next to the cooling line opposite
the cooling line (3) with the adjacent brake apply
line (2) port. Quickly insert the brake wear indicator tool and tighten securely.
NOTE: The front wheel brakes have a diagnostic
connector installed for measuring brake apply pressure. The rear brakes do not have a diagnostic connector installed on the brake backplate, but instead
have an O-ring plug installed. Do not attempt to install
the brake wear indicator in this port.
5. Start the engine and allow the steering system to
stabilize and the brake accumulators to fill.
J5-2
Disc Brake Assembly
J05018 03/01
6. While fully applying the service brake pedal, check

brake wear as follows:
a. Remove wear indicator cover (1, Figure 5-2).
b. Push pin (8) in until it stops against brake
piston.
c. Measure the distance from indicator pin end
face (2) to housing face (3).
If pin end face (2) is even with the housing
face (3) or below, disc pack is worn to maximum safe wear limits. Brakes should be
scheduled for rebuild.
If pin end face (2) extends out beyond housing face (3), brake disc wear is still within allowable limits.
7. Pull pin (8) out until it stops against tool housing
(6) and install protective cover (1).
9. Release brakes. Shut down engine, allow steering
accumulators to bleed down. Open brake accumulator bleeddown valves to remove all pressure
from the brake sytem. Close valves after all pressure is released.
10. Remove the brake disc wear indicator tool and
reinstall O-ring plug in port.
FIGURE 5-3. BRAKE WEAR INDICATOR

INSTALLATION
(Left Front Brake Shown)
1. Brake Assembly
2. Brake Apply Line
3. Brake Cooling Line
4. Diagnostic Coupler
5. Wear Indicator
Installation Port
11. To check the remaining brake assemblies, repeat

steps 4. through 10.
NOTE: Checking disc wear in all 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.
12. Refill hydraulic tank as required.

13. If brake repairs are necessary, refer to Brake
Rebuild, this section.
NOTE: If any leakage is observed around the brake

disc wear indicator tool, replace O-rings (4, 5 and 7
Figure 5-2).
J05018 03/01
Disc Brake Assembly
J5-3
BRAKE REBUILD
The brake assembly should be disassembled
and reassembled on a clean, dry work surface.
The surface should be wooden or if metal, covered with padding to prevent damaged to machined surfaces.
Match mark individual parts for correct orientation prior to disassembly.
If a rear wheel brake is to be disassembled,
start with step 1 below. If a front wheel brake is
to be disassembled, start the disassembly procedure at step 5.
The front brake assembly weighs approximately

3210 lbs. (1460 kg) The rear brake assembly
weighs approximately 4000 lbs. (1820 Kg).
Be certain lifting devices are rated to handle the
load.
1. Ring Gear
2. Back Plate
3. Capscrew
Disassembly
Rear Wheel Brake Only:
Refer to Wheel Motor Rebuild instructions for rear
wheel brake assembly removal.
1. Verify socket head capscrews (3, Figure 5-1) are
installed at each of the six locations on the back
plate (11). These capscrews are required to retain
the seal carrier (10) to the back plate when the
brake assembly is not installed on the truck.
Shipping bars (4, Figure 5-4) must be installed.
2. Remove the 12-point capscrews and hardened
washers (5, Figure 5-1).
3. Remove capscrews and lockwashers (2) used to
retain the hub to the seal carrier.
4. Be certain hub and other parts are marked to
ensure proper orientation during reassembly. Lift
the hub adaptor (1) from brake assembly. Be
certain to note shim packs installed at six locations on between seal carrier and hub.
Both Front and Rear Wheel Brakes:
Remove the front wheel brake assembly according to
the instructions in Front Wheel Hub and Spindle,
Section G.
5. Position brake assembly on work surface with ring
gear retainer bars on bottom as shown in Figure
5-5.
J5-4
FIGURE 5-4. BRAKE ASSEMBLY

(Shown Prepared for Shipping or Storage)
4. Shipping/Storage Bar
5. Inner Gear
6. Remove socket head capscrews (2, Figure 5-5).

Lift seal retainer (1) off brake assembly.
NOTE: Socket head capscrews (2) are required to
retain and position seal carrier on brake back plate
when the brake assembly is not installed on the wheel
hub or during brake assembly shipping or storage.
Shipping bars (4, Figure 5-4) must be installed to retain
the inner gear inside the brake assembly.
7. Remove capscrews (4, Figure 5-5) and hardened
flatwashers (5) from backplate (3).
8. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
the three tapped holes in the back plate. Tighten
bolts evenly to lift back plate from ring gear (7).
Remove and discard O-ring (6).
9. Noting order of assembly of discs, remove the
damper (10) from top of stack. Remove friction
discs (11), separator plates (9) and remaining
damper at bottom of stack.
10. Rotate the brake assembly to position shipping
bars on top as shown in Figure 5-4.
11. Remove capscrews (3) retaining shipping bars (4)
to housing.
Disc Brake Assembly
J05018 03/01
FIGURE 5-5. INITIAL DISASSEMBLY

1. Seal Carrier
2. Capscrew
3. Back Plate
4. Capscrew
5. Hardened Washer
6. O-Ring
7. Ring Gear
8. Piston Housing
9. Separator Plate
10. Damper
11. Friction Disc
12. Inner Gear
FIGURE 5-6. PISTON/HOUSING ASSEMBLY REMOVAL

1. Piston Housing
2. Capscrew
1. Capscrew
2. Spring Guide
J05018 03/01
3. Hardened Washer
4. O-Ring
FIGURE 5-7. PISTON REMOVAL

3. Piston Retract Spring
4. Piston Assembly
5. Piston Housing
Disc Brake Assembly
5. Ring Gear
6. Seal Assembly
7. Seal Assembly
J5-5
12. Attach a lift strap through bars and lift inner gear
(5) out of brake assembly. Remove shipping bars
and spacers.
13. Remove capscrews (2, Figure 5-6) and hardened
washers (3) from piston housing (1).
14. Insert a 7/8 UNC x 2.0 in. pusher bolt in each of
the three tapped holes in the piston housing.
Tighten bolts evenly to lift housing from ring gear
(5). Remove and discard O-ring (4).
J5-6
15. Position piston assembly with retract springs on

top as shown in Figure 5-7.
16. Remove capscrews (1, Figure 5-7), spring guides
(2), and piston retract springs (3).
NOTE: Capscrew (1) threads are coated with Loctite
during assembly. A small amount of heat applied to the
piston housing may be required for easier removal.
17. Loosen or remove plugs installed in piston housing
ports. Carefully lift piston (4) out of housing (5).
Remove seal assemblies (6 & 7).
Disc Brake Assembly
J05018 03/01
5. Inspect piston retract springs (3, Figure 5-7).

Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
If the brake wear indicator test indicates internal

brake components are worn to the maximum allowable limit, it is recommended that all friction
discs, separator plates and dampers should be
replaced with new parts. Always replace seal assemblies and O-rings with new parts.
1. Clean all parts thoroughly prior to inspection.
2. Remove and discard toric rings from floating ring
oil seal assembly (6, Figure 5-1) in seal retainer
and back plate. 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 5-8) 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.
3. Inspect piston housing for nicks or scratches in
piston seal area. If nicks or scratches cannot be
removed by polishing, replace housing.
4. Inspect piston seal assembly grooves for damage.
Free Height:
. . . . . . . . . . .
4.00 in. (101.6 mm)
Height @ 225 lb. (1000N) working load:

. . . . . . . . . . . 3.351 in. (85.12 mm)
Height @ 600 lb. (2669N) working load:
. . . . . . . . . . . 2.750 in. (69.9 mm)
6. Inspect friction disks for warping, tooth wear, and
excessive friction material wear. Replace if wear
exceeds minimum groove depth.
Disc thickness including friction
material: . . . 0.30 0.01 in. (7.7 0.3 mm)
Friction material thickness (new)
. . . . . . . . . . . . . 0.04 in. (1.1 mm)
Nominal friction material groove depth:
. . . . . . . . . . . 0.025 in. (0.63 mm)
Minimum allowable friction material groove
depth: . . . . . . . . 0.010 in. (0.25 mm)
Flatness over friction material (new)
. . . . . . . . . . . . 0.018 in. (0.45 mm)
7. Inspect separator plates for warping and tooth
wear.
Disc thickness (new)
. . . . . 0.146 0.004 in. (3.7 0.1 mm)
Flatness (new)
. . . . . . . . . . . . 0.020 in. (0.5 mm)
8. Inspect damper plate for warping, tooth wear and
excessive facing material wear
Disc thickness, including facing material
(new)
. . . . . 0.323 0.020 in. (8.2 0.5 mm)
Disc thickness, steel plate only (new)
. . . . . 0.146 0.004 in. (3.7 0.1 mm)
Flatness, steel plate (new)
. . . . . . . . . . . . 0.020 in. (0.5 mm)
9. Inspect ring gear for excessive tooth wear and
nicks and scratches in O-ring seal grooves.
10. Inspect inner gear for excessive tooth wear and
damage at capscrew holes.
FIGURE 5-8. SEAL WEAR PROGRESSION
J05018 03/01
Disc Brake Assembly
J5-7
Assembly
The work area must be clean! Handle all parts

carefully to avoid damage to polished sealing surfaces.
1. Check piston housing (5, Figure 5-7) bore for
nicks, scratches or dirt particles. Position housing
on work surface with bore facing up.
2. Lubricate square section O-ring portion of piston
seal assemblies (6 & 7) with type C-4 hydraulic
oil and install in piston (4) grooves. Be certain
O-ring is not twisted.
3. Lubricate piston groove and outer piston seal
rings. Install in grooves over O-rings, using fingers or a smooth rounded object to push seal into
groove.
4. Install two equally spaced 1/2 UNC x 5.0 in. guide
studs in the housing at the piston retract spring
mount tapped holes.
5. Lubricate housing bore. Install lift eyes and attach
an overhead hoist to piston. Position piston over
housing with retract spring cavity holes aligned
with studs installed in previous step. Place a
spring guide over each stud to aid alignment.
Carefully lower straight into bore until seated
against housing. If necessary, seat piston by
tapping with a soft mallet.
6. Assemble twelve capscrews (1), spring guides (2)
and retract springs (3). Apply Loctite to capscrew threads and install assembled parts
through piston into tapped holes in housing.
Tighten capscrews to 90 ft. lbs. (122 N.m) torque.
Piston Pressure Test:
7. Test piston/housing assembly as follows:
a. Install a plug in one brake apply pressure port
(2, Figure 5-8).
b. Install a fitting into remaining port and attach a
hydraulic pressure test device.
c. Slowly apply pressure and loosen the apply
port plug to bleed air from piston cavity.
d. Cycle piston to full stroke ten times by applying
300 psi (2070 kPa) hydraulic pressure. Observe piston for leakage.
NOTE: Minor oil seepage (non-measurable) is permissible. If leakage is greater, disassemble piston assembly and determine cause.
J5-8
8. After completion of piston leakage test, release

pressure, remove hydraulic source and drain oil
from piston apply cavity. Plug ports to prevent
contamination.
9. Install O-ring (4, Figure 5-6) in groove of ring gear
(5).
10. Attach lifting eyes to piston/housing assembly and
lower into position over ring gear. Install capscrews (2) and hardened washers (3). Alternately
tighten capscrews to 575 ft. lbs. (780 N.m) torque.
11. Insert inner gear (5, Figure 5-9) into assembly.
Orient gear as shown.
12. Place shipping (retainer) bars over piston housing
as shown in Figure 5-9. Attach bars using 1/2 UNC
x 1.75 in. capscrews and lockwashers (7) at outer
ends of bars (4). Insert spacers (9) and 1/2 UNC
x 8.0 in. capscrews and lockwashers (8) as shown
to retain inner gear in position.
13. Attach lift eyes to assembly, lift and rotate to place
piston housing on the bottom.
14. Install discs as follows:
a. Insert a damper disc (1, Figure 5-10) into the
ring gear and inner gear with the friction material (down) facing the piston (5).
b. Insert a friction disc (2) on top of the damper.
c. Install a separator plate (3).
d. Continue installing the remaining friction discs
and separator discs, alternating each type as
installed.
NOTE: The disc pack contains a total of ten (10) friction
discs, nine (9) separator plates, and two (2) damper
discs.
e. Install the remaining damper on top of the last
friction disc with its facing material on top.
(Unfaced side toward top friction disc.)
15. Using a new O-ring (6, Figure 5-5), install back
plate (3) over ring gear. Be certain back plate is
oriented properly according to the match marks
made during disassembly.
NOTE: A seal carrier socket head capscrew hole on
the back plate should be aligned with the drain plug on
the piston housing.
16. Install capscrews (4) and hardened washers (5).
Alternately tighten capscrews to 575 ft. lbs. (780
N.m) torque.
Disc Brake Assembly
J05018 03/01
17. Follow procedures in Floating Ring Seal Assembly/Installation to install seal assembly in cavities
in the back plate and seal carrier.
18. Install seal carrier on back plate. Secure in place

with six 1/2 UNC x .75 in. socket head capscrews
to retain seal carrier in position until brake assembly is installed on the truck.
FIGURE 5-9. INNER GEAR INSTALLATION

1. Cooling Oil Port
5. Inner Gear
9. Spacer
2. Brake Apply Pressure ports
6. Drain Plug
10. Wear Indicator Installation Port
3. Piston Housing
7. Capscrew & Washer
11. Ring Gear
4. Shipping Bar
8. Capscrew and Washer
1. Damper
2. Friction Disc
J05018 03/01
FIGURE 5-10. DISC PACK INSTALLATION

3. Separator Plate
4. Piston Housing
Disc Brake Assembly
5. Piston
J5-9
NOTE: After a front wheel brake assembly is installed,

the seal must be setup for proper seal compression.
Refer to Seal Assembly Gap Check in Section G,
Front Wheel Hub and Spindle.
19. Assembly is now complete if the brake assembly
is to be installed on a front wheel. If the brake
assembly is to be installed on a rear wheel, follow
the additional steps below.
Rear Wheel Brake Assembly Only:
20. Install a new O-ring (1, Figure 5-11) in hub groove.
21. Position hub over seal carrier. Orient the hub
according to the marks made during disassembly.
to align hub flange holes with seal retainer tapped
holes.
22. Insert the following shims between hub flange and
seal retainer at each pair of capscrews (3) (six
places):
Ten . . . . . . . 0.020 in. (0.51 mm) thick
One (1) . . . . . 0.010 in. (0.25 mm) thick
23. Install capscrews and lockwashers (3) and tighten
securely.
Seal Gap Adjustment:

24. Refer to Figure 5-12 and adjust seal gap:
a. Measure seal gap A at three equally spaced
locations. Add the three dimensions and divide
by 3 to determine an average dimension.
b. Add 21.470 in. (545.34 mm) to the average
dimension determined in previous step.
c. Measure dimension B at three equally spaced
locations. Add the three dimensions and divide
by 3 to determine the average dimension.
d. Subtract the dimension in step c. from the
dimension in step b. to determine change in
shim pack.
e. Add or remove equal quantities and thicknesses of shims to the original shim pack as
determined in step d. at the six shim locations.
The shim pack must provide a final dimension
B within .005 in. (0.13 mm) of the dimension
calculated in step b.
Example:
Step a: average gap A = .................... 0.600 in.
Step b: add A + 21.470 = ................ 22.070 in.
Step c: average dimension B = ........ 22.034 in.
Step d: (A + 21.391) - (B)= ............. 0.036 in.
Step e: In this example, adding two 0.020 in.
shims would result in a dimension B of
22.074 in., and is within the tolerance limit of
0.005 in.
25. Final tighten capscrews (3, Figure 5-11) to 90 ft.
26. Install capscrews and hardened washers (8). It will
be necessary to remove the shipping bars from
the inner gear to access some capscrews. Alternately tighten capscrews to 1995 ft. lbs. (2705
N.m) torque. Replace shipping bars.
FIGURE 5-11. REAR BRAKE, HUB INSTALLATION

1. O-Ring
2. Hub Adapter
4. Shims
5. Seal Carrier
J5-10
6. Socket Head Capscrew

7. Ring Gear
8. Capscrew & Hardened Washer
9. Inner Gear
FIGURE 5-12. SEAL GAP ADJUSTMENT
Disc Brake Assembly
J05018 03/01
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 tri-chloroethane #111 which is a
non-petroleum base, rapid drying solvent leaving
no film. Allow surfaces to dry completely. Use
clean, lint-free material such as Micro-Wipes
#05310" for cleaning and wiping.
When using tri-chloroethane or 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 900F (482C). 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.
FIGURE 5-13. SEAL TERMINOLOGY

1. Seal Ring
6. Seal Ring Face
2. Rubber Toric
7. Seal Ring Ramp
3. Housing Retainer Lip
8. Seal Ring Retainer
4. Housing Ramp
Lip
5. Seal Ring Housing
J05018 03/01
Disc Brake Assembly
J5-11
3. Place installation tool onto seal ring with toric.

Refer to Special Tools, Section M for installation
tool. Lower the rings into a container of tri-chloroethane until all surfaces of toric ring are wet.
6. If small adjustments are necessary, DO NOT

PUSH DIRECTLY ON THE SEAL RING. Make
any required adjustments with installation tool.
ALTERNATE PROCEDURE:
After positioning the seal squarely over the retaining lip, thoroughly lubricate the ring by spraying
with tri-chloroethane #111.
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.
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.
APPLY SUDDEN AND EVEN PRESSURE to

pop (push) toric under housing retaining lip.
NOTE: Toric ring must not slip on ramps of either seal

ring or housing. To prevent slippage, WAIT at least
two minutes. Let all tri-chloroethane 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.
5. CHECK WITH SIGHT GAGE. Check variation in

seal ring assembled height in four places, 90
apart. Height variation around the assembled ring
should not exceed 0.51 0.05 in. (1.30 0.01 mm)
for brake assembly floating seal or 0.45 0.04 in.
(1.14 0.01 mm) for the hub seal.
J5-12
Disc Brake Assembly
J05018 03/01
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

tri-chloroethane 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.
Make certain
seals are square
and concentric
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 tri-chloroethane evaporate. (Some may still be trapped
between toric and housing ramp.)
J05018 03/01
Disc Brake Assembly
J5-13
Rear Wheel Brakes:
WET DISC BRAKE BLEEDING

PROCEDURE
NOTE: Rear wheel brakes must be bled prior to
rear tire installation.
1. Be certain the hydraulic brake supply (steering
circuit) is operating properly.
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.
7. Crack open the O-ring plug located next to the

cooling oil port and brake apply port on the brake
backplate. Close plug after oil runs clear and free
of bubbles. Repeat for remaining wheel.
NOTE: The other cooling line has a single hex plug
located adjacent. DO NOT use this plug for bleeding
brake.
Front Wheel Brakes:
NOTE: The front wheel brakes are equipped with a
diagnostic coupler on the brake backplate. A hose with
a mating fitting can be attached and used to direct the
oil into a container during the bleeding process.
8. Attach a hose to the diagnostic coupler on the
brake backplate (brake apply pressure circuit).
9. Slowly depress the brake pedal until the service
brake is partially applied.
10. After oil stream is clear of air, remove hose from
coupler. Release brake pedal.
11. Repeat steps 8 through 10 for the remaining
wheel.
12. Shut down engine, allow steering accumulators to
bleed down and check hydraulic tank oil level.
J5-14
Disc Brake Assembly
J05018 03/01
PARKING BRAKE
The Model 930E truck is equipped with a dry disc type
parking brake assembly mounted on each wheel motor
rotor shaft. The parking brake assemblies are inboard
mounted and can be accessed through the rear axle
housing door.
The parking brake is intended to prevent truck movement after the vehicle has stopped, the engine is shut
down, and when the truck is left unattended. The
parking brake is not for use during truck loading or
dumping operations. Refer to the Operation and Maintenance Manual for additional brake system operation
instructions.
OPERATION
The parking brake is a spring applied, hydraulically
released, multiple disc type brake, actuated by the
parking brake switch mounted on the instrument panel
in the operators cab.
When the parking brake switch is placed in the ON

position, the parking brake solenoid valve (SV2) located on the brake manifold in the hydraulic components cabinet is de-energized, removing hydraulic
pressure from the parking brake assemblies. Internal
belleville springs in the park brake assemblies act on
the piston to compress the disc pack, preventing rotation of a gear (4, Figure 7-1) mounted on the wheel
motor rotor shaft.
When the parking brake is switched to the OFF position, pressurized oil is supplied to the brake assemblies
through the (energized) parking brake solenoid valve.
Oil pressure applied to the parking brake piston compresses the belleville springs, releasing the discs to
allow the wheel motor rotor gear to rotate.
System interlocks prevent application of the parking
brake if the truck is in motion.
FIGURE 7-1. PARKING BRAKE

INSTALLATION
(RH Shown)
1. Wheel Motor Mounting Flange
2. Wheel Motor
3. Parking Brake Assembly
4. Gear (Motor Rotor Shaft)
5. Retainer Plate
6. Capscrew & Hardened
Washer
7. Park Brake Supply Hose
8. Cooling Air Duct Mount
9. Capscrew & Lockwasher
J07010 12/98
Parking Brake
J7-1
MAINTENANCE
Removal
The parking brake system requires periodic inspection

to determine the amount of wear incurred to insure
adequate brake torque is available. The following inspection should be made at 500 hour intervals.
Parking brake repairs should be performed when the

wheel motor is removed from the truck whenever possible. If repairs are necessary when the wheel motor is
installed, it will be necessary to setup a lifting device
inside the rear axle housing to support the weight of
the brake assembly when it is removed from the wheel
motor.
Inspection
2. Open brake accumulator bleeddown valves located on brake manifold inside the hydrauilc components cabinet behind the cab. Allow adequate
time for the accumulators to bleed down completely.
3. Open the rear axle housing access door and
remove wing nuts retaining duct inside door. Remove duct tube and open access covers inside
axle housing.
4. Observe for signs of oil leakage or damage.
5. Measure amount of disc wear as follows:
a. With the parking brake applied, insert a depth
micrometer through one of the piston position
holes (18, Figure 7-2) and record the dimension.
b. Repeat step a., measuring through the other
two holes and recording the dimensions.
c. Add the three measurements and divide the
total by 3 to determine the average.
d. If the resulting average of the three measurements is greater than 0.969 in. (24 mm), the
parking brake assembly must be removed and
rebuilt.
6. Repeat step 5 for the other parking brake assembly.
7. After inspection is complete, close duct access
covers and reinstall duct outlet tube.
J7-2
If repairs are made when the wheel motor is removed,

follow the appropriate procedures below. If repairs
must be accomplished with the wheel motor installed
on the truck, follow all procedures listed below.
The parking brake assembly weighs approximately

350 lbs. (159 kg). Be certain a lifting device capable of supporting the weight is used to support the
brake assembly when removed.
2. Block wheels securely to prevent truck movement
during parking brake repair.
3. Open brake accumulator bleeddown valves located on brake manifold inside the hydrauilc components cabinet behind the cab. Allow adequate
time for the accumulators to bleed down completely.
4. Open the rear axle housing access door and
remove wing nuts retaining duct inside door. Remove duct tube and open access covers inside
axle housing. Remove ducts as required to setup
a lifting device for brake removal.
5. Disconnect park brake apply supply hose (7, Figure 7-1).
6. Remove capscrews and lockwashers (9). Install
guide studs in two of the mounting holes to support brake assembly when removed from wheel
motor frame.
7. Slide parking brake assembly out of wheel motor
frame and off inner gear (4). Remove from axle
housing
Parking Brake
J07010 12/98
Gear Removal:
Park Brake Installation:
If the rotor shaft gear (4, Figure 7-1) is worn, damaged

or otherwise requires removal, follow the procedures
below:
NOTE: Two oil supply ports are provided on the lower

half of the parking brake assembly. Install the O-ring
fitting for attaching the supply hose (7, Figure 7-1) to
the lowest port, depending on whether the brake is to
be installed on the right or left wheel motor. Install an
O-ring plug in the unused port.
NOTE: The gear is a shrink fit on the splined motor

shaft.
1. Remove capscrew and hardened washer (6, Figure 7-1) from shaft. Remove retainer plate (5).
2. Install a gear puller using tapped holes provided
in gear (4).
3. Apply heat around gear hub area while tightening
puller until gear is removed from shaft.
Installation
Gear Installation:
If the wheel motor rotor shaft gear was removed, install
gear prior to parking brake installation.
1. Thoroughly clean gear (4, Figure 7-1) and shaft.
Inspect splines and remove burrs, etc. that may
interfere with installation.
2. Heat gear to 536F (280C). Install immediately on
shaft; gear must be fully seated against shoulder on rotor shaft.
3. Install retainer plate (5) , washer and capscrew (6).
Tighten capscrew to 440-495 ft. lbs. (595-670
N.m) torque.
J07010 12/98
1. Install two guide studs in wheel motor end frame

to guide brake assembly into position. Be certain
mating surfaces are clean and free of burrs.
2. Lift parking brake into position for installation. Note
proper orientation depending on whether brake is
to be installed on a left or right wheel motor.
(Bleeder screw at top of brake will be tilted toward
front of truck.)
3. Slide assembly over guide studs and gear on
wheel motor rotor shaft.
4. Install capscrews and lockwashers (9, Figure 7-1)
Tighten evenly to be certain brake housing is
properly seated on the wheel motor. Tighten to
220 ft. lbs. (298 N.m) final torque.
5. Install brake oil supply hose (7). Remove lifting
equipment.
6. Refer to Park Brake Bleeding Procedure and
bleed air from brake apply line and housing.
7. Reinstall all ducts removed.
Parking Brake
J7-3
Disassembly
1.Match mark housing (3, Figure 7-2), piston housing
(4), and cap structure (5).
The following procedure is necessary to properly

relieve the pressure exerted by the belleville
springs on the cap structure. Failure to follow this
procedure could result in capscrew failure and
personal injury during disassembly!
2. Loosen the 12-point capscrews (10, Figure 7-2)
evenly, in 20 ft. lbs. (27 N.m) increments.
a. Alternate the loosening procedure by selecting
successive capscrews located approximately
180 from the previous.
b. Continue loosening procedure until spring
pressure is released and capscrews and washers can be removed by hand.
3. Remove cap structure (5). Lift belleville springs (7)
out of piston (6) counterbore.
4. Lift piston/housing assembly off housing (3) dowels.
5. Remove springs (1), separator discs (12), and
friction discs (13).
6. Remove piston (6) from piston housing (4). Remove piston seals (8 & 9) and discard.
1. Clean all parts thoroughly.
2. Inspect dowel pins (2, Figure 7-2). If pins are
grooved from excessive wear or otherwise damaged, press defective pin out of housing.
3. Inspect compression springs (1, Figure 7-2).
Check springs for free height and test for height
under load. Replace if not within approximately
10% of specification.
Assembly
1. If dowel pins (2, Figure 7-2) have been removed,
press new dowel pins into holes in housing until
fully seated against shoulder.
2. Install a separator disc (12) over dowel pins. Insert
a spring (1) over each dowel pin. Insert a friction
disc (13). Insert springs (1) over dowels.
3. Install another separator disc, the 2nd friction disc
and the remaining separator disc.
NOTE: The internal teeth of the two friction discs must
be aligned and must be concentric with the pilot
diameter machined on the rear of the housing to
enable the completed assembly to be installed properly. If available, a mating gear as installed on the
wheel motor rotor shaft (4, Figure 7-1) should be used
to simplify alignment.
4. Assemble the seals (8 & 9) on the piston.
a. Install O-ring seal in bottom of each groove. Be
certain O-rings are not twisted.
b. If available, use an expander to expand the O.D.
of each seal enough to allow it to slide onto
piston.
NOTE: If an expander tool is not available, the seals
may be heated to 400F (204C) MAXIMUM. This will
allow ring to be manually expanded until it will fit over
piston.
c. When each seal is over the groove, re-size by
compressing the seal ring. Use a full circle
clamp with any sharp edges or grooves covered to prevent damage to the seal surfaces.
Free Height:
. . . . . . . . . . . . . . . . . . 0.456 in. (11.58 mm)
d. Install the quad ring in each seal.

5. Lubricate the piston seals and insert piston (6) into
piston housing (4).
6. Install piston/housing assembly over dowels on
housing (3).
7. Place belleville springs (7) in piston counterbore
as shown in Figure 7-2.
8. Place cap structure (5) on assembly and insert
capscrews (10) with hardened washer (11). Do
not tighten capscrews.
Height @ 36.4 lb. (162N) working load:

. . . . . . . . . . . . . . . . . . . 0.350 in. (8.89 mm)
4. Inspect belleville springs for cracks or damage.
5. It is recommended the separator discs and friction
discs be replaced if wear is indicated.
6. Check piston and piston housing bore for
scratches, nicks, pitting or other defects than may
cause seal leakage. Slight defects may be repaired by polishing.
The following procedure is necessary to properly

compress the belleville springs. Failure to follow
this procedure could result in capscrew failure and
personal injury during assembly!
J7-4
Parking Brake
J07010 12/98
FIGURE 7-2. PARKING BRAKE ASSEMBLY

1. Compression Spring
2. Dowel Pin
3. Housing
4. Piston Housing
5. Endcap Structure
6. Piston
7. Belleville Springs
8. Piston Seal Assembly
10. Capscrew
11. Hardened Washer
12. Separator Disc
9. Select three capscrews 120 apart and mark

them.
13. Friction Disc

14. Gear (Armature)
15. Plug
16. Oil Supply Port
17. Bleeder & O-Ring Plug
18. Piston Position Holes
Pressure Test:
a. Tighten the marked capscrews to 30 ft. lbs. (41

N.m) torque. (Snug the remaining capscrews
after each of the marked capscrews are torqued in the following steps.)
10. Install the O-ring plug and bleeder (17). Install a

fitting in one of the pressure supply ports and
attach a hydraulic power source. Install an O-ring
plug in the remaining port.
b. Re-tighten the marked capscrews until the gap

between the cap structure and piston housing
is equalized.
a. Slowly apply pressure and open the bleeder

valve to bleed air from the piston cavity. Close
the bleeder and apply 300 psi (2068 kPa) hydraulic pressure and hold for one (1) minute.
c. Re-tighten the marked capscrews in 20 ft. lbs.

(27 N.m) increments until fully tight - 90 ft. lbs.
(122 N.m) torque.
b. Observe for oil leakage. NO leakage is permitted.
d. Tighten the remaining capscrews to 90 ft. lbs.

(122 N.m) torque.
J07010 12/98
Parking Brake
c. If leakage occurs, the brake assembly must be

disassembled and repaired.
J7-5
PARKING BRAKE BLEEDING PROCEDURE

2. Block the truck wheels securely to prevent movement when the parking brake is released.
3. Open the rear axle housing access door, remove
the cooling air duct tube and open access covers.
4. Be certain the brake accumulator bleeddown
valves are closed.
5. Start the engine and allow the steering system to
fully charge (pump unloads). Turn the parking
brake to the OFF position.
J7-6
6. Connect a clear plastic hose to the parking brake

bleeder screw. Place the other end of hose in a
container.
7. Slowly open bleeder valve and allow hydraulic fluid
to run until clear and free of bubbles. Close
bleeder screw securely.
8. Repeat steps 6 & 7 for the other parking brake.
9. Shut down engine.
10. Remove brake bleed equipment, close axle housing cooling air ducts and reinstall duct tube at
door.
Parking Brake
J07010 12/98
SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . .
HOIST CIRCUIT OPERATION . .
STEERING CIRCUIT OPERATION
DISC BRAKE COOLING SYSTEM
L01033
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HYDRAULIC SYSTEM COMPONENT REPAIR

HOIST PUMP . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . .
Installation . . . . . . . . . . . .
Disassembly . . . . . . . . . . .
Assembly . . . . . . . . . . . . .
TROUBLESHOOTING GUIDE . . . . . .
HYDRAULIC TANK . . . . . . . . . . . .
Filling Instructions . . . . . . . . . .
Removal . . . . . . . . . . . . .
Installation . . . . . . . . . . . .
Strainers . . . . . . . . . . . . . . .
Breathers . . . . . . . . . . . . . . .
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. L3
L3-1
L3-1
L3-3
L3-4
L3-8
L3-13
L3-14
L3-14
L3-14
L3-15
. L3-15
. L3-16
STEERING CIRCUIT . . . . . . . . . .
COMPONENT DESCRIPTION . .
Steering Control Valve . . . .
Bleed Down Manifold Valve .
Accumulators . . . . . . . . .
Flow Amplifier . . . . . . . . .
Steering Pump . . . . . . . .
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. L4
L4-1
L4-2
L4-2
L4-3
L4-5
L4-6
L4-16
STEERING CONTROL UNIT . . . .

Removal . . . . . . . .
Installation . . . . . . .
REBUILD PROCEDURE . . . .
Disassembly . . . . . .
Assembly . . . . . . . .
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. L5
L5-1
L5-1
L5-2
L5-2
L5-3
L5-5
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . .

BLEEDDOWN MANIFOLD VALVE . . . . . . . . . . . .
STEERING ACCUMULATORS . . . . . . . . . . . . . .
STEERING ACCUMULATOR CHARGING PROCEDURE
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . .
STEERING CYLINDERS . . . . . . . . . . . . . . . . .
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. L6
L6-1
L6-2
L6-5
L6-6
L6-10
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Index
. L2
L2-2
L2-4
L2-6
L1-1
STEERING AND BRAKE PUMP

Removal . . . . . . . .
Disassembly . . . . . .
Assembly . . . . . . .
TROUBLESHOOTING CHART .
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. . L7
. L7-1
. L7-2
. . L7-5
HOIST CIRCUIT COMPONENT REPAIR . . . . .

HOIST VALVE . . . . . . . . . . . . . . . .
HOIST PILOT VALVE . . . . . . . . . . . . .
HOIST CYLINDERS . . . . . . . . . . . . .
DISABLED TRUCK DUMPING PROCEDURE
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. . L8
. L8-1
. L8-9
. L8-12
. L8-20
HIGH PRESSURE FILTERS . . .

HOIST CIRCUIT FILTER . . .
STEERING CIRCUIT FILTER .
Indicator Switch . . . . .
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HYDRAULIC CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . .

STEERING CIRCUIT CHECK-OUT AND ADJUSTMENT PROCEDURE . . . . .
Pump Pressure Control Adjustments . . . . . . . . . . . . . . . . . . . . .
Steering Control Unit Flow Amplifier Leakage Test . . . . . . . . . . . . .
Shock and Suction Valves . . . . . . . . . . . . . . . . . . . . . . . . . .
HOIST SYSTEM RELIEF VALVE AND BRAKE COOLING CIRCUIT PRESSURES
Brake Cooling Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Up Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . . .
Power Down Relief Pressure Test . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . .
CHECK-OUT PROCEDURE DATA SHEET . . . . . . . . . . . . . . . . . . . .
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HOIST CIRCUIT . . . . . . . . . .
HOIST CIRCUIT OPERATION
COMPONENT DESCRIPTION
L1-2
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Index
L6-12
L6-12
L6-12
L6-14
L6-20
L6-23
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. L9
L9-1
L9-3
L9-4
. L10
L10-1
L10-2
L10-3
L10-5
L10-6
L10-6
L10-7
L10-8
L10-10
L10-13
L01033
HYDRAULIC SYSTEM
The following is a general description of the Model
930E hydraulic system. Additional information concerning individual component description and opera-
tion can be found under the different system circuits

such as the hoist circuit, steering circuit, and hydraulic
brake circuit.
FIGURE 2-1. HYDRAULIC SYSTEM COMPONENTS AND PIPING

1. Hoist Cylinders
2. Hoist Valve
3. Hydraulic Tank
4. Bleeddown Manifold
5. Steering Accumulators
L02028
7. Flow Amplifier Valve

8. Heat Exchanger (Brake System Cooling)
9. Steering Cylinders
10. Brake System Auxiliary Accumulators
11. Hoist Circuit Filters
12. Steering Circuit Filter
Hydraulic System
L2-1
Note: Figure 2-1 illustrates the general location of the

hydraulic components on early production models.
Refer to Figure 2-2 through 2-5 for components installed on current production trucks.
The hoist, steering and brake circuits share a common
hydraulic tank (3, Figure 2-1). The tank is located on
the left side of the frame, forward of the rear wheels.
Service capacity of the tank is 250 gal. (947 l). Type C-4
hydraulic oil is recommended for use in the hydraulic
system.
NOTE: It is highly recommended that any hydraulic oil
to be used for filling or adding to the hydraulic system
is routed through a 3 micron filter device prior to use.
Oil used in the hoist, steering and brake circuits flows
from the bottom of the tank through 100 mesh wire
suction strainers.
Hoist Circuit Operation

Hydraulic oil from the tank (8, Figure 2-2) is supplied
to a gear type hoist circuit pump, rated at 246 GPM
(931 l/min.) @ 1900 RPM and 2500 psi (17.2 MPa). Oil
from the pump outlet port is directed to high pressure
filters (7) and then enters the hoist valve (4).
The hoist pump (and steering/brake pump) is driven by
a driveshaft (6) off the rear of the traction alternator.
The hoist valve directs oil flow to the hoist cylinders (1)
when the operator moves the body dump control lever.
The body dump lever is connected to the hoist pilot
valve located in the hydraulic components cabinet by
a flexible control cable. If the control lever is in the float
position, oil is returned to the hydraulic tank through
the Brake/Hoist Return Oil manifold (2, Figure 2-2) and
also flows through the disc brake circuit to cool the wet
disc brake system. Heat generated during service
brake application is removed by an oil-to-water heat
exchanger (1, Figure 2-5).
Hoist system pressure is limited to 2500 psi (17.2 MPa)
maximum pressure.
Relieve pressure before disconnecting hydraulic

and other lines. Tighten all connections before
starting truck.
immediately.
Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines are capped while the component is
removed from the truck.
L2-2
Hydraulic System
L02028
FIGURE 2-2. HOIST PUMP PIPING (Top View)

1. Hoist Cylinders
2. Brake/Hoist Return Oil Manifold
3. Overcenter Manifold
4. Hoist Valve
L02028
6. Pump Drive Shaft

8. Hydraulic Tank
9. Hoist Valve Pilot Circuit Hoses
Hydraulic System
L2-3
Steering Circuit Operation

Hydraulic oil from the tank is supplied to a piston type,
pressure compensated steering and brake circuit
pump (16, Figure 2-3), rated at 66 GPM (257 l/min.) @
1900 RPM. An unloader valve (15) maintains system
pressure between 2750 psi (18.9 MPa) and 3025 psi
(20.9 MPa) .
Oil from the pump is directed to a high pressure filter
(10, Figure 2-4) before entering the bleed down manifold (4). The bleed down manifold provides several
functions in the steering, brake, and hoist systems. It
is used to route oil flow to the steering system and
hydraulic brake system. (Refer to Section J for brake
system operation.)
Steering system oil is directed to the accumulators (5),

used to store pressurized oil in the event of loss of
pump pressure. Oil is also directed to the flow amplifier
valve (3) for use by the cab mounted steering control
unit and steering cylinders (1).
A relatively small volume of oil is supplied from the flow
amplifier to the steering control unit, mounted on the
steering column in the cab. When the operator moves
the steering wheel, oil is routed from the steering control unit back to the flow amplifier based on the direction and rate of speed of rotation of the steering wheel.
The flow amplifier provides a large volume of oil to the
steering cylinders to turn the front wheels determined
by input from the steering control unit.
FIGURE 2-3. HYDRAULIC PUMP MODULE

1. Hoist Valve Tank Return (To
Brake/Hoist Return Manifold)
2. Supply to Pilot Valve
3. Hoist Valve
4. From Pilot Valve
5. To Brake/Hoist Return Manifold
L2-4
6. Work Port Outlet

7. Supply From Hoist Pump & Filter
8. Counterbalance Valve
9. Needle Valve
11. Hoist Cylinder Supply Tubes
12. Hoist Quick Disconnects
Hydraulic System
13. Pump Case Drain Line

14. Steering Pump Inlet Port
15. Unloader Valve
16. Steering/Brake Pump
17. Hoist Pump Inlet Hoses
18. Hoist Pump
19. Pump Driveshaft
L02028
FIGURE 2-4. STEERING SYSTEM COMPONENTS (Bottom View)

2. Manifold
5. Steering Circuit Accumulators
L02028
6. Hoist Circuit Pump

8. Hydraulic Tank
9. Shut-off Valve
10. Steering/Brake Circuit Filter
Hydraulic System
L2-5
Disc Brake Cooling System

When the hoist control valve is in the float or hold
position, oil is supplied by the hoist valve to the disc
brake assemblies located at each wheel to remove heat
generated during service brake application.
Oil supplied to the rear wheel brakes flows from the
hoist valve (10, Figure 2-6) to the Brake/Hoist Return
Oil Manifold (8), to the brake assemblies and is then
returned to the Brake/Hoist Return Oil Manifold and the
hydraulic tank (7). Oil supplied to the front wheel
brakes is routed from the hoist valve to an oil/water heat
exchanger (1) before entering the brake assemblies.
The front brake oil is then returned to the Brake/Hoist
Return Oil Manifold and then the hydraulic tank. In
addition, the front brake cooling oil is used to lubricate
the front wheel hub bearings.
Brake cooling circuit pressure is limited by orificed
regulator valves located in the Brake/Hoist Return Oil
Manifold. Figure 2-5 shows the piping and flow of oil
through the Brake/Hoist Return Oil Manifold. The internal check valves crack open at 35 PSI (241 kPa). Their
opening pressure will be slightly higher as flow through
it increases.
Refer to Section J for information regarding operation of the brake system.
FIGURE 2-5. BRAKE/HOIST RETURN OIL MANIFOLD

1. Rear Brake Return
2. Rear Brake Supply
Press.
3. Rear Brake Supply Press. 11. Hoist Return Press.
4. Front Brake Supply Press. 12. Front Brake Return
5. Rear Brake Cooling Oil
Press
(From Hoist Valve)
6. Return From Hoist Vlv.
7. Return From Hoist Vlv.
15. Hoist Return to Tank
8. Manifold
16. Front Brake Return
9. Front Brake Bypass
L2-6
Hydraulic System
L02028
FIGURE 2-6. DISC BRAKE COOLING SYSTEM

1. Heat Exchanger
2. Front Brake Cooling Oil Supply From Hoist Valve
3. Left Front Brake Cooling Outlet Hose
4. Right Front Brake Cooling Inlet Hose
5. Right Front Brake Cooling Outlet Hose
L02028
6. Left Front Brake Cooling Inlet Hose

7. Hydraulic Tank
9. Rear Brake Cooling Supply & Return Lines
10. Hoist Valve
11. Rear Axle Housing
Hydraulic System
L2-7
NOTES:
L2-8
Hydraulic System
L02028
HYDRAULIC SYSTEM COMPONENT REPAIR

HOIST PUMP
Removal
NOTE: The hoist pump can be removed without removing the steering pump from the truck if desired.
3. Remove the rear axle blower duct to allow the hoist

pump to be lowered from the pump module
mounting bracket for removal. Remove duct support bracket.
4. Close the pump supply shut-off valves.
1. Turn keyswitch Off and allow ample time (approximately 90 seconds) for the accumulators to
bleed down.
2. If necessary, drain the hydraulic tank by use of the
drain valve located on the rear side of the tank.
NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valves can be closed and both
pump inlet lines can be drained, eliminating the need
to completely drain the tank.
Always maintain complete cleanliness when opening any hydraulic connection. Insure that all system lines and components are capped while the
component is removed from the truck.
FIGURE 3-1. HOIST AND STEERING PUMP PIPING (Top View)

1. Hoist Cylinders
4. Hoist Valve
L03027
6. Pump Driveshaft
8. Hydraulic Tank
9. Hoist Valve Pilot Circuit Hoses
Hydraulic Component Repair
L3-1
5. Loosen the capscrews securing the inlet and outlet

hoses (1, Figure 3-2) on the hoist pump and allow
oil to drain. Remove inlet and outlet hoses. Cap or
cover all lines and pump inlets and outlets to
prevent contamination.
6. Remove the capscrews securing the hoist pump
drive flange to the drive shaft.
FIGURE 3-2. HYDRAULIC PUMPS

1. Pump Outlet Hoses
2. Pump Mount Capscrews 6. Pump Mount Bracket
3. Hoist Pump
7. Outlet Hose
4. Pump Mount Capscrews
The hoist pump weighs approximately 250 lbs (113

kg). The hoist and steering pump together weigh
approximately 500 lbs (227 kg). Use a suitable
lifting or support device that can handle the load
safely.
FIGURE 3-3. STEERING/BRAKE PUMP REMOVAL

1. Hoist Pump
2. Nut & Washer
3. Dowel
4. O-ring
5. Capscrew
L3-2
6. Bearing Plate
7. O-ring
8. Transition Plate
9. Coupling
10. Capscrew
11. Steering & Brake Pump

12. Pump Case Return Fitting
(Pump Drain)
13. Inlet Port
14. Compensator Adjustment
15. Unloader Adjustment

16. O-ring
17. Nut
L03027
7. Attach a suitable lifting or support device to the

hoist pump capable of handling approximately
250 lbs (113 kg). Attach a support to the front end
of the steering pump to hold it in place during
removal of the hoist pump.
8. Remove the four capscrews (2, Figure 3-2) securing the hoist pump to the front support bracket.
Remove the six capscrews holding the support
bracket (6) to the pump module support. Remove
support bracket.
9. Make sure the lifting and support devices are in
place on both pumps. Loosen (but do not remove)
the rear support bracket capscrews holding the
steering pump. Lower the pumps allowing hoist
pump to come down further than steering pump.
10. Remove the four steering/brake pump mounting
capscrews (4). Slide hoist pump forward to disengage the splines of drive coupling (9, Figure 3-3)
from the steering pump.
11. Move pump to a clean work area for disassembly.
Installation
NOTE: The following assumes the steering pump is
already in position on the truck.
1. Install O-ring (16, Figure 3-3) to steering pump
(11). Install coupler (9) to hoist pump.
The hoist pump weighs approximately 250 lbs (113

kg). The hoist and steering pump together weigh
approximately 500 lbs (227 kg). Use a suitable
lifting or support device that can handle the load
safely.
2. Attach a suitable lifting or support device to the
hoist pump capable of handling approximately
250 lbs (113 kg). Move pump into position in truck.
3. Lubricate the steering pump spline shaft and align
with coupling (9). Install hoist pump to steering
pump and install capscrews (10) with hardened
washers and tighten to standard torque. Raise
pumps up into position.
4. Attach front support bracket to the pump module
support structure and to the pump with capscrews, lockwashers and nuts. Tighten capscrews to standard torque.
5. Connect hoist pump drive flange to drive shaft with
capscrews, lockwashers and nuts. Tighten to
standard torque.
6. Tighten steering pump support bracket (7, Figure
3-2) capscrews to standard torque.
7. Uncap inlet and outlet hoses and install to pumps
using new O-rings. Tighten capscrews securely.
8. Service the hydraulic tank with C-4 type hydraulic
fluid. Refer to Hydraulic Tank this section for filling
instructions.
9. Open the three suction line shut-off valves. Loosen
capscrews (at the pump) on suction hoses to
bleed trapped air. Then loosen capscrews (at the
pump) on pressure hoses to bleed any trapped
air. Tighten all capscrews securely.
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result.
10. Reinstall blower duct and support bracket.
L03027
L3-3
Disassembly
NOTE: As parts are removed they should be laid out in
a group in the same order in which they are removed.
1. Clean the exterior of the pump assembly thoroughly. If the steering pump is attached, remove
capscrews (10, Figure 3-3) and pull the steering
pump free of transition plate (8). Remove O-ring
(16).
3. The pump may be supported by placing on wood

blocks with the input drive shaft pointing down.
Mark each section nearest the input drive gear to
facilitate reassembly
4. Remove nuts (17, Figure 3-3). Remove bearing
plate (20, Figure 3-4) with transition plate (22) and
O-ring (26). Remove capscrews securing the
bearing plate to the transition plate and remove
O-ring (23). Remove dowels if damaged, or if
replacement of the transition plate is necessary.
2. Remove coupling (9). Remove dowels (3) if damaged, or if replacement of the bearing plate is
necessary.
FIGURE 3-4. HOIST PUMP

1. Drive Gear & Shaft
2. Seal
3. Idler Gear
4. Stud
5. Steel Ball
6. Flange
7. Dowel
8. Gear Plate
9. O-ring
L3-4
10. Connector Plate

11. O-ring
12. Bearing Plate
13. Gear Plate
14. Connector Plate
15. Washer
16. Nut
17. Stud
18. Idler Gear
19. Dowel
20. Bearing Plate
21. Dowel
22. Transition Plate
23. O-ring
24. (Not Used)
25. Coupler
26. O-ring
27. Drive Gear (Rear)
28. Snap Ring

29. Coupler
30. Steel Ring
31. Backup Ring
32. O-ring
33. Pressure Plate
34. Isolation Plate
35. Plug
36. Snap Ring
L03027
5. Remove connector plate (9, Figure 3-5). Remove

O-ring (8) and steel rings (10) and (14). Remove
dowels (6) if damaged, or if connector plate replacement is necessary.
7. Remove gear plate (5) and pressure plate (19).

Remove steel rings, backup ring, O-ring and retainer and isolation plate. Remove O-ring (3) and
stud O-ring (4).
NOTE: If the connector plate is stuck, tap lightly with a

plastic hammer to loosen.
8. Remove bearing plate (2, Figure 3-5). Remove

O-ring (23) and stud O-rings (1). Remove dowels
(20) if damaged or replacement of the bearing
plate is necessary.
6. Remove backup ring (15), O-ring and retainer (16)

and isolation plate (17). Grasp the drive gear (12)
and idler gear (11) and pull straight up and out of
the gear plate (5) bore. Remove pressure plate
(18) from gears.
9. Remove coupling (21). Remove snap ring (22) if

damaged or replacement is necessary.
NOTE: Disassembly of the rear pump section is now
complete. Do not remove thru studs at this time as the
studs serve as guides for disassembly.
FIGURE 3-5. HOIST PUMP DISASSEMBLY (Rear Section)

1. O-ring
2. Bearing Plate
3. O-ring
4. O-ring
5. Gear Plate
6. Dowel
L03027
7. Stud
8. O-ring
9. Connector Plate
10. Steel Ring
11. Idler Gear
13. Bearings
14. Steel Ring
15. Backup Ring
16. O-ring & retainer
17. Isolation plate
18. Pressure Plate
19. Pressure Plate

20. Dowels
21. Coupling
22. Snap Ring
23. O-ring
L3-5
10. Remove bearing plate (10, Figure 3-6). If the bearing plate is stuck, tap lightly with a plastic hammer
to loosen it. Remove O-rings (9) and (11).
hammer to loosen. Remove O-ring (8). Remove

dowels (6) if damaged or if replacement of the
flange (5) or gear plate (7) is necessary.
11. Remove steel rings (13), backup ring (14), O-ring

and retainer (15) and isolation plate (17). Remove
dowels (16) if damaged or if replacement of the
bearing plate (10) is necessary.
13. Remove steel rings, backup ring, O-ring and retainer. Remove drive gear (1) and idler (3) from
gear plate (7). Remove both pressure plates (18).
12. Unthread the thru studs (12) and remove. Remove

flange (5), if stuck tap flange lightly with a plastic
FIGURE 3-6. HOIST PUMP DISASSEMBLY (Front Section)

2. Seal
3. Idler Gear
4. Steel Ball
5. Flange
6. Dowel
7. Gear Plate
L3-6
8. O-ring
9. O-ring
10. Bearing Plate
11. O-ring
12. Thru Studs
13. Steel Rings
14. Backup Ring
15. O-ring & Retainer

16. Dowel
17. Isolation Plate
18. Pressure Plate
19. Plug
20. Seal
21. Snap Ring
L03027
FIGURE 3-7. PREPARATION FOR SEAL REMOVAL

1. Flange
2. Bearings
3. Wooden Blocks
FIGURE 3-8. SHAFT SEAL REMOVAL

14. Remove outboard shaft seal (2), snap ring (21) and
inboard shaft seal (20).
NOTE: To aid in shaft seal removal place the flange on

two small wooden blocks as shown in Figure 3-7.
1. Flange
2. Punch
3. Bearings
15. Use a punch and hammer and tap the outboard

shaft seal out of the flange bore. (Refer to Figure
3-8.) Use care not to mar, scratch or damage the
seal bore surface, or bearings.
16. After the seals and snap ring have been removed,
clean the bore thoroughly. If necessary, the bore
may be smoothed with number 400 emery paper
(only).
L03027
L3-7
INSPECTION OF PARTS
1. Examine the gear bores in both gear plates, reference Figure 3-9. During the initial break-in, the
gears cut into the aluminum gear plates. The
nominal depth of this cut is 0.008 in (0.203 mm)
and should not exceed 0.015 in (0.381 mm). As
the gear teeth cut into the gear plates, metal is
rolled against the pressure plates. Using a knife or
sharp pointed scraper, remove the metal that was
rolled against the pressure plates. Remove all
metal chips that were broken loose.
NOTE: Replacing new bearing in the flange, connector

plates or bearing plate is not recommended due to
close tolerances and special tooling required for
crimping the bearing in place to prevent bearing spin.
6. Inspect the flange seal bore for scratches or
gouges which may interfere with shaft seal installation.
7. For additional pump and system inspection refer
to the Troubleshooting Guide.
Assembly
1. A suitable seal press ring or plug and two small
wood blocks should be available.
When removing the rolled up metal, do not attempt

to remove the gear track-in grooves.
2. Examine the pressure plates. They should not
show excessive wear on the bronzed side. If deep
curved wear marks are visible, discard and replace with new.
2. The following seal installation procedures are outlined for use with a vise, but they can be adapted
for use with a press if one is available.
3. Open the vise jaws wide enough to accept the
combined thickness of the flange, wood blocks
and press ring.
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,
discard and replace with new.
4. Place the wood blocks flat against the fixed jaw of

the vise. Place the flange plate against the blocks
in such a position that the bearing projections are
between the blocks and clear of the vise jaw, refer
to Figure 3-10.
4. If any of the internal parts show excessive wear,

replace with new. Replace all O-rings and seals
with new.
5. Lubricate the seals with hydraulic oil. Position the

inboard shaft seal (3, Figure 3-11) with the metal
face toward the outboard end of the flange.
5. Inspect the bearings, if they are worn beyond the

gray teflon into the bronze material, the complete
flange connector plates or bearing plate should
be replaced.
FIGURE 3-9. GEAR BORE INSPECTION

1. Gear Track-in
L3-8
2. Gear Plate
FIGURE 3-10. SHAFT SEAL INSTALLATION

1. Flange
2. Wood Blocks
3. Bearing Projection
L03027
6. Position the press ring over the seal. Make sure

the seal stays centered and true with the bore, and
start applying pressure with the vise. Continue
pressing the seal until it just clears the snap ring
groove in the bore.
7. Install snap ring (2, Figure 3-11) with the snap ring
opening over the weep hole (10).
8. Install the Outboard seal (metal face out), until it
just contacts the snap ring.
9. Lubricate the thru stud threads (14, Figure 3-11)
with hydraulic oil. Thread the studs into flange
until snug. There are 4 long studs and 4 short
studs. Reference Figure 3-12 for proper stud location. Lubricate and install O-ring (7). Install dowel
pins (12), if removed. Install gear plate (13). Make
sure the recess in the gear plate will be toward the
connector plate, or facing up when the gear plate
is installed.
milled on one side; turn that side up or toward the

pressure plate.
12. With the bronze side up and the milled slot facing
toward the discharge side, slide pressure plate (2,
Figure 3-13) down into the gear bores until it rests
on the backup ring and O-ring. Do not force the
plate down the gear bores. If it hangs up on the
way down, work it back and forth until it slides
freely into place.
13. Coat the inside of the gear plate and the gears with
clean hydraulic oil.
NOTE: To ensure the gear pump is correctly timed
during reassembly, place a mark on the end of the
input shaft to indicate the location of the valley between any two gear teeth. Refer to Figure 3-16 which
illustrates gear timing.
11. Install the isolation plate (9) on the suction side of

the gear plate. The isolation plate has a relief area
14. With the extension end of the drive gear facing

toward the shaft seals, install the drive gear. Do not
drop the gear in the bore as damage to the bronze
face of the pressure plate could result. Use care
when pushing the drive gear extension thru the
shaft seals. Install the idler gear.
FIGURE 3-11. SHAFT SEAL INSTALLATION
FIGURE 3-12. PUMP REASSEMBLY
10. Install steel rings (5, Figure 3-12). Lubricate and

install backup ring (8), O-ring (7) and ring retainer
(6) as shown in Figure 3-12.
1. Outboard Shaft Seal

2. Snap Ring
3. Inboard Shaft Seal
4. Seal, Metal Face
5. Flange
6. Steel Ball
7. O-ring
L03027
8. Bearing
9. Bearing
10. Weep Hole
11. Plug
12. Dowel
13. Gear Plate
14. Thru Studs
1. Gear Plate
2. Drive Gear
3. Idler Gear
4. Bearing
5. Steel Ring
6. Retainer
7. O-ring
8. Backup Ring
9. Isolation Plate
10. Relief Area
11. Thru Studs
L3-9
15. Install the opposite pressure plate with the bronze

side down and the milled slot facing toward the
discharge side.
16. Install steel rings (11, Figure 3-14), backup ring
(12), O-ring and retainer (13). Install isolation plate
with its relief toward the pressure plate.
17. Lubricate and install thru stud O-rings (5) and
connector plate O-ring (7). Install dowel (14) if
removed. Lubricate the I.D. of the bearings (17)
and install connector plate (6). Install snap ring (8)
and coupling (9).
FIGURE 3-13. PRESSURE PLATE INSTALLATION

1. Gear Plate
2. Pressure Plate
3. Slot
FIGURE 3-14. HOIST PUMP REASSEMBLY

2. Idler Gear
3. Gear Plate
4. Relief
5. O-ring
L3-10
6. Connector Plate
7. O-ring
8. Snap Ring
9. Coupling
10. Thru Studs

11. Steel Ring
12. Backup Ring
13. O-ring & Retainer
14. Dowel
15. Isolation Plate
16. Pressure Plate
17. Bearings
L03027
18. Lubricate O-ring (3, Figure 3-15) and install in

bearing plate (7). Lubricate O-rings (4) and install
over studs (12). Replace dowel (2) if removed.
Install bearing plate (7).
20. Lubricate I.D. of bearings (26). Install O-rings (8 &

9) and dowel (25) if removed. Install gear plate (10).
Make sure relief in gear plate is toward bearing
plate (7).
19. Repeat steps 10, 11 and 12 for installation of the

steel rings, backup ring, O-ring, retainer, isolation
plate and pressure plate.
FIGURE 3-15. HOIST PUMP REASSEMBLY

2. Dowel
3. O-ring
4. O-ring
5. Coupling
6. Connector Plate
7. Bearing Plate
L03027
8. O-ring
9. O-ring
10. Gear Plate
11. Connector Plate
12. Stud
13. Idler Gear
14. Capscrew
15. Bearing Plate

16. Transition Plate
17. O-ring
18. (Not Used)
19. Coupling
20. Nut
21. O-ring
22. Dowel
23. Dowel
24. O-ring
25. Dowel
26. Bearings
L3-11
21. Install rear drive gear (1) and idler gear (13). The
rear drive gear must be timed with the front drive
gear. This is accomplished by lining up a tooth on
the rear drive gear with the valley of two teeth on
the front drive gear, as shown in Figure 3-16.
26. Lubricate the thru stud threads and install two

opposite stud nuts and hardened washers. Tighten
nuts to 240 to 250 ft lbs (325 to 339 N.m) torque.
27. Using an 18 inch (45 cm) adjustable wrench, check
pump drive shaft rotation. The drive shaft will be
tight but should turn freely with a maximum of 5 to
10 ft lbs (7 to 14 N.m) torque, after the initial
surge. (Figure 3-17.)
FIGURE 3-16. PUMP GEAR TIMING
22. Repeat steps 15 and 16 for installation of the

remaining pressure plate, steel rings, backup ring,
O-ring, and retainer and isolation plate.
23. Lubricate and install O-ring (24, Figure 3-15) in
connector plate (11). Install dowel (23) if removed.
Lubricate I.D. of bearing in the connector plate
(11). Install connector plate (11) with flat washers
and nuts.
1. Wrench
24. Install dowel (22) if removed. Lubricate and position O-ring (17) in transition plate (16). Assemble
bearing plate (15) to transition plate and install
capscrews (14). Tighten capscrews to standard
torque.
28. If the shaft will not turn properly, disassemble the

pump and examine the parts for burrs or foreign
material causing buildup or interference between
parts.
25. Lubricate O-ring (21) and position on bearing plate

(15). Install the assembled bearing plate and transition plate (15 & 16) to the connector plate (11)
and secure in place with nuts (20). Tighten nuts to
standard torque.
L3-12
FIGURE 3-17. PUMP ROTATION CHECK

2. Input Shaft
3. Pump
29. When the input shaft turns properly install the

remaining hardened washers and nuts. Tighten
nuts to 240 to 250 ft lbs (325 to 339 N.m) torque.
30. Install a new O-ring on steering pump flange and
install steering pump to the transition plate (16,
Figure 3-15). Install capscrews and tighten to
standard torque.
L03027
TROUBLESHOOTING GUIDE
(HOIST PUMP)
TROUBLE
POSSIBLE CAUSE
SUGGESTED CORRECTIVE
ACTION
1. Sandblasted band around pressure 1. Abrasive wear caused by fine

plate bores
particles.
2. Angle groove on face of pressure
a. Dirt (fine contaminants, not visible
plate
to the eye)
3. Lube groove enlarged and edges
rounded
4. Dull area on shaft at root of tooth
5. Dull finish on shaft in bearing area
6. Sandblasted gear bore in housing
1. Was clean oil used?

2. Was filter element change period
correct?
3. Were correct filter elements used?
4. Hoist cylinder rod wiper and seals in
good condition?
5. Cylinder rods dented or scored?
6. Was system flushed properly after
previous failure?
1. Scored pressure plates.

2. Scored shafts
3. Scored gear bore
2. Abrasive wear caused by metal

particles
a. Metal (coarse)contaminants,
visible to the eye
1. Was system flushed properly after

previous failure?
2. Contaminants generated elsewhere
in hydraulic system?
3. Contaminants generated by wearing
pump components?
1. Any external damage to pump

2. Damage on rear of drive gear and
rear pressure plate only
3. Incorrect installation
1. Did shaft bottom in mating part?

2. Any interference between pump and
machine?
1. Eroded pump housing

2. Eroded pressure plates
4. Aeration-Cavitation
a. Restricted oil flow to pump inlet
b. Aerated Oil
1. Tank oil level correct?

2. Oil viscosity as recommended?
3. Restriction in pump inlet line?
4. Air leak in pump inlet line?
5. Loose hose or tube connection?
1. Heavy wear on pressure plate

2. Heavy wear on end of gear
5. Lack of oil
1. Was oil level correct?

2. Any leaks in piping inside tank?
1. Housing scored heavily

6. Damage caused by metal object
2. Inlet peened and battered
3. Foreign object caught in gear teeth
1. Metal object left in system during

initial assembly or previous repair?
2. Metal object generated by another
failure in system?
1. Pressure plate black

2. O-rings and seals brittle
3. Gear and journals black
7. Excessive Heat
1. Metal object left in system during

initial assembly or previous repair?
2. Was relief valve setting too low?
3. Was oil viscosity correct?
4. Was oil level correct?
1. Broken shaft
2. Broken housing or flange
8. Over Pressure
1. Relief valve setting correct?

2. Did relief valve function?
L03027
L3-13
5. Continue to repeat steps 1 thru 4 until oil level is

maintained in the top sight gauge with the engine
stopped, key switch Off, and body down.
HYDRAULIC TANK
Filling Instructions
NOTE: If filling is required, use only type C-4 hydraulic
oil as specified on the truck Lubrication Chart. Filtering
of oil with a 3 micron filtering system is recommended.
NOTE: With engine running and oil at operating temperature, the oil should be visible in the lower sight
glass. If not, shut down engine and add oil per Filling
Instructions.
NOTE: Minor adjustments to oil level can be made by
using the drain cocks (5) next to filler neck.
Prior to opening the hydraulic tank, allow at least

90 seconds for the accumulator to bleed down
after engine shutdown and keyswitch Off.
1. With the engine stopped, body down, and the key
switch Off, wait for at least 90 seconds.
2. Remove the fill cap (1, Figure 3-18) and add clean
type C-4 hydraulic oil until oil is at the top sight
gauge.
Should a component fail in the hydraulic system,

an oil analysis should be made before replacing
any component. If foreign particles are evident,
system must be flushed. Refer to Hydraulic System Flushing instructions.
3. Replace fill cap.

4. Start engine, raise and lower the dump body three
times.
Removal
1. Turn keyswitch Off and allow at least 90 seconds
for the steering accumulator to bleed down.
NOTE: Be prepared to contain approximately 250 gal.
(947 L) of hydraulic oil. If the oil is to be reused, clean
containers must be used with a filtering (3 micron)
system available for refill.
2. Thoroughly clean the outside of the hydraulic tank
and attached equipment.
3. Drain the hydraulic tank by use of the drain valve
located on the rear side of the tank.
4. Disconnect hydraulic lines. Plug lines to prevent
possible contamination to the system. Tag each
line at removal for proper identification during
installation.
Take care to avoid contact with hot oil if truck has

been operating. Avoid spillage and contamination.
5. Attach a lifting device to the hydraulic tank.
FIGURE 3-18. HYDRAULIC TANK
1. Fill Cap
2. Sight Gauges
L3-14
3. Breather Filters (2)

4. Drain Valve
5. Drain Cocks
6. Remove the capscrews and lockwashers securing

the hydraulic tank to the frame.
7. Move hydraulic tank to a clean work area for
disassembly or repair.
L03027
Installation
1. Install hydraulic tank and secure with capscrews
and lockwashers. Tighten to 459 ft. lbs. (622
N.m) torque.
NOTE: If the oil is to be reused, clean containers must

be used with a filtering (3-micron) system available for
refill.
2. Uncap hydraulic lines and attach to the proper

connections.
2. Be prepared to contain approximately 250 gal.

(947 l) of hydraulic oil. Drain hydraulic oil from
tank.
3. Replace breather filters if required.
3. Disconnect pump suction hoses. (5, Figure 3-19).
4. Fill the hydraulic tank with clean, filtered C-4 hydraulic oil. Refer to Filling Instructions.
4. Remove capscrews and lockwashers (3) securing

cover (2) to the hydraulic tank. Remove and discard gasket.
5. Bleed all air from hydraulic lines.

6. Bleed trapped air inside steering pump. Refer to
Pump Pressure Setting, Section L for air
bleeding procedure.
HYDRAULIC TANK STRAINERS
5. Remove capscrews and lockwashers securing

suction strainers. Remove suction strainers.
Inspect and Clean
NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been overheated). The quantity and size of any particles may be
an indication of excessive wear of components in the
hydraulic system.
Removal
1. Clean the strainers with fresh cleaning solvent from
the inside out.
2. Inspect the strainers for cracks or wear. Replace,
if necessary.
Prior to opening the hydraulic tank, allow at least
90 seconds for the accumulators to bleed down
after engine shutdown with the key switch Off.
1. Shut down the engine and the key switch Off for
at least 90 seconds.
3. Clean any sediment from bottom of hydraulic tank.

Installation
1. Install suction strainers and secure in place with
capscrews and lockwashers. Tighten capscrews
to standard torque.
2. Using new cover gasket move cover (2, Figure
3-19) into place and install capscrews and lockwashers (3). Tighten capscrews to standard
torque.
3. Install pump suction hoses.
4. Fill the hydraulic tank; refer to Hydraulic Tank
Filling Instructions. Open both suction line shutoff valves (4).
5. Loosen suction line connections at both pumps to
bleed any trapped air. Tighten hose connections.
FIGURE 3-19. STRAINER REMOVAL

1. Hydraulic Tank
2. Cover
3. Capscrews & Lockwashers
L03027
4. Shutoff Valve
5. Pump Suction
Hoses
6. Bleed trapped air inside steering pump. Refer to

Steering and Brake Pump Installation, this Section, for air bleeding procedure.
L3-15
HYDRAULIC TANK BREATHERS

There are two breather filters located on top of the
hydraulic tank to allow air in and out of the tank. The
filters should be replaced at the interval specified on
the lubrication chart.
Keep the area around the breather filters clean and free
of debris build up. If there is any sign that the breather
filters are oil soaked, replace the filters as soon as
L3-16
possible and check for proper oil level. Once the

breather filters become oil soaked, they will plug very
quickly.
NOTE: Plugged breather filters can cause pressure
build up inside the hydraulic tank and can cause the
service brakes to drag.
L03027
STEERING CIRCUIT
The steering/brake pump (7, Figure 4-1) supplies oil to
the bleeddown manifold (4) after passing through a
high pressure filter (10). If the filter element becomes
restricted, a warning indicator is activated at 40 psi (276

kPa) and oil will bypass the element at 50 psi (345 kPa).
System pressure is regulated to between 2750 psi (19.0
MPa) and 3025 psi (20.9 MPa) by an unloader valve
located on the bottom of the steering pump case.
FIGURE 4-1. STEERING SYSTEM COMPONENTS (Bottom View)

2. Manifold
5. Steering Circuit Accumulators
L04031
6. Hoist Circuit Pump

8. Hydraulic Tank
9. Shut-off Valve
10. Steering/Brake Circuit Filter
Steering Circuit
L4-1
Oil pressure from the bleeddown manifold is routed

back to the pump and sensed by the ACC port on the
unloader valve. A steering pressure switch, mounted
on the bleeddown manifold is connected electrically to
a Low Steering Pressure warning lamp mounted in
the cab and warns the operator if system pressure
drops below 2300 psi (15.9 MPa).
The bleeddown manifold performs many functions,

including distribution of the steering circuit oil supply
to the steering system accumulators (5), the flow amplifier valve (3), and to the brake apply system.
Two accumulators, pre-charged with nitrogen, are
mounted on the left frame rail behind the front tire. They
provide a sufficient oil supply to allow the operator to
steer the truck off the haul road and park in a safe area
if a loss of steering circuit oil occurs. A steering circuit
bleeddown solenoid mounted on the bleeddown manifold is electrically activated when the key switch is
turned OFF and bleed the hydraulic oil back to the tank
to release the pressurized oil when the truck is parked.
FIGURE 4-2. STEERING CONTROL UNIT

T: Tank Port
LS: Load Sense Port
L: Left Steer Port
1. Valve Assembly
P: Pressure (Supply) Port
R: Right Steer Port
STEERING CONTROL UNIT
If a loss of steering pressure occurs during operation, the truck must be stopped immediately. The
pressure in the accumulators allow the operator to
steer the truck for a short period. Do not attempt
further operation until the problem is located and
corrected.
The bleeddown manifold and accumulators supply oil

to the flow amplifier valve. The flow amplifier directs oil
flow to the appropriate ports on the steering cylinders
as determined by inputs from the steering control unit
as the operator steers the truck (see Figure 4-2).
The steering control unit (Figure 4-2) is mounted inside

the cab and is directly coupled to the lower end of the
steering column.
Operation of the steering control unit is both manual
and hydraulic in effect. This component 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.
Oil entering the steering control unit is blocked until the

steering wheel is turned in a desired direction. The
valve then directs oil to the flow amplifier which in turn,
provides a high volume of oil to the steering cylinders.
Hydraulic oil at the opposite ends of the steering cylinders flows back through the flow amplifier, and bleeddown manifold to the hydraulic tank.
Oil flow to the brake apply system flows through a
check valve which will prevent loss of oil in the brake
circuit if a loss of oil occurs in the steering circuit. (Refer
to Section J for a detailed description of the brake
apply system hydraulic circuit and components.)
L4-2
Steering Circuit
L04031
BLEEDDOWN MANIFOLD VALVE

The bleeddown manifold valve (4, Figure 4-1) is located
on the inside of the left hand frame rail just behind the
flow amplifier. The bleeddown manifold is equipped
with the following major circuit components as shown
in Figure 4-3:
Steering Pressure Switch (6)
Steering accumulator bleeddown solenoid valve
(7)
600 psi (4.1 MPa) Relief Valve (12)
4000 psi (28.0 MPa) relief valve (13)
Body-Up Solenoid Valve (15)
Pilot operated check valves (see Figure 4-4)
The bleeddown manifold receives oil from the steering/brake pump through a high pressure filter and
directs oil to the accumulators, brake circuit, flow amplifier and autolube system hydraulic pump. Oil supply
for the steering control unit and steering cylinders is
supplied via the flow amplifier. The manifold also provides hoist circuit control when the body is raised.
The relief valves, accumulator bleed down solenoid,
and body-up limit solenoid are factory preset and not
individually rebuildable.
Bleeddown Solenoid
Each time the keyswitch is turned OFF, with the truck
stopped, it energizes the steering system bleed down
solenoid (7, Figure 4-3 & 27, Figure 4-4). When the
bleed down solenoid is energized, all hydraulic steering pressure, including the accumulators, is bled back
to the hydraulic tank. Brake pressure however, will not
bleed down due to internal check valves in the brake
manifold and bleeddown manifold check valve (see
schematic).
After approximately 90 seconds, the solenoid will deenergize to close the return port to tank. By this time
all the oil in the accumulators should be returned to
tank. At start-up, the steering circuit will be charged,
including the brake circuit. The Low Steering Pressure
light and buzzer will turn on until steering pressure
reaches 2300 psi (15.9 MPa). This is controlled by the
steering pressure switch (6, Figure 4-3).
During operation, if steering pressure falls below 2300
psi (15.9 MPa), the Low Steering Pressure warning light
will illuminate until pressure returns to normal.
L04031
Steering Circuit
FIGURE 4-3. BLEEDDOWN MANIFOLD

1. To Hoist Valve, Power Up
2. To Hoist Valve, Power Down
3. Spare Pressure Port
4. Test Port
5. To Brake System
6. Steering System Pressure Switch
7. Steering Accumulator Bleed Solenoid
8. Supply To Flow Amp
9. Return From Flow Amp
10. To Front Steering Accumulator
11. To Rear Steering Accumulator
12. Relief Valve, 600 psi (4.1 MPa)
14. Autolube Pump Supply Port
15. Hoist Up Solenoid Valve
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
20. Feedback Pressure to Unloader valve
21. Supply From Pump
L4-3
FIGURE 4-4. BLEEDDOWN MANIFOLD SCHEMATIC

1. Steering/Brake Pump Inlet
2. Steering Pump Pressure Test Port
3. Steering Accumulator
4. APU Port
5. Pressure Feedback (to Steering Pump)
6. Steering Pressure Switch
7. (Not Used)
8. Radiator Shutters (If installed)
10. Brake Circuit Supply
11. Steering Accumulator
12. Steering Circuit Supply to Flow Amplifier
13. Quick Disconnect, Supply Port
14. Steering Circuit Return From Flow Amplifier
15. Quick Disconnect, Return Port
L4-4
16. Spare Return Port

17. Autolube Pump Supply
18. Hoist Pilot Return
19. Hoist Pilot Power Down
20. Hoist Pilot Power Up
21. Tank Return Port
22. Hoist Power Up
23. Hoist Power Down
24. Hoist Up Limit Solenoid
26. (Not installed)
27. Steering Accumulator Bleeddown Solenoid
29. Pilot Operated Check Valve
Steering Circuit
L04031
Relief Valves
The 4000 psi (28. MPa) relief valve limits maximum
steering circuit pressure by returning oil to the hydraulic tank through internal passages in the bleeddown
manifold.
The 600 psi (4.1 MPa) relief valve provides maximum
pressure protection for the oil returning to the hydraulic
tank.
The switches monitor nitrogen pressure when the key

switch is turned ON and before the engine is started.
If nitrogen pressure is too low, the warning lamp turns
on - a latching circuit prevents the warning lamp from
turning off when the engine is started and steering
system pressure compresses the nitrogen remaining
in the accumulator.
Hoist Limit Solenoid

The body-up limit solenoid is a 3-way valve, activated
by the hoist limit switch (refer to Section D for additional
information) when the hoist cylinders approach the
maximum extension limit. When activated, the solenoid
will close the power up pilot line to the hoist valve from
the hoist pilot valve mounted in the hydraulic cabinet.
Pilot operated check valve (30, Figure 4-4) is opened
by the power down pilot pressure line (19) to allow oil
in the raise port to bypass the body-up limit solenoid
(24) for the initial power down operation while the
solenoid is activated by the hoist limit switch.
adjustment procedure of the hoist limit switches.
Do not operate the truck with less than 1100 psi

(7.6 MPa) nitrogen precharge in the accumulator.
Low nitrogen pressure may not provide an adequate supply of steering system oil in some emergency conditions. If the low precharge warning
light remains ON, check accumulator precharge
pressure and recharge if necessary.
HIGH PRESSURE FILTER

The high pressure filter (10, Figure 4-1) filters oil for the
steering and brake circuits.
ACCUMULATORS
The steering accumulators (5, Figure 4-1) are a floating
piston type. The top side of the accumulators are
charged to 1400 psi (9.7 MPa) with pure dry nitrogen
with the piston at the bottom.
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 3025 psi (20.9 MPa) the unloader valve
will unload the pump. The accumulators will contain a
quantity of oil under pressure and held by check valves
in the bleeddown manifold, available for steering the
truck. When system pressure drops to 2750 psi (19.0
MPa) the pump output will again increase, to refill the
accumulators and increase steering system pressure.
The accumulators also provide oil, for a limited period
of time, to be used in case the pump becomes inoperative.
If the filter element becomes restricted, a warning indicator is activated at 40 psi (276 kPa) and oil will bypass
the element at 50 psi (345 kPa).
Refer to Section L9 for further information regarding
the various system filters and maintenance procedures.
QUICK DISCONNECT PORTS

Ports on the bleeddown manifold allow service personnel to connect an external hydraulic supply to allow
operation of the truck steering and service brake systems if the steering/brake pump, engine etc. is not
operational.
The external supply is connected to port 13, Figure 4-4
and the return is connected to port 15. This feature
should only be used for emergency use to allow operation of the truck to return to the shop for service or
move the truck out of haul road traffic.
Low Precharge Warning Switch

Pressure switches located in the top of each accumulator monitor nitrogen pressure and are used to activate the accumulator precharge warning light if the
nitrogen pressure drops below 1100 psi (7.6 MPa).
L04031
Steering Circuit
L4-5
FLOW AMPLIFIER
The flow amplifier (3, Figure 4-1, & Figure 4-5) is located
on the left frame rail forward of the bleed down manifold
valve and is used in the steering circuit to provide the
high volume of oil required for the steering cylinders.
L4-6
The flow amplifier uses the amount of flow from the

steering control unit to determine a proportional
amount of flow to send from the bleed down manifold
to the steering cylinders.
Steering Circuit
L04031
FIGURE 4-5. FLOW AMPLIFIER VALVE
L04031
Steering Circuit
L4-7
FLOW AMPLIFIER SYSTEM OPERATION
No Steer
Refer to figures 4-6 through 4-9 for oil flow paths during
the following conditions:
(Refer to Figure 4-6):
Neutral
Steering Left
Steering Right
External shock load
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 steering control unit, it goes to a closed area in
the control.
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 500 psi (3.5
MPa), the spool moves, compressing its spring and
closes off oil supply through area A resulting in high
pressure at PP, but only 500 psi (3.5 MPa) at the
amplifier spool and steering control unit.
L4-8
Steering Circuit
L04031
FIGURE 4-6. FLOW AMPLIFIER - NO STEER
L04031
Steering Circuit
L4-9
Steering Left
When the operator turns the steering wheel left, the
steering control unit 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.
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.
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.
L4-10
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.
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.
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 valve includes a relief valve in the
priority valve spring area that is used to control maximum steering working pressure to 2750 psi (19.0 MPa)
even though supply pressure coming in to port HP is
higher. When 2750 psi (19.0 MPa) is obtained, the relief
valve prevents the LS pressure from increasing and
thereby allows the priority valve to compress the spring
enough to close off the area A when 2750 psi (19.0
MPa) is present.
Steering Circuit
L04031
FIGURE 4-7. FLOW AMPLIFIER - LEFT STEER
L04031
Steering Circuit
L4-11
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 oils flow 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.
L4-12
Steering Circuit
L04031
FIGURE 4-8. FLOW AMPLIFIER - RIGHT STEER
L04031
Steering Circuit
L4-13
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.
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.
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 (3100 psi (21.4 MPa) and allow oil to escape
from the pressurized ends of the cylinders, preventing
a higher pressure.
L4-14
Steering Circuit
L04031
FIGURE 4-9. FLOW AMPLIFIER

NO STEER - EXTERNAL SHOCK LOAD
L04031
Steering Circuit
L4-15
STEERING PUMP
Operation
The steering/brake pump is mounted on the rear of the

hoist system pump. The drive shaft mates with an
internally splined coupling inside the hoist pump when
the pump is bolted in place.
The driveshaft (35, Figure 4-10) runs through the centerline of pump housing (37) and valve plate (48). The
cylinder barrel (45) is splined to the drive shaft.
The pump is a pressure compensated piston type with

system operating pressure controlled by an unloader
valve. The pressure compensator is adjusted to 3325
psi (22.9 MPa). The pump mounted unloader valve
maintains system pressure between 2750 psi (19.0
MPa) and 3025 psi (20.9 MPa).
Oil flow from the pump is routed through a high pressure filter then to the bleeddown manifold valve where
the flow is directed to the steering circuit (accumulators, flow amplifier, etc.) and to the brake apply system
components mounted in the hydraulic components
cabinet behind the cab.
A ball bearing (33) supports the outboard end of the

driveshaft and a bushing type bearing (47) supports the
inboard end. The pump cylinder barrel is carried in a
polymerous (journal type) bearing (41).
The valve plate has two crescent shaped ports (inlet
and outlet). Pumping pistons (44) in the cylinder barrel
are held against a swashblock (28) by a shoe retainer
(17). The shoe retainer is held in position by the fulcrum
ball (40) which is forced outward by retainer springs
(13). The springs act against the pump cylinder barrel
(45) forcing it against the valve plate while also forcing
the piston shoes against the swashblock.
The semi-cylindrical shaped swashblock limits the piston stroke and can be swiveled in arc shaped saddle
bearings (21). The cradle is swiveled by the control
piston (14).
High Altitude Operation

The steering pump on later model trucks incorporates
an adjustable stroke control device (25, Figure 4-10).
If the truck is operating at high altitude locations (10,
000 feet (3,050 meters) above sea level or greater), it
may be necessary to adjust the pump stroke to reduce
oil flow to eliminate pump cavitation problems.
L4-16
Steering Circuit
L04031
FIGURE 4-10. STEERING PUMP

1. Plug
2. O-Ring
3. Spring
4. Back-Up Ring
5. O-Ring
6. Back-Up Ring
7. O-Ring
8. O-Ring
9. O-Ring
10. Back-Up Ring
11. Spring
12. Control Piston Sleeve
13. Spring
14. Piston
15. Pin
16. Control Piston Stop Pin
17. Shoe Retainer
18. Pin
19. Retainer Ring
20. Washer
21. Saddle Bearing
22. Roll Pin
23. Link
24. O-Ring
25. Stroke Adjuster
26. Retainer Ring
27. Pin
28. Swashblock
29. Dowel Pin
30. Saddle
31. Roll Pin
32. Retainer Ring
33. Bearing
34. Shaft Retainer Ring
35. Shaft
36. Seal Retainer
37. Pump Housing
38. Shaft Seal
39. O-Ring
40. Fulcrum Ball
41. Cylinder Bearing
42. O-Ring
43. Elbow Fitting
44. Piston/Shoe Assy.
45. Cylinder Barrel
46. Gasket
47. Bearing
48. Valve Plate
49. Capscrew
50. O-Ring
51. Cover
52. Seal
53 Cap
L04031
Steering Circuit
L4-17
PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4-11) controls the angle of the
swashblock (4). When control piston moves to the full
right position, the pump is at maximum pumping capacity.
The driveshaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing is
rotated, the pistons move in and out of their bores and
the piston shoes ride against the angled swashblock
(4).
As the cylinder rotates, the individual piston bores are
connected, alternately to the left (port A) and right
(port B) crescent shaped ports in the valve plate.
While connected to left side (suction) port A, each
piston moves outward, drawing fluid from port A into
the piston bore until its outermost stoke is reached. At
that point the piston bore passes from the left crescent
port to the right crescent port.
FIGURE 4-11. PUMP AT FULL VOLUME

1. Control Piston
2. Housing
3. Piston
4. Swashblock
While rotating across the right side crescent, each

piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
B until its innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half Pump Volume:

FIGURE 4-12. PUMP AT HALF VOLUME
Figure 4-12 shows that the position of the control piston

(1) is near the center of its travel. The swashblock is not
angled as steep as before, and therefore the pistons
have a shorter stroke. As the piston stroke gets shorter,
the pump output also decreases.
1. Control Piston
2. Housing
3. Piston
4. Swashblock
Neutral Position:
Neutral position (Figure 4-13) results when the control
piston (1) centers the swashblock (4). The swashblock
angle is now zero and swashblock face is now parallel
to cylinder face. Therefore, no inward or outward motion of the pump pistons exists as 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
subsequently no delivery from pump ports.
FIGURE 4-13. PUMP IN NEUTRAL POSITION
1. Control Piston
2. Housing
L4-18
Steering Circuit
3. Piston
4. Swashblock
L04031
Steering Pump
Figure 4-14 shows the steering pump and the location
of the pressure control adjustments and stroke (flow)
adjuster.
Note: The Stroke adjuster (3, Figure 4-14) is set at the
factory to provide maximum pump flow and adjustment is not normally required. If the truck is operated
at high elevations, 10,000 ft. (3,050 meters) above sea
level or more, it may be necessary to readjust the
stroke control to reduce pump flow to prevent pump
cavitation under certain conditions. If the truck is operating at high altitude and problems are experienced,
consult the Komatsu Factory Representative for adjustment procedures.
Figure 4-15 shows the schematic of the pump and the

pressure control valves.
FIGURE 4-14. STEERING PUMP ASSEMBLY

1. Outlet Port
2. Case Drain
3. Stroke Adjuster
4. Unloader Valve
Press. Adjust
5. Compensator Press.
Adjust
6. 4-Way Valve
7. GPA Port
8. GP2 Port
FIGURE 4-15. STEERING PUMP PRESSURE CONTROL SCHEMATIC

1. 4-Way Valve
2. Unloader Control Block
3. ACC Port
4. Pressure Compensator Control Block
L04031
Steering Circuit
5. Case Drain
6. GP2 Port
7. GP4 Port
8. GPA Port
L4-19
NOTES
L4-20
Steering Circuit
L04031
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 down 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.

been operating. Avoid spillage and contamination.
3. Remove capscrews (3, Figure 5-1) from steering
unit mounting bracket and remove valve assembly.
Installation
1. Align steering control unit assembly with drive
coupling (6, Figure 5-1) and holes in mounting
bracket (2).

INSTALLATION
1. Steering Column
4. Lockwasher
2. Mounting Bracket
5. Steering Control Unit
3. Capscrew
6. Coupling
7. Grease Fitting
2. Install capscrews (3) and lockwashers (4). Tighten

3. Turn steering wheel to several different positioins
and release to assure that springs in control valve
FREELY return the steering wheel to neutral. If
wheel is tight, loosen control unit mounting capscrews and realin valve.
4. Grease drive coupling through grease fitting (7)
with a molybdenum disulphide or multi-purpose
NLGI grease.
5. Remove plugs from four hydraulic lines. Be certain
that the previously tagged hydraulic lines are
connected to their respective ports according to
the markings on the steering control valve
assembly. (See Figure 5-2 & 5-3)
L05021
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.
After servicing the steering control assembly, hydraulic steering lines should be checked for correct hook-up before starting the engine.
Steering Control Unit
L5-1
STEERING CONTROL UNIT REBUILD

Disassembly
The steering control unit is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling the valve assembly.
Work in a clean area and use lint free wiping materials
or dry compressed air. Clean type C-4 hydraulic oil
should be used during reassembly to insure initial
lubrication.
1. Allow oil to drain from valve ports.

2. Match mark gear wheel set and end cover to
insure proper relocation during reassembly. Refer to Figure 5-4.

1. Brake valve
2. Steering Control Unit
3. LS Port Hose
4. L Port Hose
5. T Port Hose
6. P Port Hose
7. R Port Hose
FIGURE 5-4. MARKING VALVE COMPONENTS

1. Valve Assembly
2. Match Marks
3. Capscrew With
Rolled Pin
4. End Cover
3. Remove end cover capscrews and washers. Remove capscrew with rolled pin (3, Figure 5-4).
Mark hole location of capscrew with rolled pin on
end cover to facilitate reassembly.
FIGURE 5-3. VALVE PORT IDENTIFICATION

1. Steering Control Valve
T - Return to Tank
P - Supply from Pump
L5-2
L - Left Steering
R - Right Steering
LS - Load Sensing
L05021
4. Remove end cover (4) and O-ring (2, Figure 5-5).
13. Remove the dust seal (2, Figure 5-6) using a

screwdriver. Take care not to scratch or damage
the dust seal bore.
FIGURE 5-5. END COVER REMOVAL

1. Gear Wheel Set
2. O-ring
FIGURE 5-6. DUST SEAL REMOVAL
5. Remove outer gear of gear wheel set (1) and

O-ring between gear set and distribution plate.
1. Screwdriver
2. Dust Seal
3. Housing
6. Lift inner gear off cardan shaft.

7. Remove cardan shaft (11, Figure 5-7), distribution
plate (15) and O-ring (14).
8. Remove threaded bushing (4) and ball (3).
9. With valve housing positioned with the spool and
sleeve vertical, carefully lift spool assembly out of
housing bore.

Note: If housing is not vertical when spool and sleeve
are removed, pin (9) may slip out of position and trap
spools inside housing bore.
10. Remove O-ring (5), kin ring (6) and bearing assembly (7).
11. Remove ring (8) and pin (9) and carefully push
inner spool out of outer sleeve.
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 reassembly
thoroughly lubricate all parts with clean type C-4 hydraulic oil.
12. Press the neutral position springs (10) out of their

slot in the inner spool.
L05021
L5-3
FIGURE 5-7. STEERING CONTROL VALVE

1. Dust Seal
2. Housing & Spools
3. Ball
4. Threaded Bushing
5. O-ring
6. Kin Ring
L5-4
7. Bearing Assembly
8. Ring
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 Pin
23. Capscrews
L05021
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 5-8.
1. To install the neutral position springs, place a

screwdriver in the spool slot as shown in Figure
5-9.
2. Place one flat neutral position spring on each side
of the screwdriver blade. Do not remove screwdriver.
FIGURE 5-8. SPOOL AND SLEEVE ASSEMBLY
3. 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.
1. Slots
2. Hole
3. Spool
4. Sleeve
4. 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.
5. Install the cross pin (9, Figure 5-7).
FIGURE 5-9. NEUTRAL POSITION SPRING INSTALLATION
L05021
L5-5
6. With neutral position springs (7, Figure 5-10)

centered in spool and sleeve, install ring (3), rear
bearing race (4), thrust bearing (5) and front
bearing race (6) in that order. The chamfer on the
rear bearing must be facing away from the bearing
FIGURE 5-11. SPOOL INSTALLATION

1. Housing
FIGURE 5-10. BEARING INSTALLATION

1. Sleeve
2. Cross Pin
3. Ring
4. Bearing Race
(with chamfer)
5. Thrust Bearing
6. Bearing race
7. Neutral Position
Springs
2. Spool Assembly
NOTE: Cross pin must remain horizontal when spool

and sleeve are pushed into bore to prevent pin from
dropping out of spool.
7. Place the dust seal (1, Figure 5-7) in position.

Using a flat iron block over the seal, tap into
position.
8. Position the O-ring and kin ring on the spool.
9. Position the steering unit with the housing horizontal. Slowly guide the (lubricated) spool and
sleeve with fitted parts, into the bore using light
turning movements. Refer to Figure 5-11.
L5-6
L05021
10. Install the check ball in the hole shown in Figure

5-12. Install threaded bushing and lightly tighten.
11. Grease the housing O-ring (3) with Vaseline and

install in the housing groove.
12. Install the distribution plate (15, Figure 5-7) with
plate holes matching the corresponding holes in
the housing.
13. Guide the cardan shaft (11) down into the bore with
the slot in the cardan shaft aligned with the cross
pin (9).
14. Position inner gear wheel onto cardan shaft. It may
be necessary to rotate the gear slightly to find the
matching splines on the cardan shaft. (Splines are
machined to insure proper alignment of cardan
shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of the
outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped holes
in housing and match marks.
17. Align cover (19) using match marks as a reference
and install using capscrews (23) and washers
(20).
FIGURE 5-12. CHECK BALL INSTALLATION

1. Check Ball hole
2. Check Ball
L05021
3. O-Ring
4. Housing
18. Install capscrew with pin (22) into proper hole.

19. Tighten cover capscrews in a criss-cross pattern
to 2 0.4 ft. lbs. (3 0.5 N.m) torque.
L5-7
NOTES
L5-8
L05021
STEERING CIRCUIT COMPONENT REPAIR

BLEEDDOWN MANIFOLD VALVE

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 for component replacement. If the problem area has been isolated, remove
inoperative component and replace with a new one.
1. Perform normal truck shutdown procedures. Turn
keyswitch Off and allow 90 seconds for the
accumulators to bleed down. Manually bleed
brake system accumulators located in hydraulic
components cabinet.
2. Disconnect wires at the solenoids (7 & 15, Figure
6-1) and presssure switch (6).
3. Disconnect, identify and plug each hydraulic line
to prevent contamination.
4. Remove mounting capscrews and remove the
bleed down manifold. Clean exterior of manifold
before starting disassembly.
Installation
1. Install bleeddown manifold. Tighten mounting capscrews to standard torque.
2. Unplug lines and attach. Tighten connections
securely. Install new O-rings at flange fittings.
3. Attach electrical leads to solenoids and pressure
switch. If check valves or relief valves were removed, replace using new O-ring seals.
4. Start the engine and check for proper operation
and leaks. Check steering and brake application.
NOTE: Adjustment of the relief valves is not necessary
or recommended. Relief valves are factory preset. Do
not attempt to rebuild or repair if relief valves are
defective. Replace as a unit. The check valves are also
replaced only as units.
L06021

4. Test Port
5. To Brake System
7. Steering Accumulator Bleed Solenoid
14. Autolube Pump Supply Port
15. Hoist Up Solenoid Valve
16. Return From Hoist Pilot Valve
17. Hoist Pilot Valve, Power Down
18. Hoist Pilot Valve, Power Up
19. Return to Tank
Steering Circuit Component Repair
L6-1
ACCUMULATORS
Removal
1. Insure key switch has been Off for at least 90
seconds to allow accumulator oil to drain back to
tank. Move steering wheel to be certain all pressurized oil is released.
2. Remove charging valve guard (3, Figure 6-2) and
loosen small hex on charging valve (4) three
complete turns. Depress the valve core until all
nitrogen pressure has been relieved.
FIGURE 6-2. CHARGING VALVES

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. Accumulator
2. Pressure Switch Cover
3. Charging Valve Guard

4. Charging Valve
3. Remove oil line from bottom of the accumulator.

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 accumulator to be
removed.
5. Loosen the mounting band (3, Figure 6-3) capscrews and remove the mounting bands.
6. Raise the accumulator until clear of mounting
bracket and move to a clean work area for disassembly.
Installation
1. Lift accumulator into position on the mounting
bracket. Accumulator should be positioned with
the antirotation block positioned between the two
stop blocks on the lower mounting bracket.
2. Secure the accumulator to the mounting bracket
using mounting bands (3, Figure 6-3), capscrews,
lockwashers and nuts. 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 line to the bottom of
the accumulator.
4. Precharge both accumulators with pure dry nitrogen as outlined in Steering Accumulator Charging Procedure.
FIGURE 6-3. ACCUMULATOR INSTALLATION

1. Accumulator
2. Pressure Switch
L6-2
3. Mounting Band
L06021
Disassembly
1. Remove charging valve (3, Figure 6-4).
2. Remove gland (4).
Note: Figure 6-5 illustrates a tool that can be fabricated
locally to aid in removing the gland.
3. Remove plugs and/or adaptor (10 & 11). Using a
round rod, push piston (6) out of accumulator.
4. Remove piston rings (7) and seal (8).
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 6-4. ACCUMULATOR ASSEMBLY

1. Capscrew
2. Cover
3. Charging Valve
4. Gland
5. O-ring & Backup Ring
6. Piston
L06021
7. Bearing
8. T Ring Seal
9. Housing
10. Plug (or Adaptor)
11. Plug
FIGURE 6-5. GLAND REMOVAL TOOL

(Fabricate Locally)
L6-3
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.
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 (35 MPa) hydraulic pressure
and nitrogen pressure of 1400 psi (9.65 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 8.5 gallons (32.2 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 (35 MPa) oil pressure.
Assembly
b. Verify no external leakage exists.

c. Verify no structural damage exists.
2. Release pressure and remove oil side fitting.
3. Drain oil. Leave port open.
Assemble the accumulators in a dust and lint free
area. Maintain complete cleanliness during assembly to prevent possible contamination.
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.
1. Install a new seal (8, Figure 6-4) on piston. Install

new bearings (7). Coat seal and bearings with a
small amount of petroleum jelly.
6. Apply 1400 psi (9.65 MPa) nitrogen pressure to

gas end and observe for 20 minutes. No leakage
(bubbles) is permitted.
2. Install the piston with the concave side toward gas

end (gland end) of accumulator cylinder housing
(9). Push the piston to the center of of the housing.
7. Release nitrogen pressure and remove assembly

from water.
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 850 ft. lbs. (1152 N.m)
torque using tool as shown in Figure 6-5.
5. Install charging valve (3) with new O-ring. Tighten
charging valve large hex nut to 16.5 ft.lbs. (22.3
N.m) torque.
6. Install pressure switch. Install pressure test fittings
in bottom of housing. (See Testing below.)
L6-4
8. Drain any remaining oil or water.

9. If the accumulator is to be placed in storage, add
3 pints (1.5 L) of rust preventive oil in the nitrogen
side of the accumulator. Add 1 pint (0.5 L) 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).
L06021
STEERING ACCUMULATOR CHARGING

PROCEDURE

component until engine is stopped and key switch
has been Off for at least 90 seconds.
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 in the Off
position, allow at least 90 seconds for accumulators to bleed down. Turn steering wheel to be
certain no oil remains in accumulators.
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
nitrogen charging procedure by turning the steering

wheel back and forth or by actuating the bleed down
solenoid by turning the key switch On and then Off.
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.
2. 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 6-6). 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 charging procedure.
6. Connect the nitrogen charging kit to the charging
valves. Open the regulator and charge the accumulators simultaneously to 1400 psi (9.65 MPa).
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
L06021
7. Shut off charging kit and check pressure gauge

reading. If gauge does not maintain 1400 psi (9.65
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. (5.4 N.m) torque.
NOTE: If a new charging valve was installed, the valve
stem must be seated as follows:
a. Tighten small hex swivel nut to 10.5 ft.lbs.
(14.2 N.m) torque.
b. Loosen swivel nut.
c. Retighten swivel nut to 10.5 ft.lbs. (14.2 N.m)
torque.
d. Again, loosen swivel nut.
e. Finally, tighten swivel nut to 4 ft.lbs. (5.4 N.m)
torque.
9. Install charging valve cap (1) and tighten finger
tight. Install charging valve guard and tighten
capscrews to 25 ft.lbs. (33.9 N.m) torque.
10. Operate truck and check steering.
L6-5
FLOW AMPLIFIER
Removal

applying pressure.
immediately.
1. Perform normal truck shutdown procedures. Turn

key switch Off and allow 90 seconds for the
accumulators to bleed down. Disconnect, plug,
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.
FLOW AMPLIFIER REBUILD

The flow amplifier valve is a precision unit manufactured to close tolerances, therefore complete cleanliness is a must when handling 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 the exterior of the
valve before disassembly. Clean solvent and type C-4
hydraulic oil should be used to insure cleanliness and
initial lubrication.
L6-6
FIGURE 6-7. FLOW AMPLIFIER VALVE

1. Capscrew
2. Lockwasher
3. Capscrews
4. Lockwasher
5. Cover
6. O-ring
7. O-ring
8. O-ring
9. (Not Used)
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. Stop
21. Spring
22. Spring
23. Spring Control
24. Orifice Screw
25. O-ring
26. Shock/Suction Valve (Complete)
27. Main Spool
28. O-ring
29. Spring Control
30. Spring
31. Spring
32. Spring Stop
33. Orifice Screw
34. Capscrews
35. Capscrew
36. Lockwasher
37. Lockwasher
38. O-rings
39. Cover
40. O-rings
41. (Not Used)
42. Stop
43. Spring
44. Spool
45. Orifice Screw
46. Name Plate
47. Check Valve
48. Orifice Plug
49. Spring
50. Pins
51. O-ring
52. Spring
53. Amplifier Spool Assembly (Complete)
54. Relief Valve Assembly
55. Seal
L06021
L06021
L6-7
Disassembly
1. Remove counterpressure valve plug (17, Figure
6-7), and O-ring (16). Remove counterpressure
valve assembly (15).
2. Remove plug (18) and seal (19). Using an 8 mm
hex allen head wrench, remove the relief valve
assembly (54). Remove steel seal (55).
3. Remove capscrew (35) and capscrews (34) using
a 10 mm and 13 mm hex head allen wrench.
Remove lockwashers (36 & 37). Remove end
cover (39).
4. Remove spring stop (42) and spring (43). Remove
spring stop (32) and springs (30 & 31). Remove
O-rings (38 & 40).
5. Remove spring control (29) and main spool (27).
Remove priority valve spool (44). Remove spring
control (23), springs (21 & 22) and spring stop
(20).
6. Remove amplifier valve spool assembly (53). Set
amplifier valve spool assembly aside for further
disassembly, if required.
7. Remove shock and suction valve (26). 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). Remove spring (52).
10. Remove shock and suction valve assembly (12).
Set the shock and suction valve aside for further
disassembly, if required. Remove orifice screw
(13).
FIGURE 6-8. SHOCK AND & SUCTION VALVE

ASSEMBLY
1. O-Ring
2. Pilot Section
3. O-Ring
NOTE: Disassembly of the amplifier spool assembly is

only necessary should O-ring (2, Figure 6-9), spring
(9) or orifice plug (11) require replacement. Otherwise,
replace the amplifier spool assembly as a complete
unit. For complete disassembly refer to steps 12 & 13.
12. Remove retaining ring (7, Figure 6-9), remove pin
(5). Remove plug (10) and spring (9). Remove
retaining ring (6) and pin (4) and remove inner
spool (8).
13. Unthread check valve (1) and remove. Remove
O-ring (2). Remove orifice screw (11) from plug
(10).
14. Clean and inspect all parts carefully. Make any
replacements necessary.
11. Remove orifice screw (45). Remove check valve

(47).
NOTE: If further disassembly is required for the shock
and suction valves refer to Figure 6-8.
NOTE: The flow amplifier valve is equipped with two,
identical shock and suction valves. The shock and
suction valves are only serviced as complete valve
assemblies. O-rings 1 & 3, Figure 6-8 are replaceable.
The check valve (47) and counterpressure valve (15)
are also serviced only as assemblies.
FIGURE 6-9. AMPLIFIER SPOOL ASSEMBLY
1. Check Valve
2. O-Ring
3. Spool
4. Pin
5. Pin
6. Retaining Ring
L6-8
7. Retaining Ring
8. Inner Spool
9. Spring
10. Plug
11. Orifice Plug
L06021
Assembly
1. Thoroughly lubricate each part prior to installation
using clean, type C-3 hydraulic oil.
2. Reassemble the Amplifier spool assembly in reverse order. Refer to steps 12 & 13, and Figure
6-9 under disassembly.
3. Install orifice screw (13, Figure 6-7). Tighten orifice
screw to 4 in. lbs. (.5 N.m) torque.
4. Install check valve (47). Tighten check valve to 8
in. lbs. (1 N.m) torque.
5. Install orifice screw (45). Tighten orifice screw to
8 in. lbs. (1 N.m) torque.
6. Install seal (55) and relief valve assembly (54).
Install seal (19), and plug (18). Tighten plug to 22
in. lbs. (2.5 N.m) torque.
7. Install counterpressure valve assembly (15). Install plug (17) using new O-ring (16).
8. Install both shock and suction valves (12 & 26) as
complete units. Install spring stop (20) springs (21
& 22) and spring control (23). Install orifice screws
(24 & 33) if removed from main spool (27). Install
main spool (27).
L06021
9. Install amplifier spool assembly (53). Install priority

valve spool (44) and spring (43). Install spring
(52).
10. Install spring control (29), springs (30 & 31) and
spring stop (32).
11. Lubricate O-rings (6, 7 & 8) with molycote grease
and position on cover (5). Install end cover (5).
Install capscrews (3) with lockwashers (4).
Tighten capscrews to 2 ft. lbs. (2.7 N.m) torque.
Install capscrew (1) and lockwasher (2). Tighten
capscrew to 6 ft. lbs. (8 N.m) torque.
12. Lubricate O-rings (38 & 40) with molycote grease
and install on cover (39). Install end cover (39).
Install capscrews (34) with lockwashers (37).
Tighten capscrews to 2 ft. lbs. (2.7 N.m) torque.
Install capscrew (35) with lockwasher (36).
Tighten capscrew to 6 ft. lbs. (8 N.m) torque.
13. To prevent contamination, fit plastic plugs to each
open valve port.
L6-9
STEERING CYLINDERS
Figure 6-10 illustrates details of the steering cylinder
mounting. Refer to Section G for removal and installation instructions.

applying pressure.
immediately.
FIGURE 6-10. STEERING CYLINDER MOUNTING

1. Steering Cylinder
2. Tie Rod
3. Capscrew
4. Locknut
5. Bearing Retainer
L6-10
6. Capscrew
7. Lockwashers
8. Retainer
9. Mount Bracket (Frame)
10. Bearing Spacer
11. Bearing
12. Pin
13. Hardened Washer
L06021
1. Housing
2. Locknut
3. Piston
FIGURE 6-11. STEERING CYLINDER ASSEMBLY

4. Piston Bearing
7. Backup Ring
8. Gland
6. O-Ring
9. Capscrew
Disassembly
10. Rod Structure

11. Rod Wiper
12. Rod Seal
13. Bearing
Cylinder Assembly
1. Remove capscrews (9, Figure 6-11) and pull rod

(10) and gland (8) out of cylinder housing (1).
2. Remove locknut (2) and piston (3). Remove piston
bearing (4) and piston seal (5) from piston.
3. Pull rod (10) free of gland (8). Remove O-ring (6)
and backup ring (7). Remove rod seal (12) and
rod wiper (11). Remove Bearing (13).
4. Inspect cylinder housing, gland, piston and rod for
signs of pitting, scoring or excessive wear. Clean
all parts with fresh cleaning solvent and lubricate
with clean Type C-4 hydraulic oil.
1. Install new bearing (13, Figure 6-11), 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 rod seal and rod wiper.
3. Install piston assembly (3) on rod. Secure piston
to rod with locknut (2). Tighten locknut to 2000 ft.
4. Carefully install rod and gland assembly into cylinder (1). Insure backup ring and O-ring are not
damaged during installation of gland.
5. Install capscrews (9). Tighten capscrews evenly
Piston Seal & Bearing Installation

1. Install new piston seal (5, Figure 6-11) 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 seal will take a permanent set.
The piston bearing (4) may be used to position
seal assembly in groove. Apply pressure
evenly to avoid 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.
Test
After cylinder assembly rebuild, perform the following
tests to verify performance is within acceptable limits.
1. Piston leakage must not exceed 1 in3/min. (1.6
cm3/min.) at 2500 psi (17.5 MPa), port to port.
2. Rod seal leakage must not exceed 1 drop in 8
cycles of operation.
3. Piston break-away force should not exceed 100
psi. (69 kPa).
2. Install bearing (4) in piston groove.
L06021
L6-11
steering pump can be closed, eliminating the need to

completely drain the tank.
STEERING AND BRAKE PUMP

Removal
2. Drain the hydraulic tank by use of the drain located

on the bottom side of the tank.
NOTE: Clean the steering pump and surrounding area

carefully to help avoid contamination of hydraulic oil
when lines are opened.
applying pressure.
immediately.
1. Perform normal truck shutdown procedure. 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.
NOTE: If oil in the hydraulic tank has not been contaminated, the shut-off valve between the tank and
NOTE: Be prepared to contain approximately 250 gal.

(947 L) 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 line and outlet (7, Figure
6-12) at the steering pump (5). Disconnect and
cap pump case drain line from fitting at top of
pump housing. Plug all lines to prevent oil contamination.
The steering pump weighs approximately 250 lbs

(113 kg). Use a suitable lifting device capable of
4. Support the steering pump and the rear section of
the hoist pump. Remove mounting capscrews
and rear support bracket (6). Remove the four
pump mounting capscrews (4).
5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump (3)
and remove pump.
6. Clean exterior of steering pump.
7. Move the steering pump to a clean work area for
disassembly.
Installation
1. Install a new O-ring on pump mounting flange.
2. Make certain the steering pump splined coupler is
in place (inside hoist pump) prior to steering pump
installation.
FIGURE 6-12. STEERING PUMP REMOVAL

1. Hoist Pump Outlet Hoses
3. Hoist Pump
L6-12
6. Pump Mount Bracket
7. Outlet To Filter
The steering pump weighs approximately 250 lbs

(113 kg). Use a suitable lifting device capable of
L06021
3. Move the steering pump into position. Engage

steering pump shaft with hoist pump spline coupler.
4. Install rear support bracket with capscrews (6,
Figure 6-12). Do not tighten capscrews at this
time.
If trapped air is not bled from steering pump, possible pump damage and no output may result.
5. Align capscrew holes and install steering pump

mounting capscrews (4). Tighten mounting capscrews to standard torque. Tighten rear support
13. If required, top-off the oil level in the hydraulic tank,

to the level of the upper sight glass.
6. Remove plugs from pump inlet and outlet ports.

Remove caps from inlet and outlet lines and install
to steering pump using new O-rings. Tighten capscrews securely. Do not connect steering pump
drain hose to the steering pump, at this time (see
Step 7).
7. Remove case drain fitting from top of pump housing and add clean C-4 oil to pump through
opening until steering pump housing is full.
This may require 2 - 3 qt. (2 - 3 L) of oil.
8. Uncap the case drain line, connect to steering
pump fitting and tighten case drain line.
9. Replace hydraulic filter elements. Refer to Hydraulic Filters, Section L9.
NOTE: Use only Komatsu filter elements, or elements that meet the Komatsu hydraulic filtration
specification of Beta 12 = 200.
10. Open shut-off valve in steering pump suction line
completely.
11. With the body down and the engine shut-off, fill the
hydraulic tank with clean C-4 hydraulic fluid (as
specified on the truck Lubrication Chart) to the
upper sight glass level.
12. With suction line shut-off valve open, loosen suction (inlet) hose capscrews (at the pump) to bleed
any trapped air. Tighten hose connection capscrews to standard torque.
L06021
14. In the hydraulic components cabinet, open both

brake accumulator needle valves completely to
allow the steering pump to start under a reduced
load.
15. Move the hoist pilot control valve to the Float
position.
16. Start the truck engine and operate at low idle for
one (1) to two (2) minutes.
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.
Oil level in the hydraulic tank may be below the
level of the pump(s) causing extreme pump wear
during this initial pump start-up.
17. Shutdown the engine. Fully close both brake accumulator needle valves in the hydraulic components cabinet.
18. Verify that 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.
19. Start engine and check for proper pump operation.
If necessary, refer to Steering Circuit Checkout
Procedure, Pressure Check and Adjustment
Procedure in Section L10, or the Trouble Shooting Chart at the end of this section.
L6-13
DISASSEMBLY
When disassembling or assembling pump, 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.
1. Drain off excess hydraulic oil from pump inlet and
discharge ports. It may be necessary to loosen the
four valve plate capscrews (8, Figure 6-15) pull
back on valve plate to allow fluid to seep out of the
case.
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
disassemble all components.
Control Piston Group

3. Remove the two large plugs (24, Figure 6-13) with
O-rings (25) from both sides of pump.
4. Control piston (11, Figure 6-14) must be in the
neutral position. Control link pin (16) should be
centered in the plug opening.
5. Using appropriate snap ring pliers, remove retaining rings (14) from both sides of the pin and
remove control link washers (15).
6. For handling purposes, insert a 1/4-20 UNC capscrew into the threaded end of the control link pin
(16).
7. Using a brass rod and hammer, tap on end opposite the capscrew to remove control link pin.
Stroke adjuster assembly (items 12, 13, 14, 15 and

16, Figure 6-13) MUST be removed BEFORE further
disassembly of control piston.
8. Without disturbing jam nut (16), unscrew gland
(15) and remove stroke adjuster as a complete
assembly.
9. Back out capscrews (1, Figure 6-15), then remove
cap (4).
10. Remove bias control spring (1, Figure 6-14).
Valve Plate Group
NOTE: Valve plate (11, Figure 6-15) is a slight press
fit in the pump housing.
11. Support valve plate (11) from an overhead hoist
(lifting lug holes are provided) and remove four
capscrews (8) from valve plate.
12. Remove valve plate from pump housing by tapping
away from the housing with a mallet until valve
plate pilot diameter disengages from the case 0.25
in (6.35 mm).
13. With the weight of the valve plate still suspended
from the overhead hoist, slide valve plate back
until it disengages from driveshaft and set valve
plate aside. Care must be taken not to damage the
wear face of the valve plate.
14. To further disassemble control piston assembly,
move control piston (11, Figure 6-14) into sleeve
(4) until control piston maximum stop pin (8) contacts the sleeve. Use a large mallet to drive piston
and sleeve assembly outward from the valve
plate.
15. When all sleeve seals (5, 6, & 7, Figure 6-14) are
clear of the valve plate, re-extend control piston.
While tipping the assembly enough to clear the
hole, pull the assembly from the valve plate.
16. Remove pin (18) from control piston by pressing
or tapping it out through the hole on opposite side.
Control stop pin (8) can be removed and control
piston (11) slipped out of sleeve (4).
17. Remove capscrews (12, Figure 6-16) and remove
compensator block (10).
18. Remove capscrews (7, Figure 6-15) and cover
plate (9).
L6-14
L06021
FIGURE 6-13. PUMP, FRONT HOUSING

1. Shaft
2. Bearing
3. Snap Ring
4. Retainer Ring
5. Lifting Eyes
6. Name Plate
7. Screw, Drive
L06021
8. Name Plate
9. Plug
10. O-Ring
11. Plate
12. O-Ring
13. Stem
14. O-Ring
15. Gland
16. Jam Nut
17. Pin
18. O-Ring
19. Pin
20. O-Ring
21. Housing
22. Seal Retainer
23. Elbow Fitting
24. Plug
25. O-Ring
26. Seal
L6-15
FIGURE 6-14. PUMP, ROTATING GROUP

1. Springs
2. Seal
3. Piston Ring
4. Sleeve
5. Back-Up Ring
6. O-Ring
7. O-Ring
8. Pin
9. Back-Up Ring
L6-16
10. Cylinder Barrel

11. Control Piston
12. Ball
13. Piston Shoe Assembly
14. Retainer Ring
15. Washer
16. Pin
17. Link
18. Pin
19. Dowel Pin

20. Saddle
21. O-Ring
22. Roll Pin
23. Roll Pin
24. Saddle Bearing
25. Swash Block
26. Cylinder Bearing
27. Retainer
28. Spring
L06021
Rotating Group
Driveshaft Group
28. Remove bearing retaining ring (3, Figure 6-13).
Use a mallet on the tail shaft and tap driveshaft (1)
out from the front of the pump housing.
The rotating group weighs approximately 30 lbs.

Extreme care must be taken not to damage cylinder wear face or 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.
19. To remove rotating group, firmly grasp the cylinder

barrel (10, Figure 6-14) and pull assembly outward
until cylinder spline disengages from driveshaft
spline about 2.5 in. (63.5 mm). Once clear, rotate
cylinder barrel a revolution or two to break any
contact between piston/shoe assemblies (13) and
swashblock (25) wear face.
20. Slide rotating group off the driveshaft and out of
the pump housing and place it on a clean, protective surface with piston shoes facing upward.
21. Mark each piston, its cylinder bore and location in
shoe retainer for ease of inspection and assembly.
22. Piston/shoe assemblies can be removed individually or as a group by pulling upward on shoe
retainer (27).
23. Remove fulcrum ball (12).
24. If shoe retainer springs (28) are removed, mark
which spring came from which bore as they must
be returned to that individual bore on assembly.
25. Remove the two pins (14, Figure 6-13) and pull the
cylinder bearing (26, Figure 6-14) straight out of
the pump housing.
Swashblock Group
26. Remove the two swashblock retaining pins (19,
Figure 6-13), tilt the bottom of the swashblock (25,
Figure 6-14) outward and remove the swashblock
from the pump case.
27. Saddle bearings (24) can be removed by using a
very short screwdriver or back hammer to pry
them loose; or continue to the next step for further
disassembly which will make their removal easier.
29. Remove seal retainer (22) from pump housing.

Use a mallet and tap saddle (20, Figure 6-14) out
from the inside of the pump housing. Saddle bearings (24) can then be easily removed and saddle
O-ring (21) may also be removed at this time.
INSPECTION
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.
4. Control piston (11, Figure 6-14) must slide
smoothly in sleeve (4).
5. Linkage to cradle should operate smoothly but not
loosely (with slop). Check piston and bore in
sleeve for signs of scratching or galling. Polish
with fine emery if needed.
Valve Plate Group
6. Closely examine mating faces of valve plate (11,
Figure 6-15) and cylinder barrel (10, Figure 6-14)
for flatness, scratches or grooves. If faces are not
flat and smooth, the cylinder side will lift off from
the port plate (valve plate) resulting in delivery
loss and damage to the pump. Replace if necessary.
Rotating Group
7. Check all pump piston assemblies (13, figure
6-14) for smooth action in their bores.
8. 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.
9. Piston shoes must pivot smoothly, but end play
must not exceed 0.003 in (0.076 mm).
10. Check end play as follows:
L06021
L6-17
a. Place square end of piston on bench and hold

down firmly. Pull on end of shoe with other
hand and note end play. A good piston/shoe fit
will have no end play, but the shoe may rotate
and pivot on the piston ball. Inspect each shoe
face for nicks or scratches.
b. Measure shoe thickness (the part held between

retainer (27, Figure 6-14) and cradle. All shoes
must be equal within 0.0001 in. (0.003 mm). If
one or more piston/shoe assemblies (13)
needs to be replaced, all piston/shoes assemblies must be replaced.
c. Inspect cylinder bearing (26) and matching
cylinder barrel bearing mating surface for galling, pitting or roughness. Replace if necessary.
FIGURE 6-15. PUMP, REAR HOUSING

1. Capscrew
2. O-Ring
3. Plug
4. Cap
5. Back-Up Ring
L6-18
6. O-Ring
7. Capscrew
8. Capscrew
9. Cover Plate
10. O-Ring
11. Valve Plate
12. Gasket
13. Bearing
L06021
Swashblock Group
11. Inspect swashblock (25, Figure 6-14) for
scratches, grooves, cracks or uneven surface.
Replace if defective.
NOTE: The wear face is coated with a gray colored
epoxy based dry film lubricant for break-in purposes.
Scratching or wear of this coating is not detrimental as
long as the metal surface underneath the coating is not
scored or picked-up.
12. Compare saddle bearing (24) thickness in wear

area to thickness in a non-wear area. Replace
saddle bearings if difference is greater than 0.004
in (0.102 mm).
13. Check mating surface of swashblock for cracks or
excessive wear. Replace if necessary.
14. Swashblock movement in saddle and saddle bearing must be smooth.
FIGURE 6-16. UNLOADER & COMPENSATOR CONTROLS

1. Valve Plate
2. O-Ring
3. O-Ring
4. O-Ring
5. Plug
6. O-Ring
L06021
7. Plug
8. O-Ring
9. Orifice (0.062 in.)
10. Compensator Control Block
11. 4-Way Valve
12. Screw
13. Plug
14. O-Ring
15. Orifice (0.032 in.)
16. Compensator
17. Screw
18. Unloader Module
19. O-Ring
L6-19
Driveshaft Group
ASSEMBLY
15. Remove shaft seal (26, Figure 6-13).
The procedures for assembling the pump are basically

the reverse order of disassembly procedures. During
assembly, install new gaskets, seals, and O-rings.
16. Check shaft bearing (2) for galling, pitting, binding

or roughness. Replace if necessary.
17. Check shaft and its splines for wear. Replace any
parts necessary.
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.
Compensator Block and Unloader Module

18. Remove screws (17, Figure 6-16) and separate
unloader module (18) from compensator block
(10).
Swashblock Group
2. Press or tap roll pin (22, Figure 6-14) into pump
housing (18, Figure 6-13).
19. Remove 4-way valve (11) and compensator (16)

from compensator block. Remove all plugs and
orifices (9 & 15). Clean block in solvent; inspect all
passages and orifices for obstructions.
3. Press new shaft seal (26) into saddle (20, Figure

6-14) using an arbor press. Install O-ring (21) into
the groove in the saddle.
20. Remove unloader valve from block (18). Remove

plugs and clean block passages. If unloader is
inoperative, replace entire module.
4. Press four roll pins (23) into saddle (20) until they
bottom, then press saddle bearing (24) onto the
pins to locate the bearing in the saddle.
Stroke Adjuster Assembly

21. Measure and record dimension A on stroke
adjuster assembly as shown in Figure 6-17.
22. Loosen Jam nut (4). Separate stem (1) from gland
(3). Remove and discard O-ring (2).
23. Inspect parts for damage or excessive wear.
24. Install new O-ring on stem and reassemble to
gland. Adjust stem to gland to dimension A
recorded in step 21. Tighten Jam Nut.
Extreme care should be used not to damage saddle bearing surfaces while installing the saddle
into the pump housing.
5. Use a long brass bar and a mallet (or an arbor
press), to install saddle and bearing assembly into
pump housing. Tap or press ONLY on the area of
the saddle that is exposed between the saddle
bearings (DO NOT tap on bearing surfaces). Saddle is fully seated when a distinct metallic sound
is heard when installing saddle into pump housing.
6. Fasten control link (17, Figure 6-14) to swashblock
(25) using link pin (16) and two retaining rings
(14).
7. Be sure the two dowel pins (19), are pressed into
swashblock (25).
8. Insert swashblock into pump housing until it engages in saddle bearing and allow swashblock to
settle to its lowest natural position.
FIGURE 6-17. STROKE ADJUSTER ASSEMBLY

1. Stem
2. O-Ring
L6-20
3. Gland
4. Jam Nut
9. Retain by installing two swashblock retaining pins

(19, Figure 6-13) and O-rings (20). Once pinned,
make certain swashblock strokes SMOOTHLY in
the saddle by pulling firmly on the free end of
control link.
L06021
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 6-14) will face toward shaft end of pump.
10. Insert cylinder bearing (26) straight into pump
housing. Be sure bearing is positioned so bearing
retainer pins (14, Figure 6-13) can be inserted in
the case and into the bearing.
11. Install O-rings (18) on pins (17) and install pins.
12. An arbor press is required to install shaft bearing
(2, Figure 6-13) onto driveshaft (1). IMPORTANT
- press ONLY on the inner race of the bearing.
Press bearing until it contacts the shoulder on
driveshaft.
13. Use a long 6 in (153 mm) sleeve with an I.D. slightly
larger than the retaining ring I.D. and press retaining ring (4) towards bearing until it seats in the
groove.
14. Place seal retainer (22) over seal (26) inside the
pump housing (21). Lubricate shaft seal with clean
hydraulic oil.
15. Install entire driveshaft assembly through front of
pump housing. A mallet will be required to install
the driveshaft through shaft seal.
16. Once the driveshaft assembly is fully seated in the
pump housing, install snap ring (3).
21. The rotating group can now be carefully installed

over the end of the driveshaft and into the pump
housing.
22. When installing the rotating group, support the
weight of the cylinder barrel (10, Figure 6-14) as
cylinder spline is passed over the end of driveshaft
to avoid scratching or damage.
23. Push cylinder barrel forward until the cylinder
spline reaches the driveshaft spline. Rotate the
cylinder slightly to engage shaft splines.
24. Continue to slide cylinder barrel forward until it
encounters the cylinder bearing (26). Lifting the
driveshaft slightly helps cylinder barrel and cylinder bearing engagement. Continue pushing cylinder forward until the piston shoes contact
swashblock (25).
25. At this point, the back of the cylinder barrel should
be located approximately 0.25 in (6.3 mm) inside
the back of the pump housing.
Rotating Group
17. Mating surfaces should be greased. Place cylinder
assembly on clean table with the valve plate side
down.
18. During disassembly, shoe retainer springs were
referenced to individual bores. Assemble rotating
group by inserting shoe retainer springs (28, Figure 6-14) into the same spring bores located in
cylinder barrel (10) that they came from.
19. Slide fulcrum ball (12) over the nose of the cylinder
barrel (10).
20. Place shoe retainer (27) over fulcrum ball and align
holes in retainer with corresponding holes
(marked during disassembly) in the cylinder barrel. Once aligned, insert piston/shoe assemblies
(13) into corresponding (marked during disassembly) holes completing the rotating group.
L06021
The assembled rotating group weighs approximately (30 lbs.). Assistance from others and use
of proper lifting techniques is strongly recommended to prevent personal injury.
26. Install seal and piston ring (2 & 3, Figure 6-14) into
their respective grooves on control piston (11)
using care to assure they are in proper location.
27. Insert control piston assembly into sleeve (4).
28. While supporting the control piston, press or slip
in pin (8) and secure with cotter or roll pin (18).
29. Order of piston sleeve seal installation starts at
widest end of sleeve.
30. Install backup ring (1, Figure 6-18) and O-ring (2)
and back-up ring (3) in rear most groove on piston
sleeve. Install O-ring (4) and back-up ring (5) in
remaining groove.
31. Insert piston and sleeve assembly into valve plate
(11, Figure 6-15). Install O-ring (6) with back-up
ring (5) in seal groove of control cover cap (4).
L6-21
39. Carefully maneuver valve plate assembly, supported by overhead hoist, over driveshaft and into
pump housing so slot on control piston (11) engages control link (17).
40. With hole in control piston lined up with hole in the
link, carefully insert control link pin (16).
Care should be taken during this next step to

prevent the washer and retaining ring from falling
into pump housing.
41. Install second control link washer (15) and control
link retaining ring (14) onto pin.
FIGURE 6-18. O-RING LOCATION ON PISTON
SLEEVE
1. Back-Up Ring
2. O-Ring
3. Back-Up Ring
4. O-Ring
5. Back-Up Ring
32. Insert bias control piston springs (1, Figure 6-14)

into control piston (11). Use four capscrews (1,
Figure 6-15) to fasten control cover cap to back of
valve plate. Tighten capscrews evenly to 138
ft.lbs. (187 N.m) torque.
33. Install O-ring (10) in rear of valve plate. Use four
capscrews (7) to fasten cover plate (9) over opening in valve plate.
34. Pull free end of control link (17, Figure 6-14) toward
back of pump housing until the open hole in the
link lines up with open ports on sides of pump
case.
35. Install stroke adjuster assembly (Figure 6-17) to
hold swashblock in place.
Valve Plate Group
36. Be sure driveshaft bearing (13, Figure 6-15) is in
place. Using assembly grease (to hold desired
position), place valve plate gasket (12) in position
on valve plate (11).
37. Support valve plate assembly from an overhead
hoist (lifting lug holes are provided) in preparation
for mating to the pump housing.
38. Assemble one control link retainer ring (14, Figure
6-14) and one control link washer (15) onto the
threaded hole side of the control link pin (16). Then
thread a 1/4 in - 20 UNC capscrew into pin to ease
holding.
L6-22
42. Once assembled, remove capscrew from pin.

NOTE: The valve plate is a slight press fit into pump
housing. Make sure pilot diameter on valve plate is
aligned with mating diameter on the pump housing
prior to assembly.
43. Insert four capscrews (8, Figure 6-15) and alternately tighten until valve plate is drawn up to the
pump housing. Tighten capscrews evenly to 244
ft.lbs. (330 N.m) torque.
44. Install cover plate (9) with new O-ring (10) and
capscrews (7).
45. Install O-rings (2, 3 and 4, Figure 6-16) in proper
location on top of valve plate. Install block (10) to
valve plate with socket head capscrews (12) and
tighten to 183 in lbs (20.7 N.m) torque.
46. Install 4-way valve (11), and compensator valve
(16).
47. Install 0.062 in (1.575 mm) diameter orifice (9) and
plug (7) with new O-ring (8) in side of compensator
block as shown in Figure 6-15. Install 0.032 in
(0.813 mm) diameter orifice (15), plug (7) and
O-ring (8) in top of block.
48. Install remaining plugs with new O-rings.
49. Install unloader module (18) on compensator block
with new O-rings (19) and socket head capscrews
(17). Tighten capscrews to 87 in lbs (9.8 N.m)
torque.
50. Install plugs (9 & 24, Figure 6-13) and O-rings (10
& 25) in pump housing.
51. Measure pump rotation torque. Rotation torque
should be approximately 15 ft. lbs. (20.4 N.m).
L06021
TROUBLESHOOTING CHART
(Steering Circuit)
POSSIBLE CAUSES
TROUBLE: Slow steering, hard steering or loss of power assist

Overloaded Steering Axle
Reduce Axle Loading
Malfunctioning relief valve preventing adequate system pressure build-up
Check system pressure. Adjust or replace relief valve.
Worn or malfunctioning pump
Replace pump.
Restricted high pressure filter or suction strainer
Replace filter element or clean strainer.
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
Inspect and replace linkage if necessary. 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 or bleed air.
Loose cylinder piston
Repair or replace steering cylinder.
Broken centering springs (spool valve, steering valve)
Repair or replace steering control unit.
Worn mechanical linkage
Repair or replace.
Bent linkage or cylinder rod
Repair or replace defective components.
Severe wear in steering control unit
TROUBLE: Slip - a slow movement of steering wheel fails to steer front wheels
Leakage of steering cylinder piston seals
Repair or replace steering cylinder
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. Probably air trapped in cylinders or lines.
Bleed air from system.
L06021
L6-23
POSSIBLE CAUSES
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 steering cylinder piston
Repair or Replace steering cylinder.
TROUBLE: Free wheeling - steering wheel turns freely with no back pressure. Front wheels do not steer.
Splines of steering column/steering control unit coupling may be disengaged or damaged
Repair or replace steering column or coupling.
No flow to steering control unit; can be caused by:

1. Low oil level
1. Add oil and check for leakage.
2. Ruptured hose
2. Replace hose.
3. Broken steering control unit gerotor drive pin
3. Repair or replace steering control unit.
TROUBLE: Excessive free play at steered wheels

Broken or worn linkage between steering cylinder and
steered wheels
Check for loose fitting bearings at anchor points in

steering linkage between cylinder and steered wheels.
Leaky steering cylinder seals
Repair or Replace steering cylinder.
TROUBLE: Binding or poor centering of steered wheels

Binding or misalignment in steering column or splined
coupling and steering control unit
Align column to steering control unit.
High back pressure in tank can cause slow return to

center. Should not exceed 300 psi (2068 kPa)
Remove restriction in the lines or circuit. Check for

obstruction or pinched lines, etc.
Large particles can cause binding between the spool

and sleeve in the steering control unit
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 system pressure.
Severe wear and/or broken pin
L6-24
L06021
POSSIBLE CAUSES
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 retime control valve.
TROUBLE: Steered wheels turn in opposite direction when operator turns steering wheel
Lines connected to wrong cylinder ports
Inspect and correct line connections.
(Steering Pump)
TROUBLE: No pump output
Air trapped inside steering pump
Bleed air from pump and/or system.
Broken pump drive shaft
Inspect hoist and steering pump, replace drive shaft.
Excessive circuit leakage
Check for external leaks, internal system pressure

loss.
No oil to pump inlet
Check hydraulic tank oil level. Make certain pump inlet

shut-off valve is open.
TROUBLE: Low pump output

Low pump pressure
Check unloader valve operation and adjust pressure if

necessary. Check compensator adjustment pressure.
Check system relief valves.
Internal pump wear
Repair or replace steering pump.
Restricted inlet
Make certain shut-off valve is open. Check suction

hose. Clean tank strainers.
Insufficient oil supply
Check hydraulic tank oil level. Make certain shut-off

valve is open.
High pressure filter restricted
Replace filter element.
L06021
L6-25
POSSIBLE CAUSES
TROUBLE: Loss of pressure

Defective pressure control

Check system relief valves.
Internal steering pump wear
Repair or replace pump.
Excessive leakage in brake system
Inspect brake system and check pressures.
TROUBLE: Excessive or high peak pressure

Defective or improperly adjusted pressure control(s)

Check system relief valves and replace if necessary.
TROUBLE: Noise or squeal

Low compensator or unloader valve setting
Check pressure and adjust pressure controls.
Fluid too cold or viscosity too high
Warm oil before starting or install proper viscosity oil.
Air leak at pump inlet
Inspect inlet hose, connections and shut-off valve.
Insufficient inlet oil supply
Check hydraulic tank level. Clean suction strainer.

Make certain shut-off valve is open.
Internal pump damage
Repair or replace pump.
TROUBLE: Erratic pump (load/unload) cycle

Pressure compensator adjusted incorrectly or defective
Adjust pressure compensator or repair if necessary.

Check unloader pressure settings.
Excessive internal leakage in steering circuit
Measure component leakage rates and replace defective components.
Unloader valve pilot seat damaged
Replace unloader valve module.
TROUBLE: Excessive heat

Excessive system pressure
Adjust system pressures
Low hydraulic fluid level
Service hydraulic tank
Worn steering or hoist pump
Repair or replace pump(s).
L6-26
L06021
(Flow Amplifier)
POSSIBLE CAUSES
TROUBLE: Slow or hard steer

Stuck amplifier spool
Disassemble valve, check amplifier spool for damage

or obstruction.
Obstruction in orifice, directional spool
Disassemble valve, check directional spool and orifices for damage or obstruction.
Incorrect relief valve pressure setting
Check and correct relief valve setting.
TROUBLE: Free wheeling (no end stop)

Leaking shock and suction relief valve
Disassemble valve, check and clean shock and suction valves. Replace valves if necessary.
Pressure setting of shock valve too low
Adjust pressure settings.
TROUBLE: Inability to steer (no pressure build-up)

Defective steering control unit
TROUBLE: Resistance when initially turning steering wheel

Air in LS line
Bleed air from LS line.
Priority valve spring compression weak
Disassemble flow amplifier. Replace priority valve

spring.
Obstruction in orifice in LS or PP port
Disassemble flow amplifier. Inspect and clean orifice.
L06021
L6-27
NOTES
L6-28
L06021
HOIST CIRCUIT
The following information describes the basic hoist
system circuit as shown in Figure 7-1. Detailed component operation is outlined under the individual component descriptions.
Hydraulic fluid is supplied by a tank (1) located on the
left frame rail. The tanks service capacity is approximately 250 gal. (947 l). Hydraulic oil is routed to a
tandem gear type pump (2). A second pump, coupled
to the rear of the hoist pump, supplies oil for the
steering and brake systems. The pumps are driven by
an accessory drive at the end of the traction alternator.
Hoist pump output is directed to a pair of high pressure
filters (3), mounted to the inboard side of the fuel tank.
Hydraulic oil from the hoist filters is directed to the hoist

valve (7), mounted above the pumps.
The hoist valve directs oil to the body hoist cylinders
(10) for raising and lowering of the dump body. Hoist
valve functions are controlled by the operator through
the lever connected to the hoist pilot valve (4) located
in the hydraulic components cabinet. A hoist limit
solenoid (5) located in the bleeddown manifold shifts
the hoist valve out of POWER UP before the hoist
cylinders extend to their maximum physical limit.
When the hoist valve is in the HOLD or FLOAT position, hoist circuit oil flows to the front (8) and rear (9)
service brakes, cooling the wet disc brakes during
truck operation.
Hydraulic hoses deteriorate with

age and use. Prevent possible malfunctions by inspecting all hoses
periodically. Replace any hose
showing wear, damage or deterioration.
1. Hydraulic Tank
2. Hoist Pump
3. High Pressure Filter
5. Hoist Limit Solenoid
L07023
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

11. Quick Disconnect
7. Hoist Valve
8. Brake Cooling Oil Supply (Front)
13. Check Valve
9. Brake Cooling Oil Supply (Rear)
10. Hoist Cylinder
Hoist Circuit
L7-1
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 250 gal. (947 l). Type
C-4 hydraulic oil is recommended for use in the hydraulic system. Oil used in the hoist circuit flows
through 100 mesh wire suction strainers to the inlet
hoses of the pump. Air drawn into the tank during
operation is filtered by air filters located on the top of
the tank. Oil level can be checked visually at sight
glasses located on the face of the tank.
HYDRAULIC PUMP
The hoist system hydraulic pump is a tandem, gear
type pump driven by a drive shaft on the end of the
traction alternator. The pump has a total output of 246
GPM (931 l/m) at 1900 RPM and 2500 psi (17, 235
kPa).
A smaller, piston type, pressure compensated pump
rated at 66 GPM (250 l/m) @ 1900 RPM, coupled to
the hoist pump, supplies oil to the steering system and
brake apply system.
Hoist pressure is limited to 2500 psi (17,235 kPa) by
internal relief valves located in the hoist control valve
inlet sections.
HIGH PRESSURE FILTERS

Hoist pump output oil is directed to the high pressure
filters, mounted on the inboard side of the fuel tank.
The filter assemblies are equipped with a bypass valve
which permits oil flow if the filter element becomes
excessively restricted.
Flow restriction through the filter element is sensed by
an indicator switch. This switch will turn on a cab
mounted red warning light to indicate filter service is
required. The indicator light will illuminate when restriction reaches approximately 40 psi (276 kPa). Actual
filter bypass will result when the filter element restriction reaches approximately 50 psi (345 kPa).
FIGURE 7-2. HOIST VALVE

1. Inlet Section
2. Work Ports Spool
Section
3. Tank Ports Spool Section
5. Inlet Port
6. Outlet Port
7. Spool Section Cover
8. Separator Plate
HOIST VALVE
The hoist valve (Figure 7-2) is mounted on a modular
assembly containing the hoist valve, overcenter manifold, and both hydraulic pumps. This assembly is
bolted to brackets attached to the frame rails behind
the main alternator.
The hoist valve is a split spool design. (The term split
spool describes the spool section of the valve.) The
hoist valve precisely follows differential pressure input
signals generated by the hoist pilot valve as the operator moves the hoist control lever while raising and
lowering the dump body.
Inlet Sections
Each of the front and rear inlet sections of the hoist
valve contains of the following components:
Flow control valve and main relief valve
Secondary Low pressure relief valve
Anti-void check valve
Load check valve
The flow control portion of the flow control and main
relief valves allow pump flow to the service brake
cooling circuit unless the body is being raised or lowered. The relief portion of the valve is direct acting and
has the capacity to limit the working pressure at full
pump flow.
L7-2
Hoist Circuit
L07023
The secondary low pressure relief is located between

the low pressure core and the outlet to the brake
cooling circuit. It provides for pressure relief if pressure
spikes occur in the low pressure passage area.
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.
Spool Sections
Work Ports (Rear) Spool Section
The rear spool section of the hoist valve consists of the
following components:
Pilot ports
Main spools
Work ports
Check poppets
The pilot ports are located in the spool section cover.
These ports provide connections for a pilot line to the
hoist pilot valve. Each work port has a corresponding
pilot port.
Tank Ports (Front) Spool Section

The primary low pressure valves are located in the
front spool section of the hoist valve. These valves
maintain back pressure on the low pressure passage
and direct the hoist cylinder return oil back to the
hydraulic tank.
HOIST PILOT VALVE
The hoist pilot valve (Figure 7-3) is mounted in the
hydraulic components cabinet behind the operators
cab. The hoist pilot valve spool is spring centered to
the neutral position and is controlled directly by the
operator through a lever mounted on the console
between the operator and passenger seat. A cable
connects the cab mounted lever to the hoist pilot valve
in the hydraulic components cabinet.
When the operator moves the lever, the pilot valve
spool moves and directs pilot flow to the appropriate
pilot port on the hoist valve. The pilot flow causes the
main spool to direct oil 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 valve also contains the power down relief valve
(2), used to limit power down pressure to 1500 psi
(10.4 MPa).
The work ports provide for a line connection between

the spool section and the hoist cylinders. One main
spool for each work port is spring biased at both ends
to block the work port from the high and low pressure
cores when there is no flow through the spool cross
holes.
When there is flow through the pilot ports to the spools,
a positive differential pressure at the top of the spool
will overcome the bottom spring bias and the spool will
shift to connect the work port to the high pressure core.
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 spool section 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
during void conditions.
L07023
FIGURE 7-3. HOIST PILOT VALVE

2. Relief Valve
3. Supply Port
Hoist Circuit
4. To Hoist Valve (Rod End)

5. To Hoist Valve (Base
End)
L7-3
BLEEDDOWN MANIFOLD
OVERCENTER MANIFOLD
The pilot valve/hoist valve hydraulic circuit is routed

through the bleeddown manifold, located on the left
frame rail. The hoist-up solenoid and pilot operated
check valve described below are contained in the
manifold. Refer to Section L4 for additional information
concerning these components.
Hoist-up Limit Solenoid
The overcenter manifold (4, Figure 7-4), located on the

pump module at the rear of the hoist valve (1) contains
the counterbalance valve (2). This valve controls the
pressure of the cushion of oil in the annulus area of the
hoist cylinder when the body approaches the maximum dump angle. The valve limits the maximum pressure build-up by relieving pressure in excess of 3000
psi (20, 400 kPa), preventing possible seal damage.
The hoist-up limit solenoid (5, Figure 7-1), located on

the the bottom of the bleeddown manifold, is used in
the hydraulic circuit to prevent maximum hoist cylinder
extension.
Quick Disconnect fittings (5) mounted on the bottom

of the manifold allow service personnel to dump the
load in a disabled truck by connecting jumper hoses
from an operational truck, utilizing its hydraulic system.
The solenoid valve is a 3-way valve, and is controlled

by a proximity switch (hoist limit switch) located near
the body pivot and the right rear suspension upper
mount.
When the body is nearly fully raised, the body activates
the magnetic proximity switch, signalling the solenoid
to open the raise pilot line to tank, and close the
raise pilot line to the hoist valve, stopping further oil
flow to the hoist cylinders.
adjustment procedure of the hoist limit switches
Pilot Operated Check Valve

The Pilot Operated Check Valve (6, Figure 7-1), located in the bleeddown manifold, is opened by power
down pilot pressure to allow oil in the raise port to
by-pass the hoist up limit solenoid for initial power
down operation while the solenoid is activated by the
hoist limit switch.
L7-4
FIGURE 7-4. PUMP MODULE

1. Hoist Valve
3.Needle Valve
Hoist Circuit
5. Quick Disconnects
7. Hoist Pump
L07023
The following pages describe the hoist circuit operation in the

FLOAT, POWER UP, HOLD, and POWER DOWN positions.
(Refer to Figures 7-5 through 7-9.)
L07023
Hoist Circuit
L7-5
FLOAT POSITION OF PILOT VALVE WITH

TRUCK BODY ON FRAME
Figure 7-5 shows the position of the hoist pilot valve
when the truck body is resting on the frame. However,
the hoist valve internal valves and spools will be in the
position shown in Figure 7-7.
Oil from the hoist pump enters the inlet sections 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 (7 & 8) as shown in
Figure 7-4.
L7-6
Pressure builds to approximately 60 psi (414 kPa) on

the pilot of the flow control valve (2) causing the valve
to compress the spring and open, allowing the oil to
flow the through hoist valve port (23) to the service
brakes for brake disc cooling and eventually back to
the tank. Between the hoist valve port (23) and the
brakes or heat exchanger, the cooling supply tees to
orificed regulator valves. If supply pressure attempts
to increase above 35 psi (240 kPa), the regulator valve
opens and dumps to tank.
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.
Hoist Circuit
L07023
FIGURE 7-5. FLOAT POSITION

1. Hoist Relief Valve (2500 psi)
2. Flow Control Valve
11. Supply Port
3. Secondary Low Press. Valve (250 psi) 12. Pilot Supply Port
4. Snubber Valve
5. Rod End Work Port
14. Raise Pilot Port
6. Hoist Cylinders
15. Down Pilot Port
7. Rod End Spool
16. Power Down Relief
8. Head End Spool
Valve (1500 psi)
9. Head End Work Port
L07023
Hoist Circuit
17. Anti-void Check Valve

18. Load Check Valve
19. High Pressure Passage
20. Low Pressure Passage
22. Primary Low Pressure Valve (26 psi)
23. Brake Cooling Circuit Port
L7-7
POWER UP OPERATION (Figure 7-6)

The hoist pilot valve spool is moved to the Power Up
position when the operator moves the lever rearward
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) through hoist limit solenoid (13)
in the bleeddown manifold and into port (14) of the
hoist valve.
From 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 (8)
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 ports (12) also increases
causing back pressure to occur in the spring area of
the 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 the head end spool (8) to the hoist cylinders
to extend them. At this time, oil flow to the brake cooling
circuit is stopped.
If at any time the resistance to the flow of the pump oil
coming into the inlet section causes the pressure to
increase to 2500 psi (17,238 kPa), the pilot pressure
against hoist relief valve (1) causes it to open and allow
flow to exit out port (23) to the brake cooling circuit and
to return to the tank.
As the hoist cylinders extend, oil in the annulus area

of all three stages must exit sequentially 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 bleeddown manifold and to the tank.
No pressure is present on the top of spool (7). Cylinder
return pressure passes through the check-poppet 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 primary low pressure relief valve (22). Approximately 26 psi (179 kPa) causes this valve to open,
allowing the oil to flow out port (10) to the tank.
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 conterbalance valve manifold controls how
fast the hoist cylinders can extend due to the external
force of the load. The speed is controlled by counterbalance valve.
During the normal raise process, the raise pilot pressure supplied to the counterbalance valve (24) will
open the cylinder return ports fully any time raise
pressure is above 666 psi (4,600 kPa). As the load
shifts toward the tail of the body, the raise pressure
decreases. As it drops below 666 psi (4,600 kPa), the
valve starts restricting oil flow causing a backpressure
to the annulus area. If raise pressure were to drop to
0 psi (kPa), return pressure would increase to 3000 psi
(20,400 kPa) maximum.
When the operator releases the hoist lever, the valves
change to the HOLD position. If the body raises to the
position that activates the hoist limit switch located
above the right rear suspension before the operator
releases the lever, the hoist limit solenoid (13) is energized. The solenoid valve closes the raise pilot Port
(14) on the hoist and releases the hoist pilot valve raise
pilot pressure at port (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.
L7-8
Hoist Circuit
L07023
FIGURE 7-6. POWER UP POSITION

3. Secondary Low Press. Valve (250
psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07023
10. Return Port

11. Supply Port
12. Pilot Supply Port
15. Down Pilot Port
Valve (1500 psi)
Hoist Circuit

23. Brake Cooling Port
L7-9
HOLD OPERATION (Figure 7-7)

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 route the incoming pump oil to
the brake cooling circuit through port (23) and back to
the tank.
L7-10
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 (7 & 8)
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.
Hoist Circuit
L07023
FIGURE 7-7. HOLD POSITION

psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07023
10. Return Port

11. Supply Port
15. Down Pilot Port
Valve (1500 psi)
Hoist Circuit

L7-11
POWER DOWN OPERATION (Figure 7-8)

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 check
valve in the overcenter manifold rather than back to
the tank. Oil flow to the brake cooling circuit ceases
when the flow control valve closes.
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 26 psi (179 kPa) to open the primary low
pressure relief (3), and exit the hoist valve through
Port (10) to the tank.
As the body descends and the hoist limit solenoid is
no longer activated, the pilot operated check valve is
no longer necessary.
If the body is at the maximum up position, the hoist limit

switch has the hoist limit solenoid activated, therefore
closing the raise port (14) on the hoist valve. Power
down pilot pressure in ports (15) pushes open the pilot
operated check valve (21) located in the bleeddown
manifold so the pilot pressure in ports (14) is open to
tank through the Pilot valve spool.
L7-12
Hoist Circuit
L07023
FIGURE 7-8. POWER DOWN POSITION

psi)
4. Snubber Valve
6. Hoist Cylinders
7. Rod End Spool
8. Head End Spool
L07023
10. Return Port

11. Supply Port
15. Down Pilot Port
Valve (1500 psi)
Hoist Circuit

L7-13
FLOAT OPERATION (Figure 7-9)

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 flow through hoist valve port
(23) to the brake cooling circuit and eventually returning to the tank.
The 26 psi (179 kPa) 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.
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 primary
low pressure relief valve (22) 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.
L7-14
Hoist Circuit
L07023
FIGURE 7-9. FLOAT POSITION

11. Supply Port
3. Secondary Low Press. Valve (250 psi) 12. Pilot Supply Port
4. Snubber Valve
6. Hoist Cylinders
15. Down Pilot Port
7. Rod End Spool
8. Head End Spool
Valve (1500 psi)
9. Head End Work Port
L07023
Hoist Circuit

L7-15
NOTES
L7-16
Hoist Circuit
L07023
HOIST CIRCUIT COMPONENT REPAIR

HOIST VALVE
Removal
3. Thoroughly clean the exterior of the hoist valve.

lines. Tighten all connections securely before applying pressure.
1. Ensure adequate overhead clearance and raise
truck body. Secure body in raised position with
safety cable.
2. Using standard procedure, shut down engine and
turn key switch to the off position. Slowly move
hoist lever to LOWER position to allow body to
lower against safety cable and relieve hoist cylinder pressure.
4. Mark, disconnect and cap or plug all line connections to help prevent hydraulic oil contamination,
refer to Figure 8-1.
5. Remove capscrews and lockwashers securing
the hoist valve to its mounting bracket.
The hoist valve weighs approximately 425 lbs. (193

Kg). Use a suitable lifting device that can handle
the load safely.
6. Attach a lifting device to the hoist valve and
remove valve from truck.
7. Move the hoist valve to a clean work area for
disassembly.
FIGURE 8-1. HOIST

VALVE AND PIPING
1. Hoist Cylinders
2. Brake/Hoist Return
Oil Manifold
4. Hoist valve
6. Pump Driveshaft
8. Hydraulic Tank
9. Hoist Valve Pilot
Circuit Hoses
L08024
Hoist Circuit Component Repair
L8-1
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 O-rings between
sections to prevent leakage. Loosening and retightening of the main valve tie rod nut could cause distortion
resulting in binding or severely sticking plungers, poppet and spools.
To replace the O-rings between the valve sections:
1. Remove the four tie rod nuts and washers (7,
Figure 8-2) from one end of the valve. Slide the
tie rods from the valve and separate the sections.
FIGURE 8-2. HOIST VALVE ASSEMBLY

1. Inlet Section (Rear)
2. Spool Section (Work Ports)
3. Spool Section (Tank Ports)
4. Inlet Section (Front)
5. Nuts and Washers

6. Tie Rods
7. Tube
8. Separator Plate
Installation
1. Attach a suitable lifting device that can handle the
load safely to the hoist valve. Move the hoist
valve into position and secure in place with capscrews, nuts and lockwashers. Tighten capscrews to standard torque.
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.
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.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
5. A torque wrench should be used to tighten the
nuts in the pattern shown in Figure 8-4. The tie
rods should be tightened evenly to 105 ft. lbs.
(142 N.m) torque in the following sequence:
Note: Valve should be positioned with separator plate

(8, Figure 8-2) toward front of truck.
a. Tighten nuts evenly to 15 ft. lbs. (20 N.m)

torque in order 1, 4, 2, 3.
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.
b. Tighten nuts evenly to 32 ft. lbs. (43 N.m)

c. Tighten nuts evenly to 105 ft. lbs. (142 N.m)
3. Connect pilot supply lines, tighten fittings securely.

4. Start the engine. Raise body and remove safety
cable. Lower and raise body to check for proper
operation. Observe for leaks.
5. Service hydraulic tank if necessary.
FIGURE 8-4. TIGHTENING SEQUENCE

FIGURE 8-3. TIE ROD INSTALLATION
L8-2
L08024
FIGURE 8-5. INLET SECTION DISASSEMBLY

1. Capscrew
5. Spring
2. Inlet Cover
6. Sleeve
3. Spring (Orange)
7. Secondary Low Pressure Relief
4. Flow Control & Main Relief Valve
8. O-Rings
9. Inlet Valve Body
10. O-Rings
11. Check Valves

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 (7, Figure 8-2) at
the cover end and remove. Remove capscrews
(14, Figure 8-5), remove cover (13). Remove
springs (12), check valves (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 flow control/main relief valve
(4). Remove sleeve (6), low pressure relief (7)
and O-rings (8).
NOTE: If restrictor poppet removal in cover (2, Figure
8-5) 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.
FIGURE 8-6. RESTRICTOR POPPET REMOVAL
(Inlet Cover)
1. Inlet Cover
2. Restrictor Poppet
3. Backup Ring
4. O-Ring
5. Backup Ring
L08024
6. Backup Ring
7. O-ring
8. Backup Ring
9. Sleeve
L8-3

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, through a complete
revolution, without binding.
5. Inspect fit and movement between sleeve and
low pressure relief valve.
Assembly
1. Coat all parts including housing bores with clean
type C-4 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 check valves (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 60 ft. lbs. (81
N.m) torque.
REAR SPOOL SECTION

(Work Ports)
Disassembly
NOTE: It is not necessary to remove the inlet sections
(1 or 4, Figure 8-2) to accomplish spool section (2 or
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 lift spool section cover
(1, Figure 8-9) from housing.
3. Remove poppet (1, Figure 8-7) from spool cover.
Remove and discard O-ring (3).
NOTE: The poppet (1) contains a small steel ball.
Do not misplace.
4. Remove and discard O-rings (4 & 5, Figure 8-8).
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 (20, Figure 8-9). Note
the color of the lower spring (blue) to insure
proper location during reassembly. Also note the
V groove on top end of spool.
5. Install secondary low pressure relief (7) in sleeve

(6) and install assembly in housing (9). Install
flow control/main relief valve (4). Install springs
(3 & 5). Install cover (2). Install capscrews (1).
Tighten capscrews to 60 ft. lbs. (81 N.m) torque.
Connect external tube, tighten nuts to 25 ft. lbs.
(34 N.m) torque.
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
FIGURE 8-7. POPPET AND BALL

1. Poppet
2. Steel Ball
L8-4
3. O-Ring
4. O-Ring
2. O-ring *
5. O-Ring
3. Backup Ring *
* NOTE: Items 2 and 3 not used on all valves.
L08024
FIGURE 8-9. WORK PORTS SPOOL SECTION ASSEMBLY

1. Spool Cover
2. Spring Seat
3. Plug
4. O-Ring
5. O-Ring
6. Poppet
7. Ball
L08024
8. O-Ring
10. O-Ring
11. Spring
12. Restrictor Poppet (Red)
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 (Green)
22. Restrictor Poppet (White)
L8-5
Assembly
POPPET COLOR
ORIFICE
DIAMETER
DRILL SIZE
Red
.140 in. (3.556 mm)
#28
Green
.093 in. (2.362 mm)
#42
White
.063 in. (1.6 mm)
#52
FIGURE 8-10. POPPET IDENTIFICATION
7. Remove plug (3) from end of spool. Remove

spring seat (2) and spring (11). Remove poppet
(21) and spool end (15).
NOTE: Pay special attention to poppets (12, 21 and 22
Figure 8-9) during removal to ensure proper location
during reassembly. Poppets may be identified with a
colored dot (Red, Green or white). If poppets are not
color coded, use the chart in Figure 8-10 and the
specified drill bit to measure orifice diameter for identification.
8. Repeat step 7 to disassemble opposite end of
spool (20). Note there is no plug or restrictor
poppet in opposite end and the spring is blue.
9. Remove spool assembly (14). At top end of spool,
remove plug (3). Remove spring seat (2) and
spring (11). Remove poppet (12) and spool end
(15).
10. At opposite end, remove plug (3), spring seat (2)
and spring (16). Remove restrictor poppet (22)
and spool end (15).
11. Remove cover (19), remove O-rings (4, 5 & 10).
Remove poppet (18).

1. Discard all O-rings and backup rings. Clean all
parts in solvent and blow 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.
1. Lubricate O-rings (4, 5 & 10, Figure 8-9) with

clean hydraulic oil. Install O-rings in spool housing. Install poppet (18). Install cover (19) and
secure in place with capscrews. Tighten capscrews to 60 ft. lbs. (81 N.m) torque.
2. Install spring (11, Figure 8-9) in spool (20). Install
spring seat (2). Apply Loctite to the threads of
spool end (15). Install spool end and tighten to
25 ft. lbs. (34 N.m) torque. Install Green poppet
(21). Apply Dri-loc #204 to the threads of plug (3).
Install plug and tighten to 15 ft. lbs. (20 N.m)
torque.
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)

to install spring, spring seat, and spool end.
Make certain spring (16) is blue in color. (A
poppet and plug are not installed in lower end.)
4. Lubricate spool assembly and carefully install in
spool housing as shown in Figure 8-11. Make
certain the V groove (1) in spool assembly (2)
is positioned up as noted.
5. Install spring (11, Figure 8-9) in top (grooved) end
of remaining spool (14). Install spring seat (2).
Apply Loctite to the threads of spool end (15).
Install spool end and tighten to 25 ft. lbs. (34
N.m) torque. Install Red poppet (12). Apply Driloc #204 to the threads of plug (3). Install plug
6. Repeat step 5 for the bottom end of spool (14).
Install spring (16) which is blue in color, spring
seat (2) and spool end (15). Apply Loctite to
spool end threads. Install spool end (15) and
tighten to 25 ft. lbs. (34 N.m) torque. Install
White poppet (22). Apply Dri-loc #204 to the
threads of plug (3). Install plug and tighten to 15
ft. lbs. (20 N.m) torque.
7. Lubricate the assembled spool and install in
spool housing as shown in Figure 8-11. Make
certain the V groove is in the up position.
NOTE: Spools (14, Figure 8-9) and (20) are physically
interchangeable. Make sure spool (14) is installed
toward the base port of the spool housing.
4. Inspect all poppets in their respective bore for fit.

Poppets should move freely through a complete
revolution without binding .
L8-6
L08024
FRONT SPOOL SECTION

(Tank Ports)
Disassembly
NOTE: It is not necessary to remove the inlet sections
(1 or 4, Figure 8-2) to accomplish spool section disassembly and repair.
1. Match mark or identify each spool in respect to
its mating bore when removed.
2. Remove capscrews and lift spool section cover
(4, Figure 8-12) from housing.
3. Remove and discard O-rings (5 & 6).
FIGURE 8-11. SPOOL INSTALLATION

1. V Groove
2. Spool Assembly
3. Work Ports
Spool Section
8. If used, install O-ring (2, Figure 8-8) and backup

ring (3) on restrictor poppet (1). Install poppet in
spool housing as shown in Figure 8-9.
9. Install new O-rings (4, 5 & 10).
10. Install new O-ring (and backup ring if used) on
poppet (6, Figure 8-9). Make certain the small
steel ball (7) is installed in poppet. Install poppet
in cover (1).
11. With new O-rings (4, 5 & 10) installed, position
cover (1) over spool housing. Secure cover in
place with capscrews. Tighten capscrews to 60
ft. lbs. (81 N.m) torque.
Note: Cover must be positioned according to match
marks made during disassembly. Do not reverse cover
position.
4. Remove capscrews and remove bottom cover (9)

from spool housing. Remove and discard Orings.
5. Remove springs (8). Push spools (7) out of
housing bores.

1. Discard all O-rings. Clean all parts in solvent and
blow dry with compressed air.
2. Inspect springs for breaks or distortion.
3. Inspect housing bores and surfaces of spools for
nicks, scoring or excessive wear.
Assembly
1. Lubricate spools (7, Figure 8-12) with clean hydraulic oil and re-install in their original bores.
Install springs (8).
2. Lubricate O-rings (5 & 6) with clean hydraulic oil.
Install O-rings in bottom of spool housing. Install
bottom cover (9) and secure in place with capscrews. Tighten capscrews to 60 ft. lbs. (81
N.m) torque.
3. Lubricate O-rings (5 & 6) and install in top of spool
housing. Install top cover (4) and secure in place
with capscrews. Tighten capscrews to 60 ft. lbs.
(81 N.m) torque..
4. If removed, install plugs (2) with new O-rings (3).
L08024
L8-7
FIGURE 8-12. TANK PORTS SPOOL SECTION ASSEMBLY
1. Spool Housing
2. Plug
3. O-RIng
L8-8
4. Spool Cover
5. O-Ring
6. O-Ring
7. Spool
8. Spring
9. Spool Cover
L08024
Installation
HOIST PILOT VALVE

Removal
1. Place the hoist control lever in the body down
position. Make certain the body is in the full down
position and resting on the frame. Release the
hoist control lever to return the hoist valve spool
to the FLOAT position.
2. Disconnect hydraulic lines (3, Figure 8-13) at the
hoist pilot valve (1) located in the hydraulic components cabinet at the rear of the cab. Remove
capscrews (5).
3. Loosen and unthread jam nut (8). Unthread
sleeve (9) until cotter pin (6) and pin (10) are
exposed.
4. Remove cotter pin and pin.
5. Remove the hoist pilot valve mounting hardware
(2) and remove valve from cabinet. Refer to hoist
pilot valve disassembly for repair instructions.
1. Place the hoist pilot valve (1, Figure 8-13) into

position on the mounting bracket. Secure valve
in place with mounting hardware (2).
2. Position hydraulic lines (3) over valve ports and
assemble fittings. Tighten hydraulic line connections securely.
3. Place hoist control lever in spring-centered position. Adjust pilot valve spool until the centerline
of the cable attachment hole extends 1.16 in.
(29.5 mm) from the face of the valve body.
4. Align control cable eye with pilot valve spool hole
and insert pin (10). Secure pin in place with cotter
pin (6).
5. Thread sleeve (9) upward until contact is made
with valve body. Move flange (4) into position and
secure in place with capscrews (5).
6. Thread jam nut (8) against sleeve. Tighten jam
nut securely.
7. Start the engine and check for proper hoist operation. Observe for leaks.
FIGURE 8-13. HOIST PILOT VALVE & PIPING

(Located in Hydraulic Components Cabinet)
2. Mounting Hardware
3. Hydraulic Tubes
4. Flange
L08024
5. Capscrew
6. Cotter Pin
7. Control Cable
8. Jam Nut
9. Sleeve
10. Pin
L8-9
Disassembly
1. Thoroughly clean the exterior of the valve. Match
mark components to assure proper reassembly.
2. Remove machine screw (15, Figure 8-14) 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 8-15) 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 &10, Figure 8-14) and remove
tie rods (9). Separate the valve housings. Remove O-ring (11). Remove the poppet check and
spring located on the outlet housing side of the
spool housing, from the spool housing.
FIGURE 8-14. 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
L8-10
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 8-15. RELIEF VALVE

1. Spool Housing
2. Relief Valve
3. Supply Port
4. To Hoist Valve (Rod End)

5. To Hoist Valve (Base
End)
6. Return to Tank
L08024

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 8-14). 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 and rotate through a complete revolution
without binding.
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.
Assembly
5. Install tie rods. Install tie rod nuts. Tighten tie rod
nuts to the torques shown in Figure 8-16.
6. Install a new O-ring (27, Figure 8-14) and wiper
(26). Install seal retainer (25).
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) torque. 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).
1. Thoroughly coat all parts including housing bores

with clean type C-4 hydraulic oil.
11. Secure cap (24) in place with capscrews (6).

Tighten capscrews (6) to 5 ft. lbs. (7 N.m) torque.
Install spacer (23) and snap ring (1).
2. If the inlet and outlet housings were removed

follow steps 3 through 5 for reassembly.
12. Install a new O-ring (12) and wiper (13). Install

seal plate (16). Install machine screws (15).
3. Install check poppet (2, Figure 8-16) and spring

(3) in spool housing (1).
13. Using new O-rings, install relief valve (2, Figure

8-15) in spool housing.
4. Install new O-ring (4) in spool housing. Place the

inlet and outlet housings on the spool housing.
FIGURE 8-16. HOIST PILOT VALVE REASSEMBLY

1. Spool Housing
2. Check Poppet
3. Spring
L08024
4. O-ring
5. Outlet Housing
FIGURE 8-17. TIE ROD NUT TORQUE

1. Nut
2. Tie Rod
3. Nut
4. Tie Rod
5. Outlet Housing
L8-11
4. At the upper mount, remove self-locking nut (4,

Figure 8-18) from pin retaining capscrew. Remove capscrew (5). Use a brass drift and hammer to drive pin (1) from bore of mounting
bracket.
HOIST CYLINDERS
Removal

1. Insure engine and key switch have been Off for
at least 90 seconds to allow accumulator to bleed
down. Be certain the park brake is applied.
2. Disconnect the lubrication lines to the upper and
lower bearings of the hoist cylinder.
3. Remove capscrew and lockwashers from clamps
securing the hydraulic hoses to the hoist cylinder. Cap and plug lines and ports to prevent
excessive spillage and contamination. Secure
cylinder to frame to prevent movement.
5. Carefully lower cylinder until it lays against the

inside dual tire. The hoist cylinder weighs approximately 2500 lbs. (1135 kgs). Attach a suitable lifting device that can handle the load safely
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, straighten lock plate tabs to
allow capscrew removal. Remove all capscrews
(1, Figure 8-19), locking plate (2) and retainer
plate (3).
8. Carefully remove cylinder from frame pivot by
pulling outward. Move cylinder to a clean area for
disassembly.
NOTE: Do not lose spacer (6, Figure 8-19) between
cylinder bearing and frame.
9. Clean exterior of the cylinder thoroughly.
The hoist cylinder weighs approximately 2500 lbs.

(1135 kg). Some means of support is necessary to
prevent it from falling or causing injury when removing from the truck. Use a suitable lifting device
that can handle the load safely.
FIGURE 8-18. HOIST CYLINDER UPPER MOUNT

1. Pin
4. Locknut
2. Retainer Ring
5. Capscrew
3. Bearing
L8-12
L08024
Installation
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.
Install a retaining strap or chain to prevent the
cylinder from extending during handling. The hoist
cylinder weighs approximately 2500 lbs. (1135 kg).
Use a suitable lifting device that can handle the
load safely.
1. Raise the cylinder into position over the pivot

point on the frame. The cylinder should be positioned with the air bleed vent plug on top, toward
the front of the truck. Install spacer (6, Figure
8-19). Align bearing eye with pivot point and push
cylinder into place.
2. Install retaining plate (3), locking plate (2),and
capscrews. Tighten capscrews to 220 ft. lbs.
(298 N.m) torque. Bend locking plate tabs over
capscrew flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-18.
4. Align retaining capscrew hole in pin with hole in
mounting bracket and install pin. Install capscrew (5) and self-locking nut (4) and tighten to
standard torque.
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.
6. Reconnect lubrication lines for the upper and
lower hoist cylinder bearings.
FIGURE 8-19. HOIST CYLINDER LOWER MOUNT

1. Capscrew
2. Lock Plate
3. Retainer
L08024
4. Retainer Ring
5. Bearing
6. Spacer
L8-13
FIGURE 8-20. HOIST

CYLINDER
1. Rod & Third Stage

2. Second Stage Cylinder
3. First Stage Cylinder
4. Housing
5. Plate
6. Rod Bearing Retainer
7. Capscrew
8. Seal
9. Snap Ring
10. Cover
11. Capscrews
12. O-Ring
13. Bearing
14. Bearing
15. Seal
16. Seal
17. Bearing
18. Buffer Seal
19. Bearing
20. Rod Seal
21. Rod Wiper
22. Quill Assembly
23. Backup Ring
24. Bearing
L8-14
L08024
Disassembly
1. If removal of the hoist cylinder eye bearings is
necessary, remove retainer ring (4, Figure 8-19)
and press out bearing (5).
NOTE: As internal parts are exposed during disassembly, protect machined surfaces from scratches or
nicks.
2. Mount the hoist cylinder in a fixture which will

allow it to be rotated 180o.
8. Rotate the cylinder housing 180o. Remove the

retainer installed in step 6.
3. Position cylinder with the cover (10, Figure 8-20)

mounting eye at the top. Remove capscrews (11)
and lockwashers retaining the cover to the housing (4).
9. Fabricate a round disc 12.5 in. (318 mm) in

diameter .38 in. (10 mm) thick with a .56 in. (14
mm) hole in the center. Align the disc over the
second (2) and first (3) stage cylinders at the
bottom of the cylinder housing.
4. Install two 0.88 in. dia. x 9 in. long, threaded

capscrews into the two threaded holes in the
cover (10). Screw the capscrews in evenly until
the cover can be removed. Lift cover straight up
until quill assembly (22) is clear. Remove O-ring
(12) and backup ring (23).
5. Remove capscrews (7) and plate (5) attaching
the rod bearing retainer (6) to the rod (1). Remove the seal (8).
6. Fabricate a retainer bar using a 1/4" x 1" x 18" (6
x 25 x 460 mm) 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).
NOTE: A retainer bar is required to prevent the first
and second stage cylinders from dropping out when
the housing is inverted.
o
7. Rotate the cylinder assembly 180 , 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.
L08024
10. Insert a .50 in. (13 mm) dia. x 53 in. (1350 mm)
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.
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.
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.
L8-15

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 (Type C-4).
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 8-21) 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 8-21) and applying a tightening torque of 1000 ft. lbs. (1356 N.m).
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 8-20) should be checked
carefully for distress and, if in doubt, replace
them.
FIGURE 8-21. QUILL INSTALLATION

1. Cap Assembly
2. Quill Assembly
NOTE: SS1143 Tightening Tool can be made locally.
Request the following drawings from your Area or
Regional Service Manager:
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 x 15.50" long)
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)
All materials are 1020 Steel except SS1147.
L8-16
L08024
ASSEMBLY OF 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 8-22) 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 (Komatsu
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 (Komatsu 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 1000 ft. lbs. (1356 N.m) torque. 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
8-22.
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 2000 ft. lbs. (2712 N.m) torque after
the tack welds are ground off.
L08024
FIGURE 8-22. PLUG and CHECK BALL

INSTALLATION
1. Cap Assembly
2. Quill Assembly
3. Plug
4. Check Ball
L8-17
Installation Of Check Balls And Plugs In Quill

The check balls (4, Figure 8-22) 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 8-23 for SS1158 tool that can be made
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.
If the ball seat area is not deformed, measure the
plug thickness as shown in Figure 8-21:
Older Plug is 0.25 0.02 in. thick.
Newer plug is 0.38 0.02 in. thick.
1. Use the newer plugs and 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 8-22) 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 70 ft.lbs. (95 N.m)
torque. 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 8-22 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 8-23. SS1158 TOOL

PLUG INSTALLATION/REMOVAL
L8-18
L08024
Assembly of Cylinder
1. Install seals (15, Figure 8-20) and bearing (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 (Type C-4).
NOTE: Check capscrews (1, Figure 8-24) carefully for

distress and, if in doubt, replace them with new parts.
12. Lubricate capscrews (1, Figure 8-24) with a lithium base grease. Install capscrews and plate (2)
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 (9) 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.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13 & 24) 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.
6. Install retainer used during disassembly to hold
the second and first stage cylinder in place when
the housing is rotated. Rotate housing 180o to
position the lower mounting eye at the top.
7. Install bearings (19) and buffer seal (18), rod seal
(20) and rod wiper (21) in the second stage
cylinder (2). Note the proper orientation of the
rod seal (20) backup ring; install with radiused corner toward seal and white dot away
from seal.
FIGURE 8-24. 3rd STAGE PISTON

1. 12 Pt. Capscrew
2. Plate
3. Piston
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.
9. Rotate housing 180 to position the cover end at
the top. Remove retainer installed in Step 5.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).
13. Install O-ring (12, Figure 8-20) and backup ring

(23) on cover (10). Align and lower cover onto
housing (4). Lubricate capscrews (11), install
capscrews and lockwashers. Tighten capscrews
10. Thread two guide bolts 4 in. (100 mm) long in the
end of the rod (1). Install seal (8) on the end of
the rod.
14. Install hoist cylinder eye bearing (5, Figure 8-19)

and retainer rings (4) if removed.
11. Align piston rod bearing retainer (6) over guide

bolts and lower it over the end of the rod (1).
Remove guide bolts.
L08024
L8-19
DISABLED TRUCK DUMPING

PROCEDURE
Sometimes it is necessary to dump a load from the
body of a 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 the disabled truck to dump the load.
In the example below, Figure 8-25 illustrates a typical
hookup from the good truck. The disabled truck may
be another Model 930E-2, or a different Komatsu
model.
HOOKUP
Be certain there is an adequate, clear area to dump
the loaded box. When the good truck is in position, shut
down the engine and allow the hydraulic system to
bleed down. Be certain pressure has bled off before
connecting hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (4, Figure 8-25) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 2500 psi (17
MPa) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from the power down
quick disconnect (3) to the power up circuit of
the disabled truck.
NOTE: If both trucks are a Model 930E-2, the hoses
will be installed at the quick disconnects shown in
Figure 8-25 and will be crossed when connected.
FIGURE 8-25. PUMP MODULE, HOSE HOOKUP

(Model 930E-2 shown)
1. Hoist Valve
2. Tubes to LH Hoist Cylinder
3. Power Down Quick Disconnect; Connect
to power up circuit of disabled truck
4. Power Up Quick Disconnect; Connect to
power down circuit of disabled truck
b. Remove the cap from the Hoist Pilot Valve relief

valve (2, Figure 8-15) located in the hydraulics
components cabinet behind the cab. While
counting the number of turns, slowly screw the
relief valve adjustment screw clockwise until it
bottoms.
5. Repeat step 4 to dump the disabled truck.
Lowering the Body:
DUMPING PROCEDURE
Raising the Body:
3. On the disabled truck, move the hoist control
lever to power up and then release it to place the
hoist pilot valve in the HOLD position (leave in
this position during entire procedure).
4. Start the engine on the good truck, place the hoist
control in the power down position and increase
engine RPM to high idle to dump the disabled
truck. If the body of the disabled truck fails to
raise, increase the good truck power down relief
pressure as follows:
a. Shut down engine and allow the hydraulic
system to bleed down.
6. Place the hoist lever of the good truck in FLOAT

to lower the body. If necessary, momentarily
place the hoist control in POWER UP until the
body is able to descend in FLOAT. Do not accelerate the engine.
7. After body is lowered, shut down the truck, bleed
the hydraulic system and disconnect the hoses.
8. Reduce power down relief valve pressure to
normal on good truck by turning the adjustment
counterclockwise the same number of turns as
required in step 4 b.
9. Check power down relief pressure per instructions in Section L10.
10. Check hydraulic tank oil level.
L8-20
L08024
HYDRAULIC SYSTEM FILTERS

HOIST CIRCUIT FILTER
The hoist circuit filter (Figure 9-1) is located on the fuel
tank below the right frame rail. The filter provides secondary filtering protection for hydraulic oil flowing to
the hoist valve and hoist circuit components.
An indicator switch (5) is designed to alert the operator
of filter restriction before actual bypass occurs. The
switch contacts close at 35 psid (240 kPa) to actuate a
warning lamp on the overhead display panel. Actual
filter bypass occurs at 50 psid (345 kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating temperature before using the warning lamp as an indicator
to change the element.
Refer to Section P, Lubrication and Service for recommended normal filter element replacement interval.
Earlier replacement may be required if the restriction
indicator lamp turns on.
Premature filter restriction may indicate a system component failure and signal a service requirement before
extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter as
it cleans the system. Unless the fluid appears contaminated or has a strong foul odor, do not change the oil;
replace only the filter elment.

applying pressure.
immediately.
L09008
FIGURE 9-1. HOIST CIRCUIT FILTER

1. O-Ring
2. Plug
3. Filter Head
4. O-Ring
5. Indicator Switch
6. O-Ring
Hydraulic System Filters
7. Backup Ring
8. Set Screw
9. Filter Element
10. Bowl
11. Bleed Plug
12. O-Ring
13. Bottom Plug
L9-1
Removal
Installation
1. With the key switch Off allow at least 90 seconds

for the accumulators to bleed down.
1. Install new element (9). Install new O-ring (6) and

backup ring (7).
2. Remove bleed plug (11, Figure 9-1). Remove bottom plug (13) and drain oil from the housing into
a suitable container.
2. Install bowl on filter head and tighten. Lock in place

with setscrew (8).
3. Install bottom plug (13), and bleed plug (11).
INDICATOR SWITCH
been operating. Avoid spillage and contamination!
3. Loosen setscrew (8). Remove bowl (10).
The indicator switch (5, Figure 9-1) is factory preset to

actuate at 35 psid (240 kPa). The switch and warning
light should be routinely tested as a part of the regular
vehicle maintenance program. Refer to Indicator
Switch Test Procedure in this Section.
4. Remove filter element (9).

5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.
L9-2
L09008
STEERING CIRCUIT FILTER

The steering circuit filter (Figure 9-2) is located on the
inboard side of the fuel tank. The filter provides secondary filtering protection for hydraulic oil flowing to the
bleeddown manifold valve for the steering and brake
systems.
An indicator switch (1) is designed to alert the operator
of filter restriction before actual bypass occurs. The
switch contacts close at 35 psid (240 kPa) to actuate a
warning lamp on the overhead display panel. Actual
filter bypass occurs at 50 psi (345 kPa).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating temperature before using the warning lamp as an indicator
to change the element.
Refer to Section P, Lubrication and Service for recommended normal filter element replacement interval.
Earlier replacement may be required if the restriction
indicator lamp turns on.
Premature filter restriction may indicate a system component failure and signal a service requirement before
extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter as
it cleans the system. Unless the fluid appears contaminated or has a strong foul odor, do not change the oil;
replace only the filter elment.

applying pressure.
immediately.
L09008
FIGURE 9-2. STEERING CIRCUIT FILTER

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
Removal
INDICATOR SWITCH

2. Remove plug (10, Figure 9-2), loosen bleed plug
(4) and drain oil from the housing into a suitable
container.
The hydraulic filter indicator switch is factory preset to

actuate at 35 psid (240 kPa). Switch adjustment is not
necessary or recommended, however the switch and
warning lamp should be tested periodically for proper
operation. The indicator switch is not repairable and if
inoperative, replace switch assembly.
Figure 9-3 shows a pressure switch tester and Figure
9-4 shows a test block to accept the switch during
testing. The test block may be fabricated as shown.

been operating. Avoid spillage and contamination!
Test Procedure
3. Remove bowl (8) and element (7).

4. Remove and discard O-ring (6) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
2. Disconnect wiring harness and remove switch

from filter head.
3. Install switch in test block. Connect pressure tester
to pipe nipple. Reconnect wires to switch.
Installation
1. Install new element (7). Install new O-ring (6) on
bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (10), and O-ring (9). Tighten bleed
plug (4).
INDICATOR SWITCH
The indicator switch (1, Figure 9-2) is factory preset to
actuate at 35 psid (240 kPa). The switch and warning
light should be routinely tested as a part of the regular
vehicle maintenance program. Refer to Indicator
Switch Test Procedure.
4. Turn key switch on. Pump up pressure to test block

while observing tester gauge and hydraulic oil filter
warning light in cab. Light should turn on at 35 5
psi (240 34.5 kPa). If not, test bulb and switch as
follows:
a. If lamp fails to light, remove wire (circuit # 39)
from switch and short to ground. If warning
lamp does not light, replace bulb.
b. If lamp lights when wire # 39 is grounded in
previous step, use an ohmeter to verify switch
contacts close at 35 psi (240kPa).
5. If switch contacts fail to close, replace switch
assembly.
NOTE: The hydraulic filter warning lamp may be activated by either the hoist or steering/brake circuit filter
indicator switch.
L9-4
L09008
The indicator switch tester may be ordered from:

Kent-Moore Heavy Duty Division
Sealed Power Corp.
29784 Little Mack
Roseville, MI 40866-9984
Phone: (313) 774-9500
FIGURE 9-3. INDICATOR SWITCH TESTER

Kent-Moore Part No. J-33884-4
FIGURE 9-4. INDICATOR SWITCH PRESSURE TEST BLOCK
L09008
L9-5
NOTES
L9-6
L09008
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 check-out procedure begins by checking the basic system before
checking individual components.
Included on the last page is a data sheet to record the
information observed during the hydraulic system
check-out procedure. The data sheet is designed to be
removed, copied, and used during the check-out procedure.
*
Steps indicated in this manner should be recorded on the data sheet for reference.

sufficient force to enter a persons body by penetrating the skin and cause serious injury, and possibly death, if proper medical treatment by a
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 all steering system pressure and
then releasing all pressure from the brake accumulators and removing the brake system supply line (4,
Figure 10-2) from the bleeddown manifold (see
WARNING). Plug the brake 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.
The AC drive system Rest Switch, located on the

instrument panel, must be in the ON position and
the GF Cutout Switch in the CUTOUT position
during test procedures. (See Figure 3-1, page E3-2,
Propulsion System, for GF switch location.)
L10012
If the steering and brake pump has just been installed, it is essential that the steering pump case
is full of oil prior to starting the engine. Refer to
Steering Circuit Component Repair, Steering and
Brake Pump, Section L6 for instructions.
Hydraulic Check-out Procedure
L10-1
Equipment Requirements
check-out the hydraulic steering circuit
Hydraulic schematic, refer to Section R.
Two 0-5000 psi (0-35,000 kPa) range calibrated pressure gauges and hoses.
A graduated container marked to measure liquid volume in cubic inches or milliliters.
Pump Pressure Control Adjustments
With the brake system functioning properly and the
parking brake on, proceed as follows:
1. Place selector switch in NEUTRAL, apply the
parking brake and place the Rest switch in the
ON position and the GF Cutout Switch in the
CUTOUT position. 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.
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.
2. Check hydraulic oil level in tank and add oil if
required. Be certain suction line shut-off valves
are open.

3. Pressure Test Port (TP2)
4. To Brake System
6. Accumulator Bleeddown Solenoid
7. Pressure Test Port (TP3)
14. Hoist Pilot Valve Return
15. Return to Tank
3. Remove plug and install an accurate 5000 psi

(35,000 kPa) pressure gauge at the steering
pressure GPA test port (4, Figure 10-1) located
on the suction side of the pump. Install a second
5000 psi (35,000 kPa) gauge in the bleeddown
manifold test port TP2 (3, Figure 10-2).
4. Turn unloader valve adjustment screw (2, Figure
10-1) clockwise until it bottoms out.
FIGURE 10-1. PUMP PRESSURE CONTROLS
5. Back out the pressure compensator adjustment

screw (3), by turning counterclockwise.
1. Stroke Adjustment
3. Compensator Adjustment
2. Unloader Adjustment 4. GPA Port
L10-2
L10012
6. Start engine and adjust pressure compensator

(3) to obtain 3325 psi (22,923 kPa) on the pressure gauge at the GPA pump port. Tighten
compensator jam nut.
* Record on Data Sheet
7. Shut down the engine and allow the accumulators
to bleed down.
Steering Control Unit and Flow Amplifier

Leakage Test
1. Disconnect the flow amplifier return hose (9,
Figure 10-2) at the bleeddown manifold. Plug the
port on the bleeddown manifold.
8. Back out unloader valve adjustment screw (2,

Figure 10-1) completely.
2. Disconnect steering control unit return hose at

the flow amplifier. Install a plug in the open flow
amplifier port. Do not turn steering wheel with
hoses disconnected!
9. Start engine and allow pump pressure to build

until the pump unloads.
3. Start engine and allow steering system to reach

normal operating pressure.
NOTE: When the steering pump unloads, pump output

pressure at the GPA pressure test port will drop to
approximately 200 to 400 psi (1380 to 2760 kPa).
4. Measure leakage from flow amplifier return hose

removed in step 1.:
10. Steer the truck to cause the accumulator pressure

to drop until the pump loads.
11. Observe increasing pressure readings on the
gauge installed at the bleeddown manifold test
port TP2 (3, Figure 10-2).
When pressure increases to 3000 to 3050
psi (20,680 to 21,025 kPa), adjust unloader
valve by turning adjustment screw clockwise
until the pump unloads and pressure begins
to decrease.
12. Steer the truck slowly again while observing TP2
steering pressure gauge.
The pump must reload when pressure drops
to 2750 psi (18,960 kPa) minimum.
13. If minimum reloading pressure in step 12. is not
correct, repeat unloader valve adjustment, steps
11. and 12.
NOTE: The critical pressure setting is the 2750 psi
(18,960 kPa) when the pump loads. The unloading
pressure follows the loading pressure adjustment and
should occur at approximately 3025 psi (20,855 kPa).
14. Tighten jam nut to lock pressure adjustment.
15. Steer truck to cause system to cycle several times
to verify system pressure begins to increase
(pump cycles from unload to load) once pressure
has dropped to 2750 psi (18,960 kPa).
Maximum permissible leakage is 50 cubic

inches (820 ml) per minute.
If leakage is excessive, the flow amplifier
should be repaired or replaced.
5. Measure leakage from steering control unit return
hose removed in step 2.:
Maximum permissible leakage is 10 cubic
If leakage is excessive, the steering control
valve should be repaired or replaced.
6. Shut down engine and allow accumulators to
bleed down completely. Steer the truck to verify
all pressure has bled off.
Bleeddown Manifold Leakage Test

1. With hoses disconnected in Steering Control
Unit and Flow Amplifier Leakage Test still disconnected, disconnect the hoist pilot valve return
hose (14, Figure 10-2) located on the side of the
bleeddown manifold.
2. Before performing the next step, it will be necessary to draw a vacuum on the hydraulic tank to
prevent oil loss when the bleeddown manifold
tank return line is disconnected.
16. Shut down engine and allow accumulators to

bleed down completely. Turn the steering wheel
to verify no pressure remains.
17. Remove gauges and cap test ports.
L10012
L10-3
STEERING/BRAKE PUMP STROKE

ADJUSTMENT
Hydraulic tank oil level is above the level of this

return line. It is necessary to draw a vacuum on the
hydraulic tank to prevent a large amount of oil
draining from the tank with the return line disconnected from the bleeddown manifold.
3. Disconnect tank return line (15, Figure 10-2)
from bleeddown manifold. Connect hoist pilot
valve return hose removed in step 1 to the tank
return line.
4. Remove the vacuum on the hydraulic tank.
5. Start the engine and allow the system to build
pressure until the unloader valve unloads the
pump. Measure leakage at the open tank return port on the bleeddown manifold.
Later model trucks are equipped with an adjustable

pump stroke control (1, Figure 10-1) to control the
volume of oil produced by the steering/brake pump.
Use of this feature is required only if the truck is
operated at high altitude locations (greater than 10,000
ft. (3,050 meters) above sea level). If the truck is
operating at high altitudes, contact the Komatsu Area
Service Representative for instructions regarding
stroke control adjustment procedures.
For trucks operating at lower altitudes, this adjustment
should not be changed from the factory setting (adjusted fully counterclockwise). The factory setting provides full pump flow for maximum performance.
Maximum permissible leakage is 33.0 cubic

If leakage is excessive, the bleeddown solenoid (6, Figure 10-2), the steering system
relief valve (13), or the piloted check valve
(located on bottom of bleeddown manifold) is
defective and should be replaced.
In the next step, DO NOT use the key switch to shut

down the engine and allow accumulators to bleed
down during the next operation. If the instrument
panel key switch is turned off, all accumulator oil
will be discharged through the open port on the
bleeddown manifold!
6. After test is complete, shut down the engine
using the shutdown switch located on the
console.
7. Re-attach vacuum source to hydraulic tank and
draw a vacuum before disconnecting tank return
hose from pilot valve return hose. Attach tank
return hose to bleeddown manifold. Attach hoist
pilot return hose to fitting on manifold.
8. Remove vacuum source. Remove test equipment and reinstall all remaining hoses to their
proper location.
9. Turn key switch to OFF position to allow steering
L10-4
FIGURE 10-3. STEERING RELIEF VALVE

ADJUSTMENT
2. Plug
3. O-Ring
4. Relief Valve Adjustment
L10012
SHOCK AND SUCTION VALVES
The other gauge should read 3100 psi

(21,370 kPa).
test the steering circuit shock and suction valves:
Hydraulic schematic, refer to Section R.
Three 0-5000 psi (0-35,000 kPa) range calibrated pressure gauges and hoses.
Before the shock and suction valves in the steering

circuit can be tested, steering system pressure must
be increased to obtain sufficient pressure for testing.
In addition, the steering relief valve pressure must be
raised above the pressure required to actuate the
shock and suction valves.
1. Install a 5000 psi (0-35,000 kPa) pressure gauge

at TP2 (3, Figure 10-2) in the steering bleeddown manifold.
8. If pressure is incorrect during step 6 or 7, 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.
9. After the above test is complete, lower the steering relief pressure to 2750 psi (18,960 kPa) as
follows:
a. Steer full left or right and maintain a slight
pressure against the steering wheel.
b. Adjust steering relief valve, using the 5 mm
allen wrench to obtain 2750 psi (18,960 kPa)
on the gauge showing pressure.
10. After adjustment is complete, install plug (2, Figure 10-3) with O-ring (3) on valve body.
2. Install a 5000 psi (0-35,000 kPa) gauge in each

steering cylinder manifold test port. (Located on
frame crossmember, under engine.)
11. Reset unloader valve to specified unload pressure; back out the unloader valve adjustment
screw completely counterclockwise.
3. Raise steering relief valve pressure as follows:
12. Steer the truck to reduce pressure in the steering

circuit and cause the pump to load.
a. Remove external plug (2, Figure 10-3) on flow

amplifier valve, using an 8 mm allen wrench.
b. Insert a 5 mm allen wrench into opening and
gently bottom out adjustment (4) by turning
clockwise.
4. Start the engine and allow steering system to
build pressure.
5. While observing gauge at the TP2 steering
pressure test port, turn unloader valve adjustment (2, Figure 10-1) clockwise until approximately 3300 psi (22,750 kPa) is obtained.
NOTE: This pressure is near the pump compensator
pressure setting and the pump may not unload, however it is not necessary for the pump to unload during
this test.
6. 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
3100 psi (21,370 kPa).
a. Observe increasing pressure readings on the

gauge installed at the steering pressure, TP2
test port (3, Figure 10-2).
When pressure increases to 3000 to 3050
psi (20,680 to 21,025 kPa), adjust unloader
valve by turning adjustment screw clockwise
until the pump unloads and feedback pressure begins to decrease.
b. Steer the truck again while observing the steering pressure feedback gauge.
The pump must reload when pressure drops
to 2750 psi (18,960 kPa) minimum.
13. If minimum reloading pressure in step 12. is not
correct, repeat unloader valve adjustment.
NOTE: The critical pressure setting is the 2750 psi
(18,960 kPa) when the pump loads. The unloading
pressure follows the loading pressure adjustment and
should occur at approximately 3025 psi (20,855 kPa).
7. Steer the truck to the opposite stop.
L10012
L10-5
HOIST SYSTEM RELIEF VALVE AND

BRAKE COOLING CIRCUIT PRESSURES
Hydraulic oil temperature should be approximately

70F (21C) during test.
NOTE: If relief valve or hoist valve assembly has been

replaced or rebuilt, hoist valve power up pressure
should be checked. Also, check the brake cooling
circuit for correct pressures.
Check hoist system power down relief pressure if the
hoist pilot valve has been replaced or rebuilt.
Pressure Checks
1. Install a 0-100 psi (0-1000 kPa) low pressure
gauge at the brake cooling circuit manifold block
(2, Figure 10-4) at the front of the hoist valve (1)
to monitor front brake cooling oil pressure.
2. Install a 0-3500 PSI (0-25,000 kPa) gauge in the
overcenter manifold (4) power down test port
marked TPD located on front face of manifold.

check-out the hoist relief and brake cooling circuit
pressures:
Hydraulic schematics, refer to Section R.
Three 0-3500 psi (0-25,000 kPa) range calibrated pressure gauges and hoses for hoist
circuit pressure readings.
Two 0-100 psi (0-1000 kPa) low pressure
gauges and hoses for brake cooling circuit
pressure readings.
3. Install a 0-3500 PSI (0-25,000 kPa) gauge in each

hoist pump filter pressure test port.
4. Install a 0-100 psi (0-1000 kPa) low pressure
gauge at the upper left test port in the brake/hoist
return manifold (3) to monitor rear brake cooling
supply pressure.
Brake Cooling Circuit Test
1. Start engine and run at low idle. Place hoist
control lever in the FLOAT position.
Hoist pump outlet pressures at the filters
should be approximately 80 psi (550 kPa).
Pressure at front and rear brake cooling circuits (3 & 4, Figure 10-7) should be approximately 25 psi (172 kPa) or less.
2. With engine at low idle, move the hoist control
lever to POWER UP.
Pressure at front and rear brake cooling circuits (3 & 4) should drop to 0 psi (0 kPa)
while body raises.
3. Increase engine speed to 1500 RPM. Place hoist
control lever in HOLD or FLOAT.
Pressure at front and rear brake cooling circuits (3 & 4) should be approximately 50 psi
(344 kPa) or less.
4. With engine at 1500 RPM, move the hoist control
lever to POWER UP.
FIGURE 10-4. PUMP PRESSURE TAPS

1. Hoist Valve
3. Brake/Hoist Return Manifold
2. Front Brake Cooling 4. Overcenter Manifold
Supply
L10-6
Pressure at front and rear brake cooling circuits (3 & 4) should drop to 0 psi (0 kPa)
while body raises.
L10012
Power Up Relief Pressure Test

The hoist valve contains two relief valves. The rear
inlet section (toward rear of truck) contains the relief
valve for the rear section of the hoist pump. The front
inlet section (toward front of truck) contains the relief
valve for the front section of the hoist pump.
1. To allow full extension of the hoist cylinders,
disconnect the hoist up limit solenoid, located on
the bottom of the bleeddown manifold from the
wiring harness.
FIGURE 10-5. INLET SECTION

(Front and Rear Inlet Sections are Identical)
Be sure there is adequate (safe) overhead clearance before raising body to full up position.
2. With engine at low-idle, place hoist lever in

POWER UP position and hold until body is in the
full raised position. (Be certain gauges are identified as to the front or rear section of the pump
when pressures are read.)
Pressure at both hoist pump filter test ports
should be 2500 100 psi (17,237 690 kPa).
Adjustment
If hoist relief pressure is incorrect on either gauge, the
corresponding relief valve should be readjusted. Adjust relief valve in rear hoist valve inlet section if the
rear pump section pressure was incorrect and/or adjust the relief valve in front hoist valve inlet section if
the front pump section pressure was incorrect.
1. Capscrew
2. Inlet Cover
3. Spring
4. Main Relief Valve
5. Spring
6. Sleeve
7. Secondary Low
Pressure Valve
8. O-Rings
9. Inlet Valve body
d. Disconnect tube from inlet section cover (2,

Figure 10-5). Disconnect hose(s) at top port.
e. Remove capscrews (1) from cover (2). Remove cover (1) and spring (3) from relief valve
(4).
f. Loosen jam nut on relief valve (4) and turn
screw in (clockwise) to increase pressure or
out (counter-clockwise) to decrease pressure.
NOTE: Each 1/4 turn of the adjustment screw
will cause approximately 150 psi (1,034 kPa)
change in pressure.
1. If power up relief pressure is incorrect in either

the front or rear inlet section, adjust pressure as
follows:
g. Install spring (3) and cover (2) with new O-rings

(8). Install and tighten capscrews (1). Install
tube to cover fitting. Install hose(s) at top port.
a. Lower body until it is resting on frame rails and

shut down engine. Wait at least 90 seconds
until accumulators bleed down.
2. Check pressure again, repeating step 2. If necessary, repeat adjustment procedure until correct pressure is attained.
b. Relieve all hydraulic pressure from hoist system.

c. Move hoist control lever to the power down
position and allow body to completely rest on
frame rails.
L10012
L10-7
Power Down Relief Pressure Test

NOTE: The hoist system power down relief valve is
located on the hoist pilot valve, located in the hydraulic
components cabinet, behind the cab.
1. If not installed previously, Install a 0-3500 psi
(0-25,000 kPa) pressure gauge at power down
circuit test port TPD on the overcenter manifold.
2.) To decrease power down relief pressure,

turn adjusting screw out (counter-clockwise).
2. Recheck power down relief pressure (step 3)
after valve adjustment. Install cap on relief valve.
3. Shut down engine, allow accumulators to bleed
down. Remove gauges, hoses etc.
2. Start engine and run at low idle. Allow the accumulators to fill and the steering pump to unload.
3. With the body resting on the frame and engine at
low idle, place hoist lever in the power down
position.
Pressure at the test port TPD on the overcenter manifold should be 1500 75 psi
(10,340 517 kPa).
Adjustment
1. If power down relief pressure is not within specifications, adjust as follows:
a. Remove cap from power down relief valve (2,
Figure 10-6).
1.) To increase power down relief pressure, turn
adjusting screw in (clockwise).
FIGURE 10-7. BRAKE/HOIST RETURN OIL

MANIFOLD
2. Rear Brake Supply
Press.
3. Rear Brake Supply Press. 11. Hoist Return Press.
4. Front Brake Supply
Press.
Press
5. Rear Brake Cooling Oil 13. Rear Brake Return
(From Hoist Valve)
6. Return From Hoist Vlv. 15. Hoist Return to Tank
7. Return From Hoist Vlv. 16. Front Brake Return
8. Brake/Hoist Return Oil
Manifold
FIGURE 10-6. POWER DOWN RELIEF VALVE

1. Spool Housing
L10-8
2. Relief Valve
L10012
Hoist Counterbalance Valve Adjustment

Preparation:
1. With the engine shut down, the body resting on
the frame, the hoist valve in the FLOAT position
and hydraulic system pressure bled down,
loosen locknut on adjustment stem of needle
valve (3, FIGURE 10-8) on overcenter manifold
(6). Turn adjustment stem fully clockwise.
2. Remove plug from PILOT VENT port (4) on
overcenter manifold. This port will remain open
to atmosphere during adjustment; do not allow
dirt to enter open port.
Note: It is suggested a clean SAE #4 (1/4") hydraulic
hose is installed in the open port and the hose pointed
downward.
3. Install a 5000 psi (35,000 kPa) gauge at test port
TR on overcenter manifold. (Gauge will measure rod end pressure; the pressure controlled by
the counterbalance valve.)
Counterbalance Valve Pressure Check Only:
FIGURE 10-8. COUNTERBALANCE VALVE

ADJUSTMENT
1. Hoist Valve
3. Needle Valve
4. Pilot Vent Port Plug
5. TPD Pressure Test Port

Counterbalance Valve Adjustment
1. Start the engine. At low idle, raise the body and

as it extends to the third stage, read the pressure
on the gauge connected to the TR port. (All
counterbalance valve pressures are read/adjusted while hoist cylinders are in third stage.)
1. Loosen locknut on adjustment stem of counterbalance valve (2, FIGURE 10-8) (Labeled CBV
on manifold). Turn adjustment stem fully clockwise to start adjustment procedure so counterbalance valve pressure is as low as possible.
a. If pressure is 3000 psi (20.7 MPa) or above,

stop hoisting immediately.
Note: Turning adjustment stem in (clockwise) decreases the pressure. Turning the stem out (counterclockwise) increases the pressure. Complete valve
adjustment range is 3 turns.
Pressure is adjusted too high and must be

lowered. Go to Counterbalance Valve Adjustment and perform adjustment procedure.
b. If pressure is below 3000 psi (20.7 MPa),
increase engine speed by approximately 300
rpm and observe pressure on gauge.
1.) If pressure is still below 3000 psi (20.7 MPa),
continue increasing engine speed in steps of
300 rpm, while in third stage and observing
pressure gauge.
2.) Continue monitoring pressure gauge until
engine high idle is attained.
c. If gauge indicates 3000 psi (20.7 MPa) while
at high idle, in POWER UP and in third stage,
counterbalance valve adjustment is correct.
d. If gauge does not indicate 3000 psi (20.7 MPa)
while in third stage and at high idle (or a lesser
rpm during step 1b, 1.) perform Counterbalance Valve Adjustment procedure.
L10012
2. Start the engine and operate at high idle. Raise

the body while observing the pressure gauge.
Slowly adjust counterbalance valve to obtain
3000 psi (20.7 MPa) as the hoist cylinder 3rd
stage extends while in POWER UP. When
adjustment is complete, secure locknut on
adjustment stem.
3. Repeat Counterbalance Valve Pressure Check,
step 1. to verify proper adjustment.
4. Replace plug in PILOT VENT port. Remove
pressure gauge.
5. Turn needle valve adjustment stem fully out and
secure locknut.
L10-9
HYDRAULIC SYSTEM FLUSHING PROCEDURE

The following instructions outline the procedure for
flushing the hydraulic system.
Flushing Procedure
Preparation
1. Verify and correct if necessary, the various relief
valves and adjustable hydraulic system components. (Refer to Hydraulic Checkout procedure.)
2. Place selector switch in NEUTRAL, apply the
parking brake and place the Rest switch in the
ON position. (Leave Rest switch ON for all the
following procedures.)
a. Shut down engine and turn key switch OFF. Be
certain the Link Voltage warning lamps
turn off.
b. Allow at least 90 seconds for the steering
c. Open the brake accumulator bleed down
valves on the brake manifold.
(This will return contaminants in the brake
accumulators to the hydraulic tank.)
3. Thoroughly clean the exterior of the hydraulic
tank. Drain the hydraulic tank and flush the interior with a cleaning solvent. Inspect all hydraulic
hoses for deterioration or damage.
NOTE: If a system component fails, all flexible hoses
should be removed and back flushed with a cleaning
solvent. Inspect for small particles which may be
trapped inside the hose.
1. Set all controls in the Neutral position. Do not

steer the truck or operate controls until the next
step is completed.
2. Start the engine and run at 1000 RPM for five
minutes. This will circulate oil with all valves in
the neutral position.
3. 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.
4. Shut down engine and turn key switch OFF. Allow
at least 90 seconds for the accumulators to bleed
down.
5. Close the brake accumulator bleed down valves
on the brake manifold (opened in step 2.c.,
Preparation)
6. To enable full extension of the hoist cylinders,
disconnect hoist limit solenoid on bottom of
bleeddown manifold.
7. Start engine and run at 1000 RPM while performing the following:
a. Steer truck full left then full right - repeat ten
(10) times.
b. Steer full left (keeping pressure against the
steering wheel) and hold for 10 seconds.
c. Steer full right (keeping pressure against the
steering wheel) and hold for 10 seconds.
4. Remove, clean and reinstall the hydraulic tank

strainers. Change all high pressure filter elements.
5. Fill hydraulic tank with clean, Type C-4 hydraulic
oil.
NOTE: Hydraulic tank oil temperature should be 110

- 130F (43 - 54C) after accomplishing Step 6.
If not, repeat Step 3 to increase oil temperature
to the proper operating range.
6. Be certain suction line shut-off valves are open.
8. Increase engine speed to full throttle and steer

full left and full right.
7. Bleed trapped air inside steering pump. (Refer to

Steering and Brake Pump, Section L.)
9. Return all controls to Neutral.
L10-10
L10012
Filter Element Replacement
The following procedures involve raising and lowering the dump body. Be certain adequate clearance is available before raising body to the full
up position.
10. Reduce engine speed to 1000 RPM and perform
the following:
In all of the following UP exercises, as the second stage starts out of the hoist cylinder in the
POWER UP mode, slowly decrease engine speed
to prevent sudden bottoming of the cylinders. Severe damage to the hoist cylinders may occur if
this precaution is not followed.
After the hydraulic system flushing procedure has

been completed, all system high pressure filter elements must be replaced.
1. Close both hoist pump suction line shut-off
valves. Close the steering pump suction line
shut-off valve.
2. Remove hoist, steering, and brake circuit hydraulic filters, clean housings and install new filter
elements. (Detailed instructions may be found in
Section L9.)
3. Check hydraulic tank oil level and refill if necessary.
4. Open all (three) suction line shut-off valves.
a. Extend hoist cylinders fully and FLOAT down

- repeat ten (10) times.
b. Extend hoist cylinders to full extension and
hold hoist lever in UP position for 10 seconds.
c. Lower hoist cylinders and hold lever in
DOWN position for 10 seconds after cylinders are fully retracted.
11. Increase engine speed to full throttle and perform
the following:
a. Hoist up to full extension, then allow cylinders
to float down.
b. Return hoist control to Float.
12. Operate the truck (on a typical haul cycle if
possible) to exercise the braking functions a minimum of 30 times. Insure the braking is also exercised in Reverse, as would be seen in a typical
haul cycle.
13. If the truck is equipped with any hydraulically
operated attachment, the attachment must also
be cycled in a similar manner, following the
checkout procedure or Operational Instructions
for the device.
14. Shut down engine and turn key switch OFF.
15. Allow at least 90 seconds for the accumulators to
bleed down. Turn the steering wheel to be certain
all pressure has been released.
16. Reconnect hoist limit solenoid on bleeddown
manifold.
L10012
L10-11
NOTES
L10-12
L10012
930E CHECK-OUT PROCEDURE

STEERING SYSTEM DATA SHEET
MACHINE MODEL
UNIT NUMBER
SERIAL NUMBER
__________ Steering Accumulators charged to 1400 psi (9650 kPa).

Operate hydraulic steering system to obtain proper operating temperature. Refer to Check-out
Procedures.
PUMP PRESSURE CONTROL ADJUSTMENTS
STEP 6___________ Steering pump compensator pressure

STEP 11___________ Steering pump unload pressure.
STEP 12___________ Steering pump load pressure.
STEERING CONTROL VALVE AND FLOW
AMPLIFIER LEAKAGE TESTS
STEP 4____________ Flow amplifier return hose leakage.

STEP 5____________ Steering control unit return hose leakage.
BLEEDDOWN MANIFOLD LEAKAGE TEST
STEP 5____________ Bleeddown solenoid, steering relief, and piloted check valve leakage.
SHOCK AND SUCTION VALVES TEST
STEP 6____________ Shock and suction valve pressure, left steer.

STEP 7____________ Shock and suction valve pressure, right steer.
STEP 9____________ Steering relief valve pressure setting.
STEP 12___________ Steering pump reload pressure.
Name of Technician or Inspector Performing Check-Out

DATE
L10012
L10-13
930E CHECK-OUT PROCEDURE

BRAKE COOLING & HOIST SYSTEM DATA SHEET
MACHINE MODEL
UNIT NUMBER
SERIAL NUMBER
Operate hydraulic system to obtain proper operating temperature. Refer to Check-out Procedures.
BRAKE COOLING CIRCUIT TEST
STEP 1 ____________ Hoist pump outlet pressures, low idle, FLOAT position.
____________ Brake cooling circuit pressure, low idle, FLOAT position.
STEP 2 ____________ Brake cooling circuit pressure, low idle, POWER UP/DOWN position.
STEP 3 ____________ Brake cooling circuit pressure, 1500 RPM, HOLD/FLOAT position.
STEP 4 ____________ Brake cooling circuit pressure, 1500 RPM, POWER UP/DOWN position.
POWER UP RELIEF PRESSURE TEST
STEP 2 ____________ Hoist relief pressure, front pump section.

____________ Hoist relief pressure, rear pump section.
POWER DOWN RELIEF PRESSURE TEST
STEP 3 ____________ Power down relief pressure.

HOIST COUNTERBALANCE VALVE PRESSURE
TEST
STEP 3 ____________ Counterbalance valve pressure.
Name of Technician or Inspector Performing Check-Out

DATE
L10-14
L10012
SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
FIRE CONTROL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CHECKFIRE ELECTRIC DETECTION & ACTUATION SYSTEM - SERIES 1
ANSULFIRE CONTROL SYSTEM, MANUAL . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . .
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . .
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. . M2
M2.3-1
. M2-1
. M2-1
. M2-1
. M2-2
WIGGINS QUICK FILL FUEL SYSTEM

Fuel Receiver . . . . . . . . . . .
Tank Breather Valve . . . . . . . .
Left Side Fill . . . . . . . . . . . .
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SPECIAL TOOL GROUP
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M5-1
M5-1
M5-2
M5-3
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HEATER/AIR CONDITIONING SYSTEM -134a REFRIGERANT

Environmental Impact . . . . . . . . . . . . . . . . . . . .
Operator Cab Conditioning . . . . . . . . . . . . . . . . .
Principles of Refrigeration . . . . . . . . . . . . . . . . .
Major System Components . . . . . . . . . . . . . . . . .
System Servicing . . . . . . . . . . . . . . . . . . . . . .
Evacuating the System . . . . . . . . . . . . . . . . . . .
System Troubleshooting . . . . . . . . . . . . . . . . . .
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24 VDC ELECTRIC SUPPLY SYSTEM NIEHOFF 240 amp. ALTERNATOR (M13002)

Electrical System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Charging System (Niehoff 240 amp. Alternator) . . . . . . . . . . . . . .
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubleshooting Procedures (On Truck) . . . . . . . . . . . . . . . . . . . .
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M9-1
M9-1
M9-2
M9-2
M9-4
M9-7
M9-18
M9-19
M13-1
M13-1
M13-1
M13-3
M13-3
M13-3
NIEHOFF 240 amp. ALTERNATOR OVERHAUL MANUAL (M13003) . . . . . . . . . . . . . M13-1

PAYLOAD METER II ON - BOARD WEIGHING SYSTEM
Table Of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
M01034 03/01
Index
M1-1
NOTES
M1-2
Index
M01034 03/01
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1

The Checkfire Electric Detection and Actuation System
- Series 1 (Figure 2.3- 1) 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 2.3-1.
Control Module (Figure 2.3-2):

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 2.3-2. CONTROL MODULE
FIGURE 2.3-1. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYS.

1. Control Module
3. Linear Detection Wire 5. (Not Shown) Test Kit
2. Manual/Automatic Actuator
4. Power Wire
M02003
Ansul "Checkfire" Electric Detection and Actuation System
M2.3-1
Actuator (Figure 2.3-3): 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 2.3-5. POWER WIRE
FIGURE 2.3-3. MANUAL/AUTOMATIC ACTUATOR

Linear Detection Wire (Figure 2.3-4): 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.
FIGURE 2.3-6. TEST KIT

1. Indicator Light Assembly
2. End-of-Line Detection Wire Jumper Assembly
Test Kit (Figure 2.3-6): Provides for checking of electrical continuity and consists of an indicator light assembly and an End-of-Line linear detection wire jumper
assembly.
FIGURE 2.3-7. SQUIB

FIGURE 2.3-4. LINEAR DETECTION WIRE
Power Wire (Figure 2.3-5): 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).
M2.3-2
Squib (Figure 2.3-7): 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.
M02003
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.
1. The Power Wire

a. Depress the button on top of the control module
and note green indicator light (Figure 2.3-9).
With button, depressed, light should 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
Section" covered in this section.
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 2.3-8). 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 2.3-9. POWER CHECK
Do Not install squib to power lead at this time

(Figure 2.3-10).
FIGURE 2.3-8. LINEAR DETECTION WIRE
CONNECTOR
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 necesssary 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.
M02003
FIGURE 2.3-10. DO NOT CONNECT SQUIB
M2.3-3
c. Proceed to the end of the last length of detection wire and remove the jumper assembly
(Figure 2.3-12). 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 2.3-14). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper assembly. Otherwise, fire suppression system will discharge when squib is installed
in Electric Detection And Actuation System.
FIGURE 2.3-11. 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 2.3.11) 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 2.3-12).
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 2.3-12. INSTALL TEST MODULE ASSEMBLY
M2.3-4
FIGURE 2.3-13. REMOVE JUMPER ASSEMBLY
FIGURE 2.3-14. REMOVE INDICATOR LIGHT ASSY
M02003
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 2.3-15).
After installing squib into actuator body, loosen protective shipping cap from squib and remove bridge
(Figure 2.3-16).
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 2.3-17). Handtighten as firmly as possible.
Placing the Electric Detection & Actuation System
Into Service
To place the Electric Detection and Actuation System
into service, proceed as follows:
FIGURE 2.3-15.
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 2.3-18).
FIGURE 2.3-16.
FIGURE 2.3-18. INSTALL ACTUATOR CARTRIDGE

4. Insert LT-5-R cartridge (PB0674) into lower actuator body and handtighten firmly.
FIGURE 2.3-17. INSTALL SQUIB
M02003
5. Record date that system was placed in service.
M2.3-5
INSPECTION AND MAINTENANCE

SCHEDULES FOR ELECTRIC
DETECTION AND ACTUATION SYSTEM
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.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service.
FIGURE 2.3-19. REMOVE CARTRIDGE AND

DISCONNECT SQUIB
Do Not reinstall cartridge at this time.
1. Check all mounting bolts for tightness.
5. Test system power by depressing button on control module. Note illumination of light while button
is depressed.
2. Check all wiring connectors for tightness and

possible evidence of corrosion.
6. Remove squib connector before proceeding with

next series of checks (Figure 2.3-19).
3. Inspect detection and power wire as follows:
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).
Record date of installation of new squib.
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.
M2.3-6
8. With jumper in place, screw the squib connector

into receptacle on test module (Figure 2.3-20).
Light on the test module should immediately illuminate. This test confirms that the detection wire
is properly installed and will function as intended.
M02003
10. Remove the test kit from the system by disconnecting the squib connector from the test module
(Figure 2.3-21).
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.
FIGURE 2.3-20. ATTACH INDICATOR LIGHT ASSY.
(Test Module)
If test module light does not illuminate, refer to
"Troubleshooting" 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"
covered in this section.
14. Install actuation cartridge back into lower actuator

body and tighten firmly by hand.
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 2.3-21. REMOVE TEST MODULE
M02003
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.
M2.3-7
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 build- up will also stop the puncture pin
from returning to its upmost position.
To clean actuator (See Figure 2.3-22):
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 2.3-22. 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 buttom 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 2.3-22).
M2.3-8
M02003
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
Clean and tighten
Connector between power wiring unsnapped or wire

broken
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
Connector apart on either power or detection zone

wiring
Reconnect
Bulb burned out
Loosen green lens, install new bulb
Blown fuse in battery connector assembly
Look for possible short in external power wiring and

change fuse
Wire broken
Install new length
Dead battery
Charge battery or install new one
Battery connection loose
Clean and tighten
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
Check for broken points of securement, move away

from heat source and recharge
Test jumper assembly left in place after testing
Remove jumper, reinstall plugged end of line connector and recharge
M02003
M2.3-9
NOTES
M2.3-10
M02003
FIRE CONTROL SYSTEM (MANUAL)

The fire control system aids in protecting the machine
in the event of a fire. The system consists of:
Actuators
fluidized chemical to flow to the nozzles. The nozzles

will direct the agent at the fire and extinguish the flames.
Operation
Pneumatic Actuator/Cartridge Receivers
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.
Pressure Relief Valve

Check Valves
Dry Chemical Tanks
Hoses And Nozzles.
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
NOTE: Operating either actuator will activate fire control system.
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.
91461
FIGURE 2-1. FIRE CONTROL SYSTEM

1. Cab Actuator
2. Remote Actuator
3. Safety Relief Valve
4. Check Valves
M02004
5. Actuator Receiver
6. Cartridge
7. Bursting Disc Union
8. Dry Chemical Tank
91462
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP
Fire Control System
M2-1
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.
91463
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.
8. Remove the cartridge guard from the dry chemical

tank and remove the cartridge.
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.
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:
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.
M2-2
7. Install the fill cap and tighten the cap hand tight.
16. Inspect hose, fittings and nozzles for mechanical

damage. Replace all hose that has been exposed
to fire areas.
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.
Fire Control System
M02004
WIGGINS QUICK FILL FUEL SYSTEM

FUEL RECEIVER
The fuel receiver (3, Figure 5-1) is normally mounted
on the fuel tank (1). Optional locations are the left hand
frame rail (Figure 5-3) or at the Service Center in front.
Keep the cap on the receiver to prevent dirt build up in

valve area and nozzle grooves. If fuel spills from tank
breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.
FIGURE 5-1. FUEL TANK BREATHER & RECEIVER INSTALLATION

1. Fuel Tank
3. Fuel Receiver
2. Breather Valve
4. Fuel Level Gauge
NOTE: This Illustration Represents a Typical Installation.
Fuel tank may vary in size, shape and location depending on truck model.
M05002 10/96
Wiggins Quick Fill Fuel System
M5-1
TANK BREATHER VALVE

Removal
Unscrew breather valve (2, Figure 5-1) from tank (1).
Installation
Screw breather valve into tank.
Disassembly
1. Remove spring clamp (4, Figure 5-2) from outlet.
2. Pull off rubber cover and screen (3).
3. Unscrew nut (5) from top of breather valve. Remove cover (6), spring (7), and steel ball (8).
4. Slide valve assembly (9) from housing.
5. Disengage tapered spring (1) containing three
balls (2) from valve stem.
Assembly
1. Clean and inspect all parts. If valve, body, or
springs are damaged, replace complete breather
valve.
2. Install in order; tapered spring, one steel ball, one
cork ball and one hollow aluminum ball.
3. Engage three coils of spring on small end of valve
stem with hollow aluminum ball.
4. Install valve into housing.
5. Place steel ball (8) on top of valve. Install spring
(7).
6. Place cover (6) over spring. Screw on large nut (5).
7. Install screen and rubber cover (3) over outlet.
8. Install spring clamp (4).
FIGURE 5-2. BREATHER VALVE

1. Tapered Spring
2. Float Balls
3. Cover and Screen
4. Spring Clamp
5. Nut
M5-2
6. Cover
7. Spring
8. Steel Ball
9. Valve Assembly
M05002 10/96
LEFT SIDE FILL

This location permits fueling the truck from the left side.
1. Hydraulic Tank
2. Filler Hose
FIGURE 5-3. LEFT SIDE FILL

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.
M05002 10/96
3. Frame Rails
4. Fuel Tank
Keep the cap on the receiver to prevent dirt build up in

valve area and nozzle grooves. If fuel spills from tank
breather valve, or tank does not completely fill, check
breather valve to see that float balls are in place and
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.
M5-3
NOTES
M5-4
M05002 10/96
SPECIAL TOOLS
PART NO.
DESCRIPTION
USE
EB1759
NItrogen Charging
Kit
Suspension &
Accumulator
Nitrogen Charging
PART NO.
DESCRIPTION
USE
EF4875
Roll-Out Assembly
Power Module
Removal &
Installation
PART NO.
DESCRIPTION
USE
TG1106
Eye Bolt, 0.7510 UNC
WA4826
Eye Bolt, 1.257 UNC
Misc. lifting
requirements
M08012 9/99
Special Tools
M8-1
M8-2
PART NO.
DESCRIPTION
USE
PB8326
Offset Box End

Wrench, 1 7/16"
Miscellaneous &
Cab Mounting
PART NO.
DESCRIPTION
USE
TZ2734
3/4" Female
Adapter
Torque Wrench
Extension
PART NO.
DESCRIPTION
USE
TZ2733
Tubular Handle
Use with
PB8326 & TZ2734
PART NO.
DESCRIPTION
USE
BF4117
Seal Installation
Tool
Front & Rear Disc

Brake FLoating
Ring Seal
Installation
ED3447
Seal Installation
Tool
Rear Axle/Hub
Adaptor Floating
Ring Seal
Installation
Special Tools
M08012 9/99
PART NO.
DESCRIPTION
USE
EH4638
Alignment Sleeve
Steering Linkage
& Tie Rod
Assembly.
Refer to Section
G.
PART
NO.
DESCRIPTION
USE
EF9302
Indicator Assembly
Measure Brake
Disc Wear
Refer to Section
J.
PART NO.
DESCRIPTION
USE
Electrical Harness
Payload Meter II
Download
Refer to
Section M,
Payload Meter.
EF9160
M08012 9/99
Special Tools
M8-3
PART NO.
ED8860*
DESCRIPTION
USE
Engine Turning
To Rotate
Tool
Engine Crankshaft
(MTU Engine Only)
NOTE:
To use this tool for the MTU/DDC 4000 Series Engine,
it must be used with the locally made Adapter Plate.
* This tool may also be acquired as MTU Part Number
F6 555 766.
PART NO.
DESCRIPTION
USE
Engine Turn-over
ED8860
Tool for MTU/DDC
To Rotate
w/Adapter
4000 Series
Engine Crankshaft
Plate
Engine
NOTE: To use the MTU engine turn-over tool for the
MTU/DDC 4000 Series Engine, it must be used with the
locally made Adapter Plate as shown here.
Remove screen/cover plate on the bottom of the engine
flywheel housing at the 5 or 7 oclock position.
Install assembly and use 1/2" drive wrench in driver
socket (4) to turn engine.
1. Adapter Plate
3. ED8860 Turn-over Tool
PART NO. DESCRIPTION

Make
Locally
M8-4
Adapter Plate
USE
Use with ED8860
Engine Turning Tool
as shown above.
Special Tools
M08012 9/99
FRONT HYDRAIR/SPINDLE REMOVAL

The contact area of the front Hydrair suspension tapered piston-to-spindle may become seized after a
long period of time. In order to remove the front spindle
from the tapered pistons for service work, it will be
necessary to apply force, and occasionally heat, to the
spindle to break it loose.
To remove the spindle from the tapered piston, a
pusher plate structure with capscrews and washers
should be used. This structure can be made locally
Refer to the appropriate truck shop/service manual
(Section "G") for "Spindle Removal" for all preliminary
and precautionary procedures.
Front Spindle Removal Using Pusher Structure
FIGURE 8-1. PISTON/SPINDLE/STEERING ARM

1. Capscrew
5. Steering Arm
2. Washer
6. Spindle
3. Retainer Plate
7. Tapered Piston
4. Capscrew
Heavy structures and high forces are involved in

this work. Use caution at all times in applying force
to these parts. Sudden release of the spindle could
cause parts to move forcefully and unexpectedly.
1. Remove the Hydrair retainer plate capscrews &
washers (1 & 2, Figure 8-1) and retainer plate (3)
from the underside of the spindle.
2. Carefully remove 15 of the 24 steering arm attachment capscrews (4) as follows:
a. The 15 bolts should be removed from the "X"
hole positions (Figure 8-3).
Note the bolt pattern marked "X" on pusher
plate structure when removing the capscrews
from the spindle.
b. Capscrews may be seized in place. To minimize possible damage to threads in spindle,
remove the capscrews in a circular pattern,
using at least 2 steps of lower torque after the
capscrews have started to move.
(This is the opposite procedure as used during
installation of the steering arm.)
FIGURE 8-2. INSTALLING PUSHER STRUCTURE

1. Capscrew
5. Steering Arm
2. Washer
6. Spindle
3. Pusher Plate Structure 7. Tapered Piston
4. Not Used
4. Using several of the pusher capscrews (1, Figure

8-2) and hardened washers (2), put the pusher
structure (3) into position under the spindle (6).
Do Not remove capscrews in one sequence

with air wrench until they turn easily.
Threads may be damaged.
NOTE: Multiple washers may be required to allow

the pusher capscrews to be effective. One (1) or
two (2) can be installed with the pusher structure
in place to gauge the washer height required (to
prevent the capscrews from bottoming-out).
3. Run a tap of the correct size into the threaded

holes to insure good quality threads.
The recommended minimum capscrew thread

engagement is 1.62 in. (41 mm).
M08012 9/99
Special Tools
M8-5
PUSHER STRUCTURE HARDWARE

(FIGURE 8-2)
Quantity
DESCRIPTION
24**
Pusher Structure Capscrews

KC7095 (1.25" UNF x 8", Grade 8)
72
Flat Washers (Hardened)

WA0366 (1.25")
** 15 capscrews are normally used,

if steering arm is not completely removed.
NOTE Use the Hardened Flat Washers under heads of
Pusher Structure Capscrews to prevent galling.
Lubricant such as chassis lube on the washers
and threads is recommended.
5. Install the remaining capscrews, and progressively increase the torque in a circular pattern until
the tapered piston breaks loose, or the specified
1580 ft. lbs. torque on the 1.25" capscrew is
reached.
6. If the specified torque is reached and the tapered
piston is still not loose, apply heat at 2 places
(180 opposite) to the spindle.
Do not exceed 850F saturated temperature of
the spindle.
7. Tighten capscrews again to the maximum specified torque, and using a large hammer and heat
at the specified locations, carefully tap the spindle
on the top surface.
NOTE: In extreme cases, it may be necessary to

remove additional steering arm retaining capscrews
and use additional pusher capscrews to apply more
force.
M8-6
Special Tools
M08012 9/99
FIGURE 8-3. 930E PISTON/SPINDLE PUSHER STRUCTURE

DIMENSION A = 1.37 in. - Plate Bolt Hole Diameter
DIMENSION F = 5.25 in. - Pusher Cylinder Height
DIMENSION B = 21.62 in. - Plate Outside Diameter (O.D.) DIMENSION G = 12.37 in. - Pusher Cylinder O.D.
DIMENSION C = 19.25 in. - Bolt Circle Diameter (B.C.)
DIMENSION H = 9.00 in. - Pusher Cylinder I.D.
DIMENSION D = 2.00 in. - Plate Inside Diameter (I.D.)
DIMENSION I = 1.75 in.- Cylinder Wall Thickness
DIMENSION E = 1.37 in. - Plate Thickness
NOTE: Surface A-A must be parallel to B-B
M08012 9/99
Special Tools
M8-7
NOTES
M8-8
Special Tools
M08012 9/99
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, has been identified as a possible contributing factor to 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 9-1. BASIC AIR CONDITIONING SYSTEM (TYPICAL)

1. Blower Switch
2. Thermostatic Switch
3. Battery Supply
4. Circuit breaker
5. Blower
M09010 6/97
6. Temperature Sensor
7. Evaporator
8. Expansion Valve
9. Suction Line
10. Test gauges & Manifold

11. Compressor
12. Refrigerant Container
13. Magnetic Clutch
Air Conditioning System

for HFC 134a Refrigerant
14. Compressor Drive Pulley

15. Receiver/Dryer
16. Discharge Line
17. Condenser
M9-1
(HFC) refrigerant, commonly identified as HFC-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 now prohibited.
These new restrictions require the use of new equipment and new 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 re-cycling
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 trouble shooting and the corrective action
necessary to put the A/C 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 systems 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 systems.
(Cleaning, checking belt tightness, and operation of
electrical components).
M9-2
Too frequently, the operator and the serviceman overlook the primary fact that no A/C 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 maintained
for cleanliness, 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.

M09010 6/97
THE REFRIGERATION CYCLE
REFRIGERATION THE ACT OF COOLING

There is no process for producing cold; there is
only heat removal.
Heat is always drawn toward cold objects. 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. This gas is in a superheated
condition.
Reversing the process, when heat is removed
from water vapor, it will return to the liquid state.
Heat from air is attracted 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
the heat from the circulating refrigerant resulting in the
conversion of the refrigerant from gas to liquid.
The liquid refrigerant moves on to the filter-receiver
drier where impurities are filtered out, and moisture
removed. This component also serves as the temporary storage unit for the 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.
The remaining low pressure liquid immediately starts
to boil and vaporize as it approaches the evaporator.
This causes the refrigerant to become cold. 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.
M09010 6/97

M9-3
AIR CONDITIONER SYSTEM

COMPONENTS
COMPRESSOR (Refrigerant Pump)
The compressor separates the low pressure and the
high pressure sides of the system. It concentrates the
refrigerant returning from the evaporator (low side)
creating 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, receiverdrier and connecting hoses to the expansion valve.
The compressor is driven by the engine through a
v-belt driving an electrically operated clutch mounted
on the compressor drive shaft.
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.
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 A/C 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
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. Sometimes it is simply placed in a
metal mesh or wool felt bag. Filtering is accomplished
by a separate strainer screen on the pickup tube.
Some sytems may utilize an accumulator instead of a
receiver-drier. If an accumulator is used, an expansion
(fixed-orifice) tube is used instead of the thermostatic
expansion valve described below. When used, the
expansion tube is located inside the inlet tube of the
evaporator and is used to restrict, but still allow a
continuous flow of refrigerant to the evaporator coil.
THERMOSTATIC EXPANSION VALVE
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 can be with
ram air provided by vehicle movement and sometimes
aided by electric or hydraulic fans or by using the air
movement provided by the radiator fan.
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.
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.
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
M9-4
The thermostatic expansion valve controls the amount

of refrigerant entering the evaporator coil. Both internally and externally equalized valves are used.

M09010 6/97
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.
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.
The externally equalized expansion valve is controlled
by both the temperature of the power element bulb and
the pressure of the liquid in the evaporator.
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.
Some systems may use 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.
NOTE: It is important that the sensing bulb, if present,
is tight against the output line and protected from
ambient temperatures with insulation tape.
EVAPORATOR
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.
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.
M09010 6/97

M9-5
ELECTRICAL CIRCUIT
COMPRESSOR CLUTCH
The air conditioners electrical circuit is fed from an

accessory circuit and is fused with a 30-ampere fuse
or 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 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 fed to the thermostat.
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
crankshaft 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. Coil temperature is then maintained
by the cycling action of the clutch.
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.
The stationary field clutch is the most desirable type

since it has fewer parts to wear out. 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 crankshaft.
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.
SAFETY SWITCHES
Trinary Switch
The Trinary switch performs three distinct functions
to monitor and control refrigerant pressure in the system. This switch is installed between the condenser
and expansion valve, usually on the receiver-drier. The
switch functions are:
The low-pressure switch prevents compressor
operation if the refrigerant has been lost or the
ambient temperature is too low. Low ambient
temperature results in very low system pressure.
The mid-range function actuates the engine fan
clutch if installed.
The high-range pressure function disengages
the compressor clutch if system pressure is too
high.
The switch functions will automatically reset when system pressure returns to normal.
M9-6

M09010 6/97
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.
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.
R-134a Refrigerant Containers

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 sytems must be certified
they have been properly trained to service the
system.
Two basic, readily available containers are used to

store R-134a: the 30 or 60 pound bulk canisters (Figure
9-2).
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.
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.
M09010 6/97
FIGURE 9-2. R-134a CONTAINERS

1. 30 Pound Cylinder

2. 60 Pound Cylinder
M9-7
SERVICE TOOLS AND EQUIPMENT

RECOVERY/RECYCLE STATION
Whenever refrigerant must be removed from the system, a dual purpose station as shown in Figure 9-7,
performs both recovery and recycle procedures which
follows the new guidelines for handling used refrigerant. The recovered refrigerant can then be recycled to
reduce contaminants, and reused in the same machine
or fleet.
NOTE: To be re-sold, the gas must be re-claimed
which leaves it as pure as new, but requires equipment
normally too expensive for all but the largest refrigeration shops.
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.
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.
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.
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.
Recycle equipment must meet certain standards as
published by the Society of Automotive Engineers 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.
LEAK DETECTOR
The electronic detector (Figure 9-4) 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.
Note that electronic leak detectors are available for
use only with R-12 or only with R-134a, while other
models are suitable for use with either.
FIGURE 9-3. RECOVERY/RECYCLE STATION

FIGURE 9-4. TYPICAL ELECTRONIC LEAK
DETECTOR
M9-8

M09010 6/97
FIGURE 9-5. R-134a SERVICE VALVE

1. System Service Port
Fitting
2. Quick Connect
FIGURE 9-6. VACUUM PUMP
3. Service Hose
Connection
SERVICE VALVES
VACUUM PUMP
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 9-6) 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. Normally the vacuum pump is only used when a system has completely
lost its refrigerant charge.
New and unique service hose fittings (Figure 9-5) 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.
M09010 6/97

M9-9
MANIFOLD GAUGE SET

A typical manifold gauge set (Figure 9-7) 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.
NOTE: When hose replacement becomes necessary,

the new hoses must be marked SAE J2916 R-134a.
Functions of the manifold gauge set are included in

many of the commercially available recovery or recovery/recycle stations.
FIGURE 9-7. MANIFOLD GAUGE SET
Low Side Gauge

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.
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.
M9-10

M09010 6/97
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 paid 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 servicing 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.
FIGURE 9-8. SERVICE HOSE HOOK-UP
4. Connect the two service hoses from the manifold

to the correct service valves on the compressor
as shown in Figure 9-8. (High side to compressor
discharge valve and low side to compressor suction side.) Do not open service valves at this time.
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.
M09010 6/97

M9-11
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.
Adding Refrigerant to the System

(without a charging station)
After determining that the system is low and requires
additional refrigerant perform the following procedures.
1. Connect the center hose from the manifold gauge
set to the refrigerant dispensing valve on the container.
2. Start the engine and set the idle at 1200 to 1500
RPM and then turn on the air conditioning.
3. Open the refrigerant dispensing valve on the container and then the low pressure hand valve on the
manifold. This will allow the refrigerant to enter the
system as a gas on the low pressure or suction
side of the compressor. The compressor will pull
refrigerant into the system.
4. Continue adding refrigerant until the gauge reads
in the normal range. Gauge readings will fluctuate
as the compressor cycles on and off.
Pressures within the air conditioning system vary
with ambient temperature. A normal pressure
range is defined as follows:
Low side 15 - 30 PSI
High side 170 - 300 PSI
FIGURE 9-9. PURGING SYSTEM
M9-12

M09010 6/97
5. When the gauges show a normal reading, close

the hand valve on the refrigerant container.
Stabilizing the AC System
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. All windows must be closed. If the cab
temperature is hot, open the windows long
enough to allow the hot air to move out of the cab.
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, add refrigerant to enable
adequate system testing.
Adding Refrigerant and Stabilizing the System
(with a recovery/recycling station)
When using a recovery/recycling station the procedure
is the same as previously described. The difference is
that instead of just opening the refrigerant container
the refrigerant should be added 0.5 to 1 pound at a
time. After each instance of adding the refrigerant,
pause long enough to observe the gauge reading to
determine if the system is full. Again using the pressures that were mentioned above.
Do not open high side hand valve. High side system pressure is greater than refrigerant container.
Serious personal injury may result if the container
explodes.
Use hand valve to regulate low side reading during
charging. DO NOT EXCEED 40 psi maximum.
Exceeding this pressure may cause compressor
failure.
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 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 ITS PREVIOUS 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.
M09010 6/97

M9-13
6. Start the recovery process by operating the equipment as per the manufacturers 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.
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.
Evacuating the System

1. Attach the high and low side hoses to the appropriate connections.
2. Start the vacuum pump and run it for five minutes.
3. Check the gauge readings for five minutes. If the
gauge needle moves up, the system is not sealed.
The vacuum that was just created did not hold, air
and moisture are being sucked into the system by
that same vacuum.
4. Tighten any loose connections. Re-start the pump,
and open the hand valves on the gauges again.
Repeat the vacuum test.
5. If the leak has been repaired, run the vacuum
pump for at least an hour to remove any moisture
from the system.
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.
Charging the AC System

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 manufacturers instructions for this procedure.
When adding a full charge of refrigerant, 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.
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.
M9-14

M09010 6/97
SYSTEM PERFORMANCE TEST
SYSTEM LEAK TESTING
This test is performed to establish the condition of all

components in the system. Observe these conditions
during testing:
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.)
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 stablize.
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.
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.
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 one (1) lb.
of refrigerant into the system.
Use extreme caution leak testing a system while

the engine is running.
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.
M09010 6/97
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
down when it leaks. Apply pickup hose or test probe
on the undersurface of all components to locate leak.
Electronic leak detector
(Refer to Figure 9-4). 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.

M9-15
Tracer dyes
SYSTEM REPAIR
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.
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.
Soap and water

Soap and water can be mixed together and applied to
system components. Bubbles will appear to pinpoint
the specific location of leaks.
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.
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 or components and lubricant containers until
connected and as soon as they are disconnected.
Keep all connections clean (also caps and plugs
used) so debris cant enter accidentally.
Before system assembly, check the compressor oil

level and fill to manufacturer specifications.
Hoses and Fittings
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.
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. Tube O-ring type fittings require
only 18 ft. lbs. (24.4 N.m) of torque for correct sealing.
When grommets or clamps are used to prevent line
vibration, be certain these are in place and secured.
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.
M9-16

M09010 6/97
Receiver-Drier
The receiver-drier can not be serviced or repaired. It
should be replaced whenever the system is opened for
any service. If the receiver-drier has a pressure switch
to control the clutch, it should be removed and installed
on the new unit.
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 coolest spot inside the system) and
lower than normal suction pressure that can starve the
compressor of oil.
Clutch
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.
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.
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
0.022 to 0.057 in. 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, 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 mechanics stethoscope to listen for noises
inside the compressor.
CHECKING COMPRESSOR OIL LEVEL
Every air conditioning system and compressor depends on refrigeration oil for lubrication and safe operation.
Refrigerant oil is a synthetic oil very susceptible to high
levels of water absorbtion. Always be sure the oil is an
approved type for use in the air conditioner compressor.
Refrigerant oil, under normal circumstances inside the
sealed system, cannot go anywhere, and there is no
need to check the oil at such times. Always keep a cap
on an oil container except when in use. Moisture is
quickly absorbed by the oil.
Whenever a system is opened for service, the compressor oil level should be checked and clean refrigeration oil added as required by the manufacturers
specifications (usually located on compressor).
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.
M09010 6/97

M9-17
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.
FIGURE 9-10. VACUUM PUMP HOOKUP

1. Low Pressure Hand Valve
2. High Pressure Hand Valve
Do not use the air conditioning compressor as a

vacuum pump or the compressor will be damaged.
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 9-10. 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.
M9-18
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.
NOTE: If using a recycling and charging machine, the
vacuum pump is built into the unit. Separate hook-up
is not required.

M09010 6/97
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. (Refer to Fig.
3-1, Page E3-2, Propulsion System, for switch location.)
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.
Compressor Belt - Must be tight, and aligned.
Compressor Clutch - The clutch must engage. If
it does not, check fuses, wiring, and switches.
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.
System Ducts and Doors - Check the ducts and

doors for proper function.
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.
SYSTEM PERFORMANCE TEST
This test is performed to establish the condition of all
components in the system. Observe these conditions
during 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 stablize.
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.
Heater/Water Valve - Check for malfunction or

leaking.
M09010 6/97

M9-19
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.
DIAGNOSIS OF GAUGE READINGS & 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.
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.
M9-20

M09010 6/97
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS

Possible Causes
Suggested Corrective Action
TROUBLE: Insufficient Cooling

Indications:
Low side pressure LOW.
High Side Pressure LOW.
Discharge air is only slightly cool.
Low refrigerant charge, causing pressures to be
slightly lower than normal.
No Leaks Found:
Check for leaks by performing leak test.
1. Charge System
2. Performance Test System
Leaks Found:
1. If a leak is present at a connection, tighten the
connection, then add refrigerant as required.
2. If a system component needs to be replaced, recover all refrigerant from the system. Replace
the defective part, then check the compressor
oil level; refill compressor oil as necessary.
3. Evacuate system.
4. Charge system with new / recycled refrigerant.
5. Check A/C operation and do system
performance test.
TROUBLE: Little or No Cooling
Indications:
Low side pressure VERY LOW
High side pressure VERY LOW
Discharge Air Warm
No bubbles observed in sight glass,
may show oil streaks.
Pressure sensing switch may have compressor

clutch disengaged.
Refrigerant excessively low; leak in system.
1. Add Refrigerant (make sure system has at least

50% of its normal amount) and leak test system.
2. 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.
5. Evacuate system.
performance test.
M09010 6/97

M9-21
Extremely Low Refrigerant Charge in the System

Indications:
Low side pressure LOW.
High Side Pressure LOW.
Air from vents in the cab seems warm.
If there is a low pressure switch in the
system, it may have shut off the compressor clutch.
Extremely low or no refrigerant in the system. There
may be a leak in the system.
No Leaks Found:
Check for leaks by performing leak test.
1. Add refrigerant to the system (at least half of the

normal full charge amount).
2. Performance test system.
Leaks Found:

2. 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.
4. Evacuate system.
performance test.
Air and/or Moisture in the System

Indications:
Gauge Reading- Low Side Normal
High Side Normal
Air and/or Moisture in the System
High Side Normal
Cause- Air and/or moisture in the system.
The air from the vents in the cab is only slightly
cool. 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.
M9-22
Repair Procedure: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, then check AC operation and performance.

M09010 6/97
Excessive Air and/or Moisture in the System

Indications:
Gauge Reading- Low Side High
High Side High
Air from the vents in the cab is only
slightly cool.
Cause- System contains excessive air and/or moisture.
Repair Procedure: Test for leaks, recover refrigerant from the system and repair the leak. Depending on the type of system, replace the
receiver-drier or accumulator. Check and replace any compressor oil lost due to leakage.
Evacuate and recharge the system, then check
AC operation and performance.
Expansion Valve Stuck or Plugged

Indications:
Gauge Reading- Low Side Low or Vacuum
High Side High
Air from vents in the cab is only slightly
cool.
The expansion valve body is frosted or
sweating.
Cause- 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 then proceed to
the Repair Procedure.
M09010 6/97
Test: Warm diaphragm and valve body with your

hand, or very carefully with a heat gun. Activate
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
part way 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,
then reconnect the hose. Replace the receiverdrier. Then evacuate and recharge the system
with refrigerant, and 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. Follow the procedure for component replacement.

M9-23
Expansion Valve Stuck Open

Indications:
High Side Normal
Air from vents in cab is warm or only
slightly cool.
Cause- 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 its coldest setting

for a few minutes. Carefully spray a little nitrogen or other 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, then check AC operation
and performance.
System High Pressure Side Restriction

Indications:
Gauge Reading- Low Side Low
High Side Normal to High
Air from vents in the cab is only slightly
cool.
Look for sweat or frost on high side
hoses and tubing, and frost appearing
right after the point of restriction.
The hose may be cool to the touch near
the restriction.
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.
Cause- There could be a kink in a line, or other restriction in the high side of the system.
M9-24

M09010 6/97
Compressor Malfunction
Indications:
High Side Low
The compressor may be noisy when it
operates.
Cause- Defective reed valves or other compressor
components. If the compressor is not noisy, there
may be a worn or loose compressor clutch drive belt.
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 air conditioner with refrigerant and check
the system operation and performance.
Condenser Malfunction or System Overcharge

Indications:
High Side High
The air from the vents in the cab may be
warm.
The high pressure hoses and lines will
be very hot.
Check the engine cooling system components, fan and drive belt, fan clutch
operation, and the radiator shutter.
Cause- The condenser is not functioning correctly or
there may be an overcharge of refrigerant inside the
system. Another possibility is lack of air flow through
the condenser fins during testing. Engine cooling
system component malfunction can cause high pressure by blocking air flow (radiator shutter) or not providing air flow (fan clutch) in sufficient quantity.
Repair Procedure: Inspect the condenser for dirt,

bugs or other debris and clean if necessary. Be
sure the condenser is securely mounted and
there is adequate clearance (about 1-1/2
inches) 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 the AC system operation, gauge readings and performance.
If the problem continues, the system may be
overcharged. Recover the system refrigerant
slowly until low and high pressure gauges read
below normal. Then add refrigerant until pressures are normal. Add another quarter to half
pound of refrigerant and 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. Also replace the
receiver-drier or accumulator. Evacuate the system and check operation and performance.
M09010 6/97

M9-25
Thermostatic Switch Malfunction

Indications:
High Side Normal
The low side gauge needle may fluctuate in a very narrow range compared to
a normal range.
The compressor clutch may be cycling
on and off more frequently than it should.
The low side gauge needle may fluctuate in an above normal range as the
clutch cycles. This may be an indication
that the thermostat is set too high.
A new thermostat may have been installed incorrectly.
Repair Procedure: 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 thin
capillary tube attached to it. Do not 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.
Cause- The thermostat switch is not functioning

properly or at all.
M9-26

M09010 6/97
Preventive Maintenance Schedule for A/C System

Truck Serial Number: ____________________________
Site Unit Number: ______________________________
Date:______________Hour Meter:_________________
COMPONENT
Last Maintenance Check:________________________

Name of Service perNOTE: Compressor should be run at least 5 minutes
(40F minimum ambient temperature) every month, in
order to circulate oil and lubricate components.
Maintenance Interval
(months)
3
12
Done
COMPONENT
1. COMPRESSOR
Maintenance Interval
(months)
3
Check noise level
Check clutch pulley
Check oil level
Run system 5 min.
Check belt tension

(80 - 100 lbs; V-belt)
Inspect capillary tube

(if used) (leakage/damage/
looseness)
5. EVAPORATOR
Check mounting
bracket (tighten bolts)
Check alignment of
clutch w/crankshaft
pulley (within 0.06 in.)
Perform manifold
gauge check
Verify clutch is
engaging
2. CONDENSER
Clean dirt, bugs,

leaves, etc. from fins
(w/compressed air)
Check solder joints on

inlet/outlet tubes (leakage)
Inspect condensate
drain
6. OTHER Components
Check discharge lines
(hot to touch)
Check suction lines

(cold to touch)
Clean dirt, bugs,

leaves, etc. from coils
(w/compressed air)
Inspect fittings/clamps
& hoses
Verify engine fan

clutch is engaging (if
installed)
Check thermostatic
switch for proper operation
Outlets in cab: 40F to

50F temperature
(HMS trucks: 25F to
35F below ambient)
Check inlet/outlet for

obstructions/damage
Inspect all wiring

connections
3. RECEIVER - DRIER
Replace if system is
opened
M09010 6/97
Done
4. EXPANSION VALVE
Inspect shaft seal

(leakage)
Check inlet line from

condenser (should be
hot to touch)
12
Operate all manual

controls through full
functions

M9-27
NOTES
M9-28

M09010 6/97
24VDC ELECTRIC SUPPLY SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The Komatsu Truck utilizes a 24VDC electrical system
which supplies power for all non-propulsion electrical
components. The 24VDC is supplied by pairs of 12 volt
storage batteries wired in series. The batteries are a
lead-acid type, each containing six 2-volt cells. With
keyswitch ON and engine not operating, power is
supplied by batteries. When the engine is operating,
electrical power (non-propulsion) is supplied by a 24
volt alternator.
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. No
water consumption may indicate undercharging or sulphated plates.
Troubleshooting
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.
Two most common troubles that occur in the charging

system are undercharging and overcharging of the
trucks batteries.
An undercharged battery is incapable of providing
sufficient power to the trucks electrical system.
Some possible causes for an undercharged battery
are:
Sulfated battery plates
Lead-acid storage batteries contain sulphuric

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 leadacid
storage batteries. See the precautions in Section
A of this manual to insure proper handling of
batteries and accidents involving sulphuric 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 38 12 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 or charging battery
is extremely explosive.
M13002 2/99
Loose or corroded 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 leadacid 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. Dry off battery.
Be sure terminals are clean and tight. Clean terminals
are very important in a voltage regulated system.

with 220 Amp. Niehoff Alternator
M13-1
Corrosion creates resistance in the charging circuit

which causes undercharging and gradual starvation of
the battery.
NOTE: When washing batteries, make sure cell caps
are tight to prevent cleaning solution from entering the
cells.
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 1.2601.265 corrected to 80F (27C).
NOTE: Use 1.400 strength sulphuric 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.
M13-2
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 12 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 34 charged battery
is in no danger of freezing, therefore, a 34 charge or
better is desirable, especially during winter weather.
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)

TABLE I
M13002 2/99
BATTERY CHARGING SYSTEM

(Niehoff)
TROUBLESHOOTING PROCEDURES
(On-Truck)
General Description
The Niehoff model N1227 or C609 (Figure 13-1) is a
heavy duty, 24 VDC unit rated at 220 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.
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 13-1. ALTERNATOR ASSEMBLY

1. Belt tension Adjustment
Capscrew
2. Shaft Key
3. Pulley Bushing
4. Control Unit
5. Battery Positive Terminal
M13002 2/99
6. Voltage Regulator
7. Fan Guard
8. Cooling Fan Assembly
9. Mounting Lugs
10. Ground Terminals

M13-3
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.
2. Insure that an undercharged battery condition has
not been caused by accessories having been left
ON for extended periods.
If voltmeter reading exceeds 30.5 volts, stop engine immediately and refer to Table II.
3. If a battery defect is suspected, check battery as

specified in Battery - Troubleshooting.
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.
4. Inspect the wiring for defects. Check all connections for tightness and cleanliness. Remove and
clean battery cables.
5. If truck is equipped with a battery equalizer system, verify proper operation of equalizer and individual battery voltages. Refer to Battery
Equalizer, Section D.
Test Setup
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 II to diagnosis system
condition.
AMPS
1. Discharge batteries sufficiently to insure adequate

loading of alternator when engine is operated
during tests.
VOLTS
DIAGNOSIS
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.
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.
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
NORMAL
LOW
HIGH
HIGH
2. Open battery disconnect switch. Remove battery

cable from alternator B+ terminal.
Refer to Figure 13-2 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.
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.
The following tests require working near the

engine when running. Use caution when working near engine fan, alternator fan and belt.
M13-4
Charging system is OK.

STOP TEST! If battery and voltmeter
check is OK, regulator and/or
alternator defective.
TABLE II. TROUBLESHOOTING CHART

M13002 2/99
FIGURE 13-3. REGULATOR BYPASS TEST
FIGURE 13-2. 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 13-3).
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.
M13002 2/99

M13-5
FIGURE 13-4. PARTS ILLUSTRATION

1. Locknut
2. Flat Washer
3. Drive Pulley
4. Pulley Bushing
5. Retainer Ring
6. Front Bearing
7. Capscrew & Washer
8. Cover Plate
9. Control Unit Cover
M13-6
10. Screw
11. Control Unit
12. Screw
13. Rotor
14. Shaft & Core
15. B+ Bolt 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

28. End Housing

29. Nut
30. O-Ring
31. Retainer Ring
32. Cooling Fan
33. Hardened Washer
34. Locknut
35. Socket Head Screw
36. Fan Guard
M13002 2/99
ON VEHICLE TROUBLESHOOTING GUIDE

SELF ENERGIZED ALTERNATOR
ALTERNATOR ELECTRICAL CONDITION - Low Voltage - High Voltage - No Voltage
PRELIMINARY PROCEDURES
NO VOLTAGE OUTPUT
Common problems, all applications:
Causes of no voltage output:
Check alternator drive belt (s).
No drive belt.
Check alternator positive connection
No battery (B+) voltage at alternators B+ terminal (except isolator type systems).
Check alternator ground connection

on alternator.
No link from R terminal to energize (E) terminal on alternator when engine operating.
Check condition of connector between regulator

and alternator.
Defective regulator.
Identify model of alternator_______________
Defective alternator.
Identify model of regulator________________

Record voltage regulator set points
stated on regulator tag:
TOOLS AND EQUIPMENT:
1)_______ 2)_______ 3)_______ (if applicable)
1 - Voltmeter (Digital type preferred.)

1 - Ammeter (Digital, Inductive type preferred.)
1 - 12 gauge lead, 12 inches long, with alligator clip
at each end.
LOW VOLTAGE OUTPUT

Causes of low voltage:
Loose drive belt.
BATTERY CONDITIONS AND CHARGE

VOLTAGE REACTIONS:
Low state of charge of battery.

Current load on system greater than alternator
can produce.
Defective wiring or poor ground path.
NOTE: Until electrical system component temperatures stabilize, these conditions may be observed during cold start voltage tests.
Low regulator set point.

Defective voltage regulator.
HIGH VOLTAGE OUTPUT

Causes of high voltage:
Wrong regulator.
Maintenance type:
Immediately after engine start, system volts are
lower than regulator setpoint 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.
High regulator set point.

Defective regulator.
M13002 2/99
Low Maintenance types:

Same as above, except cycle times may be
longer.

M13-7
Maintenance Free types:

Immediately after engine start, system volts are
lower than regulator setpoint 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
setpoint 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 setpoint 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 Group8D 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 regulators setpoint. At times the
charge voltage value may be less than the regulators setpoint but it will never be higher than that
setpoint.
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.
M13-8
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.

M13002 2/99
ADVANCED SYSTEM TROUBLESHOOTING

24V/220A Self Energized
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.
GO TO ALTERNATOR
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.
M13002 2/99
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.
If there is no magnetic attraction, alternator
may not be turned on. Go to Regulator Test
that follows and continue test.
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.

M13-9
GO TO R TERMINAL ON 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.
B+
FE
B- GO TO
REGULA
METRI-PACK Connector TOR
CONNECTO
R
ON ALTERNATOR
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 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.
Connect a jumper wire from ground on alternator into

F- pin of connector attached to alternator.
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 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
M13-10

M13002 2/99
NIEHOFF Alternator Overhaul Manual
TABLE OF CONTENTS
DIMENSIONS....................................................................................................................................................... M3-2
SPECIFICATIONS ............................................................................................................................................... M3-3
SERVICE PARTS LIST ........................................................................................................................................ M3-4
EXPLODED VIEW................................................................................................................................................ M3-5
ON VEHICLE TEST ............................................................................................................................................. M3-6
BENCH TEST....................................................................................................................................................... M3-8
STATIC TESTS .................................................................................................................................................... M3-9
ALTERNATOR DISASSEMBLY......................................................................................................................... M3-12
ALTERNATOR ASSEMBLY............................................................................................................................... M3-17
SERVICE TOOL INSTRUCTIONS..................................................................................................................... M3-26
M13003 04/01
Niehoff Alternator Overhaul Manual
M13-1
ALTERNATOR DIMENSIONS
1. Mounting Bolt - 1/2 UNC; 45 ft.lbs. (61 N.m) torque
2. Mounting Bolt - 12/50 Dia; 65 ft.lbs. (88 N.m) torque
3. Ground Bolt, 3/8 - 16; 11 ft.lbs. (15 N.m) torque
Either Side; R.H. side shown
4. Locknut (5/16 - 18 UNF-2B) & Washer (to secure Pulley)
6. Fan Nut; 50 ft.lbs. (68 N.m) torque
7. Slip Bushing
8. Allowable Mounting Bracket Dimensional Span
9. F+ Stud (NOTE: F+ Stud Not On All Models)
FASTENER DESCRIPTION
TORQUE SPECIFICATIONS
SAE
METRIC
Pulley Nut
120 ft. lbs
162.7 Nm
Heat Sink, Cover Plate, Control Box Hold Down & Relay Terminal Screw
20 in. lbs.
2.3 Nm
Phase Terminal Screw
20 in. lbs.
2.3 Nm
Ground Bolt
11 ft. lbs.
15 Nm
Front & Rear Housing Hold Down Nut
18 in. lbs.
2.0 Nm
Tension Adjust Bolt
18 ft. lbs.
24.4 Nm
Rotor Hold Down Screws
45 ft. lbs.
61.0 Nm
Output Lead Bolt
11 ft. lbs.
15 Nm
Output Nut
20 22 ft. lbs.
27.1 29.8 Nm
Energize Terminal Nut
60 70 in. lbs.
6.8 7.9 Nm
Regulator Hold Down Screw

(for taptite screws)
32 in. lbs.
45 in. lbs.
3.6 Nm
5 Nm
Fan Nut
50 ft. lbs.
67.8 Nm
8 10 in. lbs.
.9 1.1 Nm
Field Coil Screw
M13-2
M13003 04/01
ALTERNATOR SPECIFICATIONS
VOLTS.............................................................24VDC
AMPS ................................................................... 240
GROUND ................................................. NEGATIVE
REGULATOR STEPS .............................................. 2
REGULATOR SETTINGS ......................... 27.6 / 28.6
WEIGHT ............................................ 65 lbs. / 29.3 kg
1. Measurements listed on the curves are for a

stabilized machine at maximum output at temperatures indicated for each curve.
2. A link between E and R terminal must be used
in order to provide self energizing. If residual
magnetism is lost, self energizing will not occur
until magnetism is reestablished. This is done by
disconnecting the link and applying 24V momentarily to the E terminal while the alternator is
operating. After disconnecting the +24V signal
from E terminal, connect the link between the
R and E terminal.
M13003 04/01
M13-3
SERVICE PARTS
REF.
NO.
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
9.a
10.0
11.0
12.0
13.0
14.0
15.0
16.0
17.0
18.0
19.0
20.0
20.a
20.b
20.c
21.0
22.0
23.0
24.0
25.0
25.a
25.b
25.c
25.d
25.e
25.f
26.0
27.0
28.0
29.0
30.0
31.0
32.0
33.0
34.0
35.0
36.0
37.0
PART
NO.
BF3715
BF1997
EF3527
BF1966
BF1989
BF1968
BF1988
BF1990
BF1970
BF3712
BF2002
BF1969
BF1972
BF1971
BF3716
BF1995
BF1996
BF3717
BF3718
BF3720
BF1973
BF1974
BF1975
BF3713
BF1992
BF1991
BF3719
BF3721
BF1976
BF1977
BF1980
BF1981
BF1978
BF1979
BF3722
BF3723
BF1982
BF1983
BF3724
BF1962
BF3714
BF1985
BF2003
BF2004
BF1961
BF3725
QTY.
1
1
1
1
1
1
1
15
1
1
18
1
1
1
1
1
1
1
1
1
1
2
1
2
2
2
12
9
1
1
9
1
1
1
1
18
9
1
1
2
1
1
1
1
1
1
3
DESCRIPTION
LOCKNUT (1)
FLAT WASHER (1)
PULLEY
BUSHING, PULLEY
RING, RETAINER (1)
BEARING, FRONT
RING, RETAINER (1)
SCREW, PAN HEAD - #8 - 32NC X 3/8" (1)
PLATE, COVER
HOUSING, FRONT
NUT - (SPECIAL)
COVER, CONTROL UNIT
TERMINAL, OUTPUT
CONTROL UNIT
BOLT (+) - 5/16" - 18NC X 3/4"
LOCKWASHER - 5/16" (1)
FLAT WASHER (1)
LOCKWASHER (1)
CAPSCREW - 1/2" - 13NC X 1" (1)
KEY WOODRUFF (1)
SHAFT/CORE/ROTOR ASSEMBLY
ROTOR ASSEMBLY
SHAFT/CORE ASSEMBLY
RING, RETAINING
LOCKWASHER (1)
CAPSCREW - 3/8" - 16NC X 5/8" (1)
CAPSCREW - #10 - 32NF X 1/2" (1)
NUT - #8 - 32NC (1)
SHELL/STATOR/FIELD ASSEMBLY
STATOR, FRONT
STUD
SHELL (2)
BUSHING, TENSION
COIL
STATOR, REAR
SCREW, PAN HEAD - #6 - 32NF X 3/8" (1)
NUT - #8 (1)
HOUSING, END
BEARING, REAR
SCREW, LOCK - #10 - 32NC X 5/8" (1)
REGULATOR
O-RING
FAN
FLAT WASHER (HARDENED) (1)
LOCKNUT - 1/4" - 20NF (1)
GUARD, FAN
SCREW, SOCKET HEAD - #10 - 32NF X 7/8" (1)
NOTE: (1) NOT SERVICED SEPARATELY - SUPPLIED ONLY IN BF1986 KIT.

NOTE: (2) NOT SOLD SEPARATELY
M13-4
M13003 04/01
ALTERNATOR PARTS
Refer to previous page for Parts List.
M13003 04/01
M13-5
ON-VEHICLE TEST
Equipment:
Belt Tension Gauge
Voltmeter, 0 - 40 Volt range
Ammeter, 0 - 400 Ampere range
Preliminary Checks:
1. Check Belt Tension.
Use Belt Tension Gauge to measure belt tension:
Poly V Belt Adjustment (20 lbs./strand):
240 lbs. maximum for 12 groove Poly V-belt.
2. Check Battery.
Batteries must be in good condition and fully
charged. If any battery condition is marginal, it
should be replaced with one known to be in good
condition.
For split battery pack, dual voltage systems, battery rest voltages should agree within 0.3 V.
When "12V" battery voltage is more than 0.3 V
lower than "24V" battery voltage, check the "12V"
battery circuit to verify adequate charge.
Polarity of battery and alternator must agree;
reverse polarity will damage the alternator.
The alternator is NEGATIVE ground.
3. Check electrical connections in charging circuit.
Make sure all connections are clean, tight, and
free of corrosion. Battery connections are especially important.
4. Check Energize circuit.
If alternator is not charging, check for voltage at
the alternator energize terminal. Refer to Figure
13-1 for energize terminal location on the outside
of the control box. Check for battery voltage at the
"E" terminal with engine running.
1. Alternator
2. Voltmeter
FIGURE 13-1.
3. Ammeter
4. Battery
7. Attach meters as indicated by Figure 13-1, be sure

to measure voltage and amperage at alternator,
not at batteries or intermediate point.
If an in-line ammeter is used, disconnect battery
ground cable before connecting ammeter. Then
reconnect battery ground cable. Ammeter connections must carry rated output of alternator.
Test Procedure
8. Start engine. Accelerate to high idle.
Test Set-up
5. Discharge Battery as Follows:
a. Disable fuel system.
b. Turn all lights and accessories "ON". Crank the
engine for 10 15 seconds to discharge battery, then stop cranking engine.
c. Turn all lights and accessories off.
d. Enable fuel system.
6. Determine setpoints of regulator.
The setpoint of the alternator is 28V.
Normal range is within 0.2V of setpoint.
M13-6
If voltmeter reading exceeds 32V for 24V system,

stop engine immediately and refer to Table 13-1.
9. Watch meter reading.
If battery is sufficiently discharged, amps should
be high within +/- 10% of output specified by
performance curve (refer to SPECIFICATIONS,
alternator RPM = engine RPM x pulley ratio).
Volts should be within or below the "normal"
range as battery approaches full charge. Amps
should fall as Volts rise. When amps and volts
stabilize, note readings and refer to Table 13-1.
M13003 04/01
Table 13-1. TROUBLESHOOTING

AMPS
VOLTS
DIAGNOSIS
LOW
Charging system is OK. Battery

is not yet fully charged. Wait for
charging system to bring to full
charge: AMPS should fall and
VOLTS should stabilize within
normal range.
HIGH
Watch until AMPS fall, or VOLTS

exceed normal range. If AMPS
fall and VOLTS remain normal,
HIGH NORMAL charging system is OK. If VOLTS
exceed normal, regulator and/or
field coil should be replaced
(Go to Static Tests).
HIGH
LOW
HIGH
Stop test. Regulator and/or field

coil should be replaced.
(Go to Static Tests.)
LOW
Make sure voltmeter leads are

a t ta c he d a t a l te r na to r . I f
connections are OK, alternator
and/or regulator must be repaired
or replaced. Bypass regulator
(See Figure 13-3). If VOLTS
and/or AMPS rise, alternator is
OK and regulator should be
replaced. If no effect, repair
alternator.
FIGURE 13-2. VOLTAGE STEP ADJUST

1. Low
3. High
2. Medium
CAUTION!
USE HIGH SETTING ONLY FOR:
EXTREME COLD
INTERMITTENT SERVICE
MAINTENANCE - FREE BATTERIES
CHECK BELT TENSION BEFORE ADJUSTING
VOLTAGE. TO ADJUST VOLTAGE, MOVE LINK TO
OTHER POST.
System voltage may rise above 32 volts on a 24

volt system, during regulator bypass test.
Possible damage to sensitive electronic components could occur.
Refer to the "On Vehicle Troubleshooting Guide"
for an alternative to the bypass test.
LOW NORMAL Charging system is OK.

LOW
HIGH
Stop test. If battery and voltmeter

check OK, regulator and/or field
coil must be replaced.
Table 13-2. VOLTAGE REGULATOR

SYSTEM
VOLTAGE
24
FACTORY
SETTING
NORMAL
RANGE
27.5
27.2 - 27.8
28.0
27.7 - 28.3
ON-VEHICLE TEST
Bypass Test:
Disconnect plug between alternator and regulator and
momentarily touch F- terminal from alternator plug
to ground.
M13003 04/01
FIGURE 13-3.
1. F+ Stud (some units have F+ Stud & Phase taps)
M13-7
BENCH TEST
TEST 2 - FULL LOAD TEST
Results of 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.
With load set to rated output (nameplate) +/- 10%, run

alternator at 5000 rpm. Refer to Table 13-4.
Table 13-4. FULL-LOAD TEST
AMPS
VOLTS
DIAGNOSIS
Equipment:
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
HIGH
LOW
Test bench battery is discharged

(or defective).
Allow to charge or replace.
Mount alternator on test bench according to the bench

manufacturers instructions. Refer to Figure 13-1 for
set-up to measure voltage and amperage produced by
alternator. Voltage within +/- .2V of regulator setpoint
is normal. Amperage within +/- 10% of rated output
at 5000 rpm is high.
HIGH
HIGH

LOW
LOW
Alternator and/or regulator must

be repaired or replaced.
Go to Test 3.
HIGH NORMAL Charging system OK.
LOW NORMAL Increase load.

LOW
HIGH
TEST 1 - NO-LOAD TEST

Without electrical load but with battery connected, run
alternator at 5000 rpm. Refer to Table 13-3 below.
Stop test. Bench malfunction or

wiring error.
TEST 3 - REGULATOR BYPASS TEST

Perform this test only when suggested by other tests.
Table 13-3. NO-LOAD TEST

AMPS
VOLTS
DIAGNOSIS
HIGH
LOW
Test bench battery is discharged

(or defective).
Allow to charge or replace.
Give time to stabilize while

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

LOW
Alternator and/or regulator must

be repaired or replaced.
Go to Test 3.
LOW NORMAL Regulator OK. Go to Test 2.

LOW
HIGH
Alternator connections and load same as test 2. Bypass regulator as shown in Figure 13-3. 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 13-5 below.
Limit terminal connection to a few seconds in

order to protect charging system from excessive
voltage rise.
Table 13-5. REGULATOR BYPASS TEST
CONNECT DISCONNECT
DIAGNOSIS
Amps Rise
Amps Fall
Alternator is OK.
See note, replace
regulator only if low
AMPS/low VOLTS
indicated in Test 1
and/or Test 2.
No Change
No Change
Alternator must be
repaired. Go to Static
Tests.
Stop test. Bench malfunction or

wiring error.
Note: Before replacing regulator, check continuity of

energize circuit (refer to Static Tests, Test 5).
M13-8
M13003 04/01
STATIC TESTS
TEST 2 - Check Function Of Clamping Diode
Static tests are performed on the partially disassembled alternator to confirm component failure
indicated by on-vehicle test or bench tests.
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.
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 13-6).
NOTE: Refer to disassembly procedures in Alternator
Disassembly section of this manual. Before repairing
the alternator, perform all static tests.
REGULATOR TESTS
Note: If regulator failure is indicated, field coil failure

must also be suspected.
FIELD COIL 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 13-4 for wire
assignments):
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+
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).
Wire 4 to Ignition or B+
Refer to regulator tester manufacturers instructions
for test procedure.
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.
M13003 04/01
FIGURE 13-4.
1. Ignition (E)
5. F+ (Harness Lead #3)
(Harness Lead #4)
6. Ground Wire from Reg.
2. Relay (R)
(Harness Lead #2)
3. Terminal Block
7. B+ Buss Leads to
4. F- (Harness Lead #1)
Rectifier
M13-9
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).
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).
FIGURE 13-5.
Metri-Pack Connector
SAE Connector
CONTROL BOX TESTS

Note: Needle point probes may be required to penetrate the potting compound in the control box.
Refer to Figure 13-4 for location of control box terminal
strip connections. Refer to Figure 13-3 for location of
control box external connections to regulator and ignition circuit.
TEST 6 - Diode Heat Sink Tests

Check to make sure that all phase leads are disconnected from the heat sink (refer to Figure 13-6).
TEST 5 Check Continuity Of Terminal Strip Connections

Set ohmmeter scale according to Table 13-6 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 13-6.
CONTROL BOX CONTINUITY CHECKS
CONTROL
TERMINAL
BOX
OHMETER
STRIP
READING
EXTERNAL
SCALE CONNECTION
CONNECTION
(Figure 13-4)
(Figure 13-5)
x10K
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 13-5).
M13-10
FIGURE 13-6.
1. Positive Diode Studs 2. "S" Phase Terminal
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.
M13003 04/01
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
manufacturers 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.
TEST 7 - Check Positive Diodes

Refer to Figure 13-6. 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.
TEST 8 - Check Negative Diodes

Refer to Figure 13-6, 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.
STATOR TESTS
NOTE: The front stator related Phase leads are P1,
P2, & P3; The rear ststor phase leads are P4,
P5, & 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 13-6).
TEST 9 - Check Front & Rear Stator

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 13-6: P-1 P2; P2
P3; P1 P3; P-4 P5; P5 P6; & P4
P6).
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.
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.
M13003 04/01
M13-11
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.
REGULATOR REMOVAL
1. Disconnect regulator from alternator harness.
2. Remove mounting hardware from regulator
mounting feet (Figure 13-9).
3. Remove regulator.
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 13-7).
3. Remove nut and hardened washer.
4. Remove fan assembly from alternator.
FIGURE 13-9.
FIGURE 13-7.
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 loosed pulley nut (Figure
13-8).
2. Remove pulley nut and hardened washer.
3. With a gear puller remove the pulley from the
shaft.
4. Remove woodruff key from shaft.
5. Remove pulley bushing from shaft.
FIGURE 13-8.
M13-12
M13003 04/01
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 13-10).
FIGURE 13-12.
1. Machine Screws
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 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.
FIGURE 13-10.
REAR ROTOR REMOVAL
1. Remove six flanged locknuts from core studs or
six self tapping screws (1, Figure 13-11). Scribe
location of stud or screw holes on rotor face plate.
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.
2. The loose fit rear bearing is retained on the shaft
and core assembly and can be removed with a
pulley puller.
FIGURE 13-11.
1. Self-Tapping Screws
2a. Use three 10-32 UNF x 2 long machine screws
as jacks in the three threaded holes of rotor end
plate (Figure 13-12). Pull rotor off of core gradually by working screws against core in sequence.
If rotor resists movement, see alternate method
below.
M13003 04/01
M13-13
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 13-13 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 13-13 B).
5. Remove front housing cover plate.
6. Remove the six nuts holding phase leads (black
wires) to diode studs (Figure 13-13 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 13-13.
1. Cover
3. Front Cover Screw
2. Field Leads (white wires)
10. Support front housing on wood blocks. Using a

press, press shaft through front housing bearing.
M13-14
M13003 04/01
CONTROL UNIT ASSEMBLY REMOVAL

(These instructions may be used with control unit
assemblies having SAE or Metri-Pak connector.)
Refer to Figures 13-14 and -15 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.
FIGURE 13-14. TYPICAL CONTROL UNIT

1. Ignition (E)
5. F+ (Harness Lead #3)
(Harness Lead #4)
6. Ground Wire from Reg.
2. Relay (R)
(Harness Lead #2)
3. Terminal Block
7. B+ Buss Leads to
Rectifier
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.
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.
Do not cut B+ lead at terminal block.

B+ lead does not have slack.
FIGURE 13-15.
1. Cover Screws (TOP) 2. Control Unit Screw
11. Inspect leads from field coil and rectifier assembly

for chaffing, and repair as necessary.
9. Discard the old face plate assembly with regulator

connector harness assembly.
10. Clean old RTV from the top and the face of control
unit area of the housing.
M13003 04/01
M13-15
FRONT BEARING REMOVAL

1. Remove retaining ring (1, Figure 13-23) from front
outer side of front housing.
2. Remove retaining ring (3, Figure 13-23) from rear
inner side of front housing.
3. Support front housing on blocks and with a press,
remove front bearing (4, Figure 13-23) from front
housing. Use Tool BF4818 (Figure 13-24).
FRONT ROTOR REMOVAL
1. Remove six flanged locknuts from core studs or
six self tapping screws (Figure 13-16).
FIGURE 13-17.
1. Jack Screws
FIGURE 13-16.
1. Flanged Locknuts or Screws
2a. Use three 10-32 UNF x 2 long machine screws
as Jacks in the three threaded holes of rotor end
plate (Figure 13-17). 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.
FIELD COIL REMOVAL
2. Remove the screws attaching field coil bobbin to

stator tabs (Figure 13-18).
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.
M13-16
FIGURE 13-18.
1. Bobbin Removal Tool 2. Stator & Shell Assembly
(BF4820)
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 permafill coating on the tabs.
M13003 04/01
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 13-19).
Loctite should be used on all screws and nuts as
machine is assembled, except where told otherwise.
ALTERNATOR ASSEMBLY
FIELD COIL ASSEMBLY
1. Lay stator and shell assembly on its side, phase
leads to the left (Figure 13-20).
2. Insert field coil from right hand side of stator and
shell assembly, field leads (white wires with
spade terminals) facing toward phase leads.
For stator installation, see BF4822 Stator Service Tool

Instructions.
1. Field Leads
FIGURE 13-19.
FIGURE 13-20.
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.
M13003 04/01
M13-17
4. Seat field coil bobbin ears over stator tabs (Figure

13-21) 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 13-22).
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, resolder
terminals to wires and slip sleeving back over terminal.
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 13-23).
3. Coat outer race of front bearing (4, Figure 13-23)
with thin coat of loctite.
FIGURE 13-21.
1. Field Coil Bobbin Ear
FIGURE 13-23.
1. Retaining Ring (Tapered)
2. Front Housing
3. Retaining Ring (Flat, both sides)
4. Bearing - Outer Race
FIGURE 13-22.
M13-18
M13003 04/01
4. Using tool BF4818 and a press, press front bearing into front housing until bearing seats against
retaining ring (Figure 13-24). Outer ring will be
installed after housing is placed on shaft.
FIGURE 13-24.
1. Tool BF4818
FRONT ROTOR ASSEMBLY
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 13-25).
1. Shaft
FIGURE 13-25.
3. Slot
1. Arbor Press
FIGURE 13-26.
2. Tool BF4810
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.
FRONT HOUSING ROTOR, SHAFT & CORE
ASSEMBLY
Note: When replacing shaft and core assembly, (using
ring seal) refer to Figure 13-35 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
13-26).
4. Install tapered retaining ring with tapered side to
front outer side, in front outer groove of front
housing (1, Figure 13-23).
M13003 04/01
M13-19
FRONT HOUSING STATOR, FIELD COIL &

SHELL 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.
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 13-28, Figure 13-4).
Note: Do not allow sleeving on leads to slide down
leads; phase terminal without sleeves can short to front
housing.
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 13-27). 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 (Figure 13-27).
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.
1. Field Leads
FIGURE 13-28.
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 13-29. If insulator or washer
were lost during disassembly, replace before attaching
phase lead.
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.
1. Mounting Foot
2. Phase Leads
M13-20
FIGURE 13-27.
3. Field Leads
4. Drain Holes
9. Use five screws (coat with Loctite) to attach

control box cover to control box. Torque screws
to 20 in. lbs. (2.2 Nm).
M13003 04/01
1. Field Leads
FIGURE 13-29.
2. Phase Leads
CONTROL UNIT ASSEMBLY REPLACEMENT

Refer to Figures 13-30 and 13-31 for the following
steps:
1. Hold the new regulator connector harness in its
approximate installation position and bend wires
into their proper position.
FIGURE 13-30. CONTROL UNIT ASSEMBLY

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)
24 in. lbs. (2.7 Nm) torque
8. B+ Buss Leads to Rectifier
9. When replacing output stud only; tighten to
12-15 ft.lbs. (16-20 N.m) torque, and coat with
epoxy.
10. Solder here.
11. Apply RTV here.
12. Tighten to 180 in.lbs. (20 N.m) torque.
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).
M13003 04/01
FIGURE 13-31.
1. Cover Screws (TOP) 2. Control Unit Screw
Tighten nine screws to 20 in.lbs. (2.3 N.m) torque.
7. Position the insulating sleeving over wire terminals prior to attaching ring terminals to E & R
(or phase terminals) studs.
NOTE: Assembly sequence for E & R terminal (or
phase terminals) is: insulator-flat washer-terminal-nut.
M13-21
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.
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.
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
13-32.
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).
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 13-33). 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.
REAR ROTOR ASSEMBLY

1. Place rotor assembly on shaft and core assembly
inside stator, field coil and shell assembly (Figure
13-32).
FIGURE 13-33.
1. Ring Seal Groove
5. Ring Seal
2. Ring Seal
6. Ring Seal Groove
3. Bearing
7. Fan Mounting Hardware
4. O-Ring
8. Fan Guard Screws
FIGURE 13-32.
1. Studs or Screws
M13-22
M13003 04/01
To use new service parts on product manufactured before the modification date, follow these
instructions:
Fan Replacement (Fan with Ring Seal)
Remove the fan and rear bearing seal. Remove
the old fan assembly from the alternator.
Install New Shaft/core Assembly

(Figure 13-35)
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).
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.
Installation Of New Fan On Old Assembly
(Figure 13-34).
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 13-35.
1. Ring Seal Groove
2. Bearing
5. Fan Guard Screws
3. Bearing Seal
END HOUSING ASSEMBLY (CONTINUED)

3. Apply Loctite to studs, then install nine flanged
locknuts on studs.Torque flanged locknuts to 18
in. lbs. (2.0 N.m) maximum.
FIGURE 13-34.
1. Bearing Seal
4. Fan Guard Screws
2. Bearing
3. Ring Seal Groove
4. Install cover plate on front housing with six screws.
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.
FIGURE 13-36.
1. BF4821 Insertion Tool placed here.
M13003 04/01
M13-23
REAR BEARING ASSEMBLY
REGULATOR 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 REAR 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 13-38).
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 13-37).
Use caution when bearing outer race begins to enter
end housing bore because misalignment at this point
can damage housing.
FIGURE 13-38.
1. Ball Bearing
2. Shaft
3. Support
4. Bushing
FIGURE 13-37.
5. Front Housing
6. End Housing
7. BF4821 Insertion Tool
LOOSE FIT REAR 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.
M13-24
M13003 04/01
FAN ASSEMBLY
PULLEY ASSEMBLY
1a. Place fan assembly on shaft (Figure 13-39).

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 13-40).
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 13-39.
1b. When repairing units manufactured before June
1994, the ring seal and contact seal must be
removed before installing the fan (Refer to Figure
13-34).
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 13-39).
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 pullley.
M13003 04/01
FIGURE 13-40.
M13-25
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 13-41)
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 13-42)
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.
M13-26
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.
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.
M13003 04/01
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.
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 13-41)

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 stators single lead. The finished shell
assembly will have a slot arrangement of two leadsspace, two leads-space, two leads-space.
The front stator is placed on the stator indexing
pins with the leads pointing down.
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.
FIGURE 13-41.
1. Bottom Thrust Plate
5. Locating Rod (long)
2. Stator Indexing Pins
6. . Locating Pin
3. Guide Pin
7. Locating Rod (short)
4. Jack Screw
8. Pressure Plate
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.
M13003 04/01
M13-27
PRESSURE PLATE SET UP

(Refer to Figure 13-42)
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 pont 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.
FIGURE 13-42.
1. Top Thrust Plate
5. bottom Thrust Plate
2. Support Ring
6. Torque Arm
3. Stator & Shell Assy.
7. Front Stator
4. Support Ring
8. Rear Stator
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.
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.
M13-28
M13003 04/01
PAYLOAD METER II
ON BOARD WEIGHING SYSTEM (OBWS)

INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-3
LIGHTS, SWITCHES, and COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-4
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Calculation of the Calibration Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-6
M20-6
M20-6
M20-7
M20-7
M20-7
M20-8
M20-8
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9

Cycle data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Using the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Viewing the Operator Load Counter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-12
M20-12
M20-12
M20-12
M20-12
M20-12
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Service Check Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting "UP:00". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting "PL:00" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Gt Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-13
M20-13
M20-13
M20-14
M20-14
M20-14
M20-14
M20-14
M20-15
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-16

SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting the Speed Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting The Machine I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting The Operator I.D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20007 10/00
Payload Meter II
M20-17
M20-17
M20-17
M20-17
M20-18
M20-18
M20-1
DOWNLOAD OF PAYLOAD AND FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-18

DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-19
CHARTS OF ERROR CODES AND OTHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20 & 21
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
Sevice Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-22
UP Factor - Payload Calculation Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
PL Mode - Load Calculation Timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
FINAL GEAR RATIO SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
BATTERY REPLACEMENT PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Replacing the Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
SUSPENSION PRESSURE SENSOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
SCOREBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Making Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Operation of the Scoreboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M20-28
M20-28
M20-28
M20-29
M20-30
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30

Connections (AMP Pin Identification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
PAYLOAD METER II RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
M20-2
Payload Meter II
M20007 10/00
PAYLOAD METER II
ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION
The Payload Meter 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 20-1) 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.
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.
The payload meter stores in memory various operating

data. This data includes:
1) The payload, time, distance, and travel speed for
each cycle.
2) The date and time that the engine was started and
stopped.
3) The date and time of each fault that occurred or
was canceled.
4) The 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 20-1. PAYLOAD METER II

1. Display panel
7. Total/shift switch [TOTAL] [SFT]
2. Reception pilot lamp (Rx busy)
8. Light/increment switch [LIGHT] [INC]
3. Transmission pilot lamp (Tx busy)
9. Memory card
4. Memory card access lamp (CARD busy)
10. Cover
5. Mode switch [MODE]
11. Diagnostic/Download Port
6. Calibration/clear switch [CAL] [CLR]
WARNING - When not inserting or removing memory card (9), always keep the cover (10) closed)
M20007 10/00
Payload Meter II
M20-3
LIGHTS, SWITCHES, and COMPONENTS

On The Face Of The Payload Meter
(Refer to Figure 20-1)
1. Display Panel
7. Total/Shift Switch
Digital display area for the data being recorded in

memory. This will include items such as:
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.
Payload
Date & Time
Cycles
8. Light/Increment Switch
Travel Distance
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.
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.
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.
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.
10. Cover
Protective cover for the Memory Card. Do not
open or place foreign objects in slot.
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.
11. Diagnostic/Download Port

Connector port that is used for downloading the
memory data to a personal computer.
5. Mode Switch
This switch is used to select the mode or system
that will allow a function to be performed.
This may include:
Various settings or corrections to the display
Memory card downloading
Clearing data
Display of Abnormalities or Warnings
Setting the speed limit
Setting the date and time
6. Calibration/Clear Switch
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.
M20-4
Payload Meter II
M20007 10/00
TIPS FOR OPERATION
EXTERNAL DISPLAY LIGHTS
To assure that 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 20-3)
* For most Komatsu Trucks:

Use only the Brake Lock switch to hold the truck
stationary at the loading and dumping area.
For 330M Trucks ONLY:
Use the Park Brake switch to hold the truck
stationary at the loading and dumping area.
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:
Any other method will not allow the payload system to register properly.
* 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 periodically.
FIGURE 20-2. LOAD INDICATOR LIGHTS

INDICATOR LIGHTS
Off
Green
50% and Greater
Amber Green
90% and Greater
RED Amber Green
105% and Greater
Off
Off
PAYLOAD WEIGHT
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.
M20007 10/00
Payload Meter II
M20-5
THEORY OF OPERATION
Linkage Factor
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. These forces are combined with the
geometry of the truck to produce the load calculation.
It is critical that the suspension pressure sensors are
functioning properly.
Sprung Weight =
2
Suspension Diameter (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
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 20-3 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.
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.
Figure 20-3.
M20-6
Payload Meter II
M20007 10/00
Brake Lock
Typical Data From Service Check Mode
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.
Sources of Error
Suspensions
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 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 and the life
of the tires be affected, but the pressure in the cylinder
will not truly represent the load on the truck. In the
under-charged condition the payload meter will typically weigh light and under report the load.
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 20-4.
A sample data set is shown in Figure 20-4. This data

was taken in the laboratory and is used in Figure 20-5
to calculate the final load. Note that the front suspension pressures were converted into the front sprung
weight using the formulas above Figure 20-5. 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. This value should
be 1.000. 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.
Note - This screen is the only place that the value of
the Gt gain potentiometer can be checked. THIS GAIN
SHOULD BE SET TO 1.000. ANY OTHER SETTING
CAN PRODUCE SYSTEMATIC ERRORS IN THE
PAYLOAD MEASUREMENT.
Note - 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. Both gain
factors should be set to 1.000. See the warning on
page 16 for more information.
If the Gt gain factor displayed in the Service Check
Mode is not 1.000, adjust the gain to exactly 1.000.
M20007 10/00
Payload Meter II
M20-7
In order to adjust this gain:
Calculation of the Calibration Load
1. Start with the payload meter in normal operation

mode.
2. Adjust the gain pot, left to reduce the value and
right to increase the value.
3. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the meter.
This procedure is similar to the manual calculation of

load. This calibration load is used as item #13 from the
manual calculation procedure.
MODE switches until "CHEC" is flashing on the display.
2. Press and hold the CAL/CLR switch
until "CALL0" is flashing on the display.
4. Press and hold the LIGHT/INC

switch until "ALL0" is flashing on
the display. "A.FUL" may also be displayed.
3. Press the CAL/CLR switch to cycle through the

following data. The sequence repeats.
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 potentiometer is
changed, this cycle must be repeated to view the
change.
Item and Description
These calculations used a 13" front suspension diameter and 10" rear suspension diameter.
2
Suspension Diameter (Psi Left + Psi Right)
4
Sprung Weight = Axle Weight(lbs)/2000
Front Weight (6)
106.00 Rear Weight(7)
X Incline Factor (9)
0.95 X Incline Factor (10) 0.98

100.70
73.90
Front Weight
Front Weight
100.70
Rear Weight
113.70
Total Weight
214.40
XGain Factor (14)
1.00
214.40
- Calibration (13)
-70.60
Current Load(15)
143.80
2. Month:Day of Calibration
XX:XX
5. Pressure Front Left
Psi
6. Pressure Front Right
Psi
7. Pressure Rear Left
Psi
8. Pressure Rear Right
Psi
9. Front Sprung Weight
Tons
10. Rear Sprung Weight
Tons
11. Degree of Incline
Nose Up Positive
12. Incline Factor - Front Axle
Example Calculation of Payload
1.00 X Link Factor (12)

100.70 Rear Weight
Last 2 digits of year
4. Truck Model Setting
7. Press MODE once and the meter will return to

normal operation.
X Link Factor (11)
1. Year of Calibration
3. Hour:Minute of Calibration XX:XX
6. Press MODE once and "CHEC" will

flash on the display.
Sprung Weight =
Units
13. Incline Factor - Rear Axle
75.10
14. Link Factor Front Axle

15.Link Factor Rear Axle
16. Calibration Weight
Tons
1.53
113.70
4. Press MODE once and "CHEC" will
flash on the display.
normal operation.
Figure 20-5.
M20-8
Payload Meter II
M20007 10/00
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
1 - 65535
Advances by one each time the

engine is started.
Engine Operation Number
Number
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
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
Time Stopped When Empty
Minute
0 - 6553.5
Time Stopped During Loading
Minute
0 - 6553.5
Travel Time When Loaded
Minute
0 - 6553.5
These values are stored when the

load is dumped.
1 - 59
0 - 99
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
Warnings For Each Cycle
The fault codes that occur during each cycle
M20007 10/00
Payload Meter II
0 - 99
M20-9
Engine ON/OFF Data

When the engine is started or stopped, the following data is recorded.
ITEM
UNIT
RANGE
REMARKS
1 - 65535
Advances by one each time the

engine is started.
Number
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
Indicates when the engine was

started.
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
Total Payload
Metric tons
Short tons
Total Number Of Cycles
Number
Indicates when the engine was

shut off.
0 - 59
0 - 999900.0
Total payload from the time when

the engine was started until the
time the engine was shut off.
0 - 9999
Totals for the time that the engine

was running.
The engine operation numbers are included in the fault and warning data.
Fault Codes and Warning Data
ITEM
Error Code
UNIT
RANGE
Displayed by a combination of letters and numbers representing a specific

error code.

At Time Of Occurrence
Number
1 - 65535
Number Of Times Of Occurrence Since

The Engine Was Switched ON
Number
1 - 255
Year
0 - 99
Month
1 - 12
Day
1 -31
Hour
24 Hour Clock
Minute
0 - 59
Last Two Digits Of Year

Month
Day
Time Hour
Time Minute
M20-10
REMARKS
Payload Meter II
Every time the engine is started

the number advances by one.
M20007 10/00
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
1 - 12
Month
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Minute
0 - 59
Time Minute
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
0 - 999900.0
The total payload since the unit

was cleared.
0 - 9999
The number of cycles since the

unit was cleared.
Total Payload
Metric Tons
Short Tons
Total Number Of Cycles
Digital Number
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Time Hour
Hour
24 Hour Clock
Time Minute
Minute
Date and time the unit was

cleared.
0 - 59
Other Data
CONTENT
ITEM
Set Up Data That The Speed Limit

Operator Can Check Option Code
Calibration Data
M20007 10/00
UNIT
RANGE
Km/MPH
REMARKS
0 - 99
Digital Number
0 - 13
Year
Year
0 - 99
Month
Month
1 - 12
Day
Day
1 - 31
Hour
Hour
24 Hour Clock
Minute
Minute
Payload Meter II
Communication Mode
Date and time when calibrated.
0 - 59
M20-11
OPERATOR FUNCTIONS
Clearing the Operator Load Counter

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.
Using the Operator Load Counter

Description
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.
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.
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.
Clearing this memory does not affect the main payload data storage.
Viewing the Operator Load Counter
Dimming the Lights on the Display
1. Press the TOTAL/SFT switch once.
There are a total of 10 brightness levels on the PLM

display.
If there is a fault code present at this time:

2. The error code for that problem will be displayed.
This will be a flashing display.
From the normal operation display:
3. Press the TOTAL/SFT switch again. If additional

faults or warnings exist, that fault code will be
displayed as a flashing code.
1. Press the LIGHT/INC switch. The lighting will

become one level dimmer. This will continue until
the lighting has reached its lowest level.
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.
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.
M20-12
Payload Meter II
M20007 10/00
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.
There are nine switches located behind the panel on

the left side of the payload meter. Figure 20-8 shows
the switch numbers. The following switch positions
should be confirmed before the meter is installed.
Switch
Position
Gt Gain - Do Not Adjust
Buzzer Volume - Do not Adjust
4*
4 - 685E
5 - 630E
B - 730E
C - 930E
D - 530M
E - 330M
Switch Settings
F - 830E
5
DOWN
DOWN
DOWN - SHORT TONS

UP - METRIC TONS
UP
* Set switch 4 for the appropriate model.

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.
2. Press the MODE switch once.
The display will show.
Refer to "Data All Clear" on Page 17 to clear the
haul cycle data.
Figure 20-6.

Refer to "Display of Fault Codes" on Page 19 for
viewing fault codes.
This is the truck ID number. Refer to "Setting The
Machine ID" on Page 18 to change Machine ID.
M20007 10/00
Payload Meter II
M20-13
5. Press the MODE switch once.The

display will show. Refer to "Setting
The Operator ID" on Page 18 to change operator.
6. Press the MODE switch once. The
display will show."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" on
Page 17 to make adjustments.
The display will show. Refer to
"Setting The Option Code" on
Page 17 to change the option.
Setting "PL:00"
1. Press and hold the LIGHT/INC and MODE
switches. The display will show.
2. Press and hold the LIGHT/INC and TOTAL/SFT
switches.
3. Press the CAL/CLR switch once.

The current time should be displayed with the minutes flashing.
Refer to "Setting The Time And Date" on Page 18
to change the time and date.
9. Push the MODE switch to return to normal operation.
5. Press the LIGHT/INC switch until

" P L : 0 0" i s di s p l ay e d. ONLY
"PL:00" IS RECOMMENDED.
6. Press the MODE switch.
7. Press MODE and the meter will return to normal
operation.
Checking the Service Check Mode
Checking the GT setting

Refer to Pages 23 and 24 for additional information
on UP Factor and PL Modeprior to setting these
values.
The Gt value must be set = 1.000. Refer to "Calculation

Method" on Page 8 for display and adjustment information.
Checking the Inclinometer Settings
Setting "UP:00"
Refer to "Calculation Method" for instructions to display truck pitch angle. With truck on level ground,
properly charged suspensions, and empty 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.

MODE switches. The display will
show.
TOTAL/SFT switches. The display
will show.
An alternative method is to use a Personal Computer

running the Komatsu Payload Download Program for
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 the truck on level ground,
properly charged suspensions, and empty.

4. Press the LIGHT/INC switch until
"UP: 0" is displayed. ONLY "UP:
0" IS RECOMMENDED.
Another method is to use a voltmeter to read the

voltage output of the inclinometer. With the truck on
level ground, properly charged suspensions, and
empty, the output voltage should be 2.6 .1 volts.
5. Press MODE. The display will

show.
6. Press MODE and the meter will return to normal
operation.
M20-14
Payload Meter II
M20007 10/00
Calibrating a Truck
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. 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.
5. The payload meter is now calibrated and ready
for normal operation.
Carry out this operation on flat level ground.

Travel in a straight line.
Maintain a steady speed, 6-10 MPH (10-15 Km/H)
M20007 10/00
Payload Meter II
M20-15
DISPLAYS AT START-UP
7. The display will show:

This display indicates the Machine ID code where
xxx indicates a value between 0 and 200.
POWER ON:
ALL external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the
Power-up Process.
The Power-up Process will display the PLM settings.

Each display will occur for approximately 3 seconds:
This display indicates the Operator ID code where

xxx indicates a value between 0 and 200.
This display indicates the Speed Limit setting

where xx indicates a value between 0 and 99
km/h.
In addition, a buzzer will sound and the following

lamps will light for 3 seconds:
Reception Pilot Lamp (2, Figure 20-1)
Transmission Pilot Lamp (3, Figure 20-1)
This display indicates the Option code setting.
Memory Card Pilot Lamp (4, Figure 20-1)
Refer to Operator Check Mode, Setting the Option Code and to Method of Operation for more
information on this function.

The xx indicates the Truck Model. Refer to
"Initial Setup of Payload Meter" for code definitions.
This display indicates the status of
the Memory Card where:
NORMAL OPERATION
Cd : - - indicates Card Not Used, and

Cd : oo indicates Card Is Used.
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,
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.
This function is not used.
"SU : - -" indicates Switch 8 is up.
"SU : oo" indicates Switch 8 is down.
M20-16
Payload Meter II
M20007 10/00
SETUP AND MAINTENANCE
7. Press the LIGHT/INC switch to change the tens

digit to the desired number.
Speed Limit
8.Press the MODE switch to return to normal operation.
A warning can be displayed if the machine exceeds a

preset speed.
9. The Option Code selects the PLM communication

mode as follows:
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).
Option
Code
Setting The Speed Limit

1. Press and hold the MODE switch
until "Cd:dP" is flashing.
The display will show:
Stand Alone
10
PMC Mode (530M only)
12
Modular Mining Mode, Scoreboard

and User Data Commmunication Mode
1. The Option Code is set to 0" for trucks not

equipped with Modular Mining System (MMS)
(Except 530M).
4. Press the MODE switch repeatedly

until "SP.XX" is displayed.
5. Press the LIGHT/INC switch to change the unit
6. Press the TOTAL/SFT switch
and the display will then indicate:
2. The 530M 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".
Setting The Machine I.D. Code
7. Press the LIGHT/INC switch to change the tens

Setting the Option Code

until "Cd:dP" is displayed.


"d.XXX" is displayed.

5. Press the LIGHT/INC switch to change the last



and the display will show:

until "OP.XX" is displayed.
5. Press the LIGHT/INC switch to change the unit
M20007 10/00
NOTES:


and the display will then indicate:
COMMUNICATION MODE
7. Press the LIGHT/INC switch to change the middle

and the display will show:
Payload Meter II
M20-17
9. Press the LIGHT/INC switch to change the first

10. Press the MODE switch to return to normal operation.
7. Press the LIGHT/INC switch to change the hours.

The clock is a 24 hour clock.
8. Press the TOTAL/SFT switch and
the display will then indicate:
9. Press the LIGHT/INC switch to change the day.
Setting The Operator I.D. Code



display will show:
11. Press the LIGHT/INC switch to change the month.


display will show:
13. Press the LIGHT/INC switch to change the year.

until "o.XXX" is displayed.
5. Press the LIGHT/INC switch to change the last

DOWNLOAD OF INFORMATION
7. Press the LIGHT/INC switch to change the middle

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 AK4094. Detailed instructions for installing the
software and downloading the data is provided with
AK4094 PLM II download software.

the display will show:
Data All Clear
9. Press the LIGHT/INC switch to change the first

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.
10. Press the MODE switch to return to normal operation.
IMPORTANT - Before clearing the data, download

the data to a personal computer.

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.
Setting The Time and Date

display will show:


display will show:

display will show:

until "XX:XX" is displayed.
3. Press and hold the CAL/CLR

switch until "A.CLE" is flashing.
5. Press the LIGHT/INC switch to change the minutes.
4. Press the CAL/CLR switch again and the memory

will be cleared. The meter will then return to
normal operation.

M20-18
This does not clear the Operator Load Counter.
Payload Meter II
M20007 10/00
Condition of the Engine Oil Pressure signal.
DISPLAY OF FAULT CODES
The panel will display :C3:XX for 3 seconds,

then indicate:

C3:oo Engine is running.

display will show:
C3: Engine is not running.

Condition of Alternator R terminal signal.

display will show:
The panel will display C4:XX for 3 seconds,

then indicate:
4. Press the TOTAL/SFT switch.
C4:oo Engine is running.

C4: Engine is not running.
If there are no faults or warnings,

the display will show for 6 seconds.
Condition of the Spare Analog Input 1 signal.
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.
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.
If there are no history codes or
after all history codes have been
shown , the display will show for 3
seconds:
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.
The system will then proceed to the following

displays: Refer to Page 22 for details.
Condition of the shift selector on mechanical trucks
or brake lock on electric trucks.
C7: Low.
Condition of the Spare Digital Input 2 signal.
then:
The panel will display: C1:XX for 3 seconds,

then indicate:
C8:oo High.
C8: Low.
Mechanical trucks
4. Press the TOTAL/SFT switch to view faults again

or press the MODE switch to return to normal
operation.
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.
M20007 10/00
Payload Meter II
M20-19
M20-20
Payload Meter II
M20007 10/00
M20007 10/00
Payload Meter II
M20-21
Monitoring Input Signals
Service Check Mode
This procedure can be used to monitor the current

input signals to the payload meter.

switches until "CHEC" is flashing.

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 LIGHT/INC switch to cycle through the

following data. The sequence repeats.
3. Press the CAL/CLR switch to cycle through the

following information :
C1
Mechanical Trucks
Item and Description

1. Current Time
Hours:Minutes
2. Pressure Front Left
Psi
C1:oo - Shift Selector in "N"

C1:-- - Shift Selector
not in "N"
3. Pressure Front Right
Psi
4. Pressure Rear Left
Psi
5. Pressure Rear Right
Psi
6. Front Weight
Tons
7. Rear Weight
Tons
No s e
Positive
C1
Electric Trucks
C1:oo - Brake Lock On

C1:-- - Brake Lock Off
C2
Body Up
C2:oo - Body Down

C2:-- - Body Up
C3
Engine Oil Pressure
C3:oo - Engine Run

C3:-- - Engine Stopped
8. Degree of Incline
C4
Alternator R Terminal
C4:oo -Alternator Charging

C4:-- - Alternator Stopped
9. Incline Factor - Front 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
14. Gt - Trimmer Gain
C9
Speed
C10
Travel Distance under the c urrent xx.xx Miles

loaded or empty state
C11
03:01 - Empty Stopped

Current Status
01:02 - Empty Traveling
Note:
06:03 - Loading
Sample values are 02:04 - Loaded Traveling
shown.
04:05 - Loaded Stopped
05:06 - Dumping
C12(a)* Time Empty Travel
Units
Up
10. Incline Factor - Rear Axle
Vehicle Speed
Tons
15. Current Load
Tons
16. Backup Battery Voltage
Volts
4. Press MODE once and "CHEC" will flash on the

display.
normal operation.
S1:xx - Minutes*10
C12(b) Time Empty Stopped S2:xx - Minutes*10

C12(c) Time Loaded Travel S3:xx - Minutes*10
C12(d) Time Loaded Stop
S4:xx - Minutes*10
C12(e) Time Dumping
S5:xx - Minutes*10
C12(f) Time Loading
S6:xx - Minutes*10
* 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.
M20-22
Payload Meter II
M20007 10/00
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 XX, 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
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 meters 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
traveling 160 meters from the shovel. The captured
data is stored into memory when the body rises at the
dump. This load calculation will use the UP factor
percentage.
PL:01
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

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 - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
Memory Storage
PL:10
The PL mode setting can have a significant impact on
the perceived accuracy of the payload meter.
PL:00 is the only recommended setting.
Use of settings other than PL:00
is NOT recommended.
M20007 10/00

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.
Payload Meter II
M20-23
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 theLIGHT/INC switch to select the desired
gear ratio.
6. Press the MODE switch
and "CHEC" will be displayed.
7. Press the MODE switch and the meter will return
M20-24
Payload Meter II
M20007 10/00
BATTERY REPLACEMENT PROCEDURE

ERROR CODE, F-09, DISPLAYED
Replacing the Battery
4. Remove the electrical connector. Remove the

screws on the top surface and the rear face.
Remove the cover (Figure 20-8). This will expose
the battery, its wires, and the connector.
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 does drop, 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 20-8. ACCESS TO BATTERY

5. Grasp the wires coming from the battery and pull
out. By pulling perpendicular from the board, it will
disconnect the connector from the board and pull
the battery out of its holder all at the same time
(Figure 20-9).
1. Keyswitch in the ON position, download the data

stored in the payload memory, or carry out 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 20-7).
NOTICE - Be careful not to let dirt, metal or spare parts
to drop inside the controller at any time.
FIGURE 20-9. BATTERY INSTALLATION
6. Insert the connector of the new battery directly into
the connector on the board (Figure 20-10). 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 20-7. REMOVING PAYLOAD METER
M20007 10/00
7. Install the controller cover, replace the electrical

connector, and install the payload meter controller back into the instrument panel.
Payload Meter II
M20-25
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. The sensors produce a voltage signal
from 1 5 volts output.
FIGURE 20-10. BATTERY CONNECTION

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 meters recognition procedures. The following will remove this unwanted data.
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.
Removal
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).
Make certain 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.
3. Without turning the keyswitch to the OFF position

advance to the start position. With the engine
running, the display:
may flash.
4. Perform the Calibration procedure.
Refer to Page 15.
5. Load the truck to the rated payload, or close to it.
Dump the load.
2. Hold valve (2, Figure 20-11) with wrench while

removing the adapter/sensor assembly (3 & 4).
3. Remove sensor (4) from adapter (3).
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.
FIGURE 20-11. PRESSURE SENSOR.
1. Schrader Valve
3. Adapter
2. Valve Assembly
4. Sensor
M20-26
Payload Meter II
M20007 10/00
Installation
Installation
1. Install new O-ring on sensor (4, Figure 20-11) and

install sensor into adapter (3). Tighten sensor to
2229 ft.lbs. (3039 N.m) torque.
1. Install inclinometer (3, Figure 20-13) with capscrews, nuts and lockwashers (4).
2. Install new O-ring on adapter (3) and install complete adapter/sensor assembly into valve (2).
Hold valve body and tighten adapter/sensor assembly to 103 ft.lbs. (176 N.m) torque.
3. Connect sensor wiring to truck wiring harness.
The sensors have three wires. Be sure that wires
are connected correctly. (Figure 20-12)
FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW

Pin Number
Wire Color
Wire Function
Black
Ground (GND)
Red
+ Power
White
Signal
FIGURE 20-13. INCLINOMETER

1. Operators Center
3. Inclinometer
Console Frame
4. Capscrew, Nut and
2. Bracket
Lockwasher
2. Connect inclinometer wiring to the truck wiring
harness. (Figure 20-14)
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
operators center console (passenger seat structure).
FIGURE 20-14. INCLINOMETER SIDE

CONNECTOR VIEW
Pin Number
Wire Color
Wire Function
Black
Ground (GND)
White
Signal
Red
+ Power
Removal
1. Disconnect inclinometer wire lead from harness.
2. Remove the three capscrews, nuts and lockwashers (4, Figure 20-13) and inclinometer (3).
Adjustment
1. Park the truck on a 0% grade.
2. Loosen the three Inclinometer mounting capscrews (4, Figure 20-13) and rotate the Inclinometer until a voltage range of 2.6 0.1 Volts
can be measured (using aVolt/Ohm Meter) at pins
1 and 2 of the inclinometer electrical harness
connector.
3. Tighten all capscrews (4, Figure 20-13) to standard torque, after adjustment.
M20007 10/00
Payload Meter II
M20-27
SCOREBOARD
Description
The Scoreboard from Komatsu Mining Systems uses
information from the Payload Meter to display the
current load. It uses ultra-high-brightness LED technology to form 3 digits. The sign is fully sunlight readable and housed in a rugged steel enclosure.
The Scoreboard displays each swing pass as the truck
is being loaded. As the truck drives away, the sign will
display the last swing pass until the final load calculation is made. It will then switch to display the final load
calculation and hold it until the truck dumps. The sign
will then clear for the empty ride back to the shovel.
Making Connections
The Scoreboard connects to the RS232 port on the
Payload Meter. It must share this connection with other
dispatch systems like Modular Mining as well as the
PC download connection. This sharing of the single
port creates special circumstances when using a Personal Computer or dispatch system.
The Scoreboard is in constant communications with
the Payload Meter and must acknowledge every message from the meter. In addition, the Scoreboard must
also signal the Payload Meter that it is ready to receive
messages by supplying a 5vdc signal over the CTS
line. Installations that include Modular Mining or other
dispatch systems must take over the responsibility for
acknowledging messages from the Payload Meter. To
do this, the return communications line and the CTS
line from the Scoreboard must be cut and taped back.
When this is done, the Scoreboard simply monitors
communications between the Payload Meter and
Modular Mining. The Modular Mining system acknowledges each message from the meter.
Sharing this RS232 port with the Personal Computer
for downloading can also create problems with communications. The Payload Meter can confuse messages from the PersonalComputer and Scoreboard.
To eliminate this problem, the Scoreboard must be
turned off during downloading of the Payload Meter. Using the circuit breaker to turn off the main power
to the Scoreboard is the best way to accomplish this.
The power to the Scoreboard must be turned off before
communications between a Personal Computer and
the Payload Meter can start. Once the download process is finished, the power needs to be restored to the
Scoreboard to keep from receiving F99 or F93 error
codes.
M20-28
Figure 20-15. Scoreboard

The harness for the Scoreboard supplies two extra
connections in the overhead compartment of the cab.
One is for the existing PC port and the other is for
Modular Mining.
When two Scoreboards are installed, the first sign
transmits load information and power to the second
sign. Note that the communications wire from the first
sign connects to terminal 35L7. This is the retransmit
terminal. This wire then connects to the 35L4 terminal
in the second sign. This is the receive terminal of the
second sign.
The Payload Meter must be set to use OP12. Refer
to "Setting the Option Code" for instructions.
Once in this mode, the Payload Meter will look for the
Scoreboard and attempt to communicate with it. If
there are communications problems the Payload Meter may indicate a communications port error. Refer to
"Fault Codes" for additional information.
Payload Meter II
M20007 10/00
M20007 10/00
Payload Meter II
M20-29
Normal Operation of the Scoreboard

On power up, the Scoreboard will display "888" and
then display the current software version, "10". The
sign will then go blank until the Payload Meter begins
sending load information. There is also a small light
that blinks once per second in the center of the top
portion of the last digit that is visible by close inspection. This light indicates that the sign is powered and
operating normally.
During the typical loading cycle there is a short delay
from when a bucket load of material is dumped into the
body and when the Scoreboard indicates the weight.
This delay is caused by the Payload Meter waiting for
the oscillations in the suspensions to settle out before
calculating a current load. The Scoreboard will display
the current load calculated by the Payload Meter after
each swingload.
If the truck operator releases the brake lock and begins
to drive before the last swingload calculation is made,
the Scoreboard will never display the last swingload.
The Scoreboard will display the last load calculation
made during the loading process until the final load
calculation is made approximately 160 meters from the
shovel. At this point the final load will be displayed.
This number will remain until the truck dumps the load.
There will typically be a difference between the last
swingload and final load calculations.
PAYLOAD METER BACK PANEL
M20-30
Payload Meter II
M20007 10/00
CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector
No.
Description
Power +24V (Battery)
Lamp Relay 1
Lamp Relay 2
Comments
CN3 - AMP MIC-MKII 9 Pins

White (RS-232C Port)
No.
Description
RTS
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

Description
No.
Comments
Engine Oil Pressure Switch
Running Open
Off - Closed
Sensor Power Out
+18V
Sensor GND
Left FrontSuspension Pressure Sensor
Right Front Suspension PressureSensor
1-5VDC Normal
1-5VDC Normal
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
Break Lock Signal/Neutral Signal
Lock Off - Open

Lock On - Gnd
CN4 - AMP 040 8 Pins Black

(Optional Input, Reserved)
No.
Description
Optional Input GND
Analog Input 1
Analog Input 2
Digital Input 1
Digital Input 2
6
7
11
12
M20007 10/00
Payload Meter II
M20-31
PAYLOAD CIRCUIT NUMBERS

Circuit Designation
39F, 39F1...39F5
Circuit Description
+18 volt sensor power supply
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
M20-32
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)
Payload Meter II
M20007 10/00
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.
NOTE:
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:
21C
Engine Oil
Pressure
21D
Alternator "R"
Terminal
Engine Running
Open
24VDC
Engine Stopped
Ground
Open
Condition
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)
and 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.
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 return
1. Turn off all systems.
18. Clear the Haul Cycle Memory by holding MODE

until Cd:dP is displayed.
2. Turn on the Payload Meter but leave the engine

off.
19. Press MODE and A.CLE will be displayed.
3. Hold MODE and LIGHT until CHEC flashes.
20. Hold CAL until A.CLE flashed.
4. Hold the CAL, TOTAL and LIGHT buttons until

00:00 is displayed.
21. Press CAL once more to clear the haul cycle

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 and OP, UP, PL, P.SEL,
and E.SEL settings.
The meter will restart and display F.CAL.
22. Clear the operator load counter by pressing the

TOTAL button until ":" is displayed.
M20007 10/00
23. Hold the CAL button until the display flashes.

24. Hold the CAL button until 0000 is displayed to
clear the memory.
25. The payload meter should now function normally.
Payload Meter II
M20-33
NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE

MANUFACTURED UNDER LICENSE FROM
L. G. HAGENBUCH holder of
U.S. Patent Numbers 4,831,539 and 4,839,835
M20-34
Payload Meter II
M20007 10/00
SECTION N
OPERATORS CAB
INDEX
TRUCK CAB . . . . . . . . . . . . .
Description . . . . . . . . .
PREPARATION FOR REMOVAL
Removal . . . . . . . . . . .
CAB DOOR . . . . . . . . . . .
Removal . . . . . . . . . . .
Door Adjustment . . . . . .
Replace Door Glass . . . .
GLASS REPLACEMENT . . . .
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. N2
N2-1
N2-2
N2-2
N2-4
N2-4
N2-4
N2-4
N2-5
N2-7
N2-13
CAB COMPONENTS . . . . . .
WINDSHIELD WIPER . . . .
WINDSHIELD WASHER . .
HEATER/AIR CONDITIONER
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. N3
N3-1
N3-2
N3-3
OPERATOR COMFORT . . . . . . . .
OPERATOR SEAT . . . . . . . . .
Adjustment . . . . . . . . . .
Removal . . . . . . . . . . . .
Installation . . . . . . . . . .
HEATER/AIR CONDITIONER . . .
Operation . . . . . . . . . . .
HEATER COMPONENTS . . . . .
Circuit Breakers . . . . . . . .
Heater Control Components .
Heater Coil . . . . . . . . . .
Fan Motor and Speed Control
Actuators . . . . . . . . . . .
Filter . . . . . . . . . . . . . .
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. N4
N4-1
N4-1
N4-1
N4-1
N4-2
N4-2
N4-3
N4-3
N4-3
N4-3
N4-4
N4-4
N4-4
OPERATOR CAB CONTROLS . . . . . . . . . . . . .

STEERING COLUMN . . . . . . . . . . . . . . . .
Removal . . . . . . . . . . . . . . . . . . . . .
Installation . . . . . . . . . . . . . . . . . . .
STEERING WHEEL AND CONTROLS . . . . . . .
DYNAMIC RETARDING . . . . . . . . . . . . . . .
CENTER CONSOLE . . . . . . . . . . . . . . . .
INSTRUMENT PANEL AND INDICATOR LIGHTS .
PANEL GAUGES, INDICATORS AND CONTROLS
STATUS/WARNING INDICATOR LIGHT SYMBOLS
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. N5
N5-1
N5-1
N5-1
N5-3
N5-3
N5-7
N5-11
N5-13
N5-20
N01020 03/01
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Index
N1-1
NOTES
N1-2
Index
N01020 03/01
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
5. Stop Light (Service Brakes Applied)
N02015 4/00
6. Retard Light (Retarder Applied)

7. Lifting Eye
8. Rear, Side Glass
9. Front, Side Glass
Truck Cab
N2-1
Prior to cab removal or repair procedures, it may be

necessary to remove the body to provide clearance for
PREPARATION
Read and observe the following instructions before attempting any repairs!



NOTE: One of the Link Voltage lights is located behind
the operators seat on the DID panel, two others are
located on the electrical cabinet.
5. Place the GF Cutout Switch in the cutout position.

are started.

Removal
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:
1. Disconnect hydraulic hoses routed to frame from
fittings at rear of cab under brake cabinet (3,
Figure 2-2). (It is not necessary to disconnect
hoses attached to, and routed under the cab.)
Cap all lines to prevent contamination.
2. Disconnect wire harnesses (4) at connectors located under hydraulic cabinet.
3. Remove cable and hose clamps as needed for
cab removal
N2-2
Truck Cab
N02015 4/00
FIGURE 2-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS

1. Cab
3. Hydraulic System Hoses

4. Electrical Harnesses
7. Evacuate air conditioning system:
4. 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.
a. Attach a recycle/recovery station at the air

conditioning compressor service valves. (Refer to Heater/Air Conditioning System in Section M for detailed instructions.)
b. Evacuate air conditioning system refrigerant.
5. Remove clamps and heater hoses from fittings

underside of deck, below heater. Cap fittings and
plug hoses.
c. Remove the air conditioner system hoses

which are routed to the bottom of the cab from
the receiver/drier and compressor. Cap hoses
and fittings to prevent contamination.
6. Remove air cleaner restriction indicator hoses

near front, inside corner under cab.
8. Attach a lifting device to the lifting eyes provided

on top of the cab.
approved Recovery/Recycle Station must be used
system.
N02015 4/00
The cab assembly weighs approximately 5000 lbs.

(2270 kg). Be sure lifting device is capable of lifting
the load.
Truck Cab
N2-3
9. Remove the capscrews and washers from each

mounting pad (1, Figure 2-1) at the corners of the
cab.
10. Check for any other remaining hoses or wiring
which may interfere with cab removal.
11. Lift the cab assembly off the truck and move to an
area for further service.
12. Place blocking under each corner of the cab to
prevent damage to floor pan and fittings before
cab is lowered to the floor.
CAB DOOR
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.
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.
Installation
2. Lower door glass far enough to allow insertion of

lifting sling when door is removed.
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.
3. Remove door panel for access to power window

motor harness connector. Disconnect motor and
remove cab harness from door.
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.
4. Remove the retainer clip and bolt clip from the

travel limiting strap.
3. Route wire harnesses to the electrical connectors

on the rear corner of the cab (4, Figure 2-2). 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.
5. Insert lifting sling through door and attach to hoist.

Remove capscrews (a swivel socket wporks 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.
4. Remove caps from hydraulic hoses and tubes and

reinstall. Reinstall hose clamps as required.
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.
Installation
6. Remove caps and reinstall air conditioning system

hoses from compressor and receiver/drier.
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.
3. Attach the travel limiting strap with the bolt and
clip removed previously.
7. Refer to Heater/Air Conditioning System in Section M for detailed instructions regarding evacuation and recharging with refrigerant.
4. Reconnect door harness to receptacle mounted

in the cab floor.
8. Close brake accumulator bleed down valves.
5. Verify proper operation of power window and door

latch adjustment.
9. Close battery disconnect switch.
6. Install door panel.
10. Service hydraulic tank and engine coolant as

required.
11. Start the engine and verify proper operation of all
controls.
12. Complete air conditioning system recharging procedures.
N2-4
Truck Cab
N02015 4/00
Door Adjustment
If adjustment is necessary to insure tight closure of
door, loosen striker bolt in the door jam, adjust, and
retighten.
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.
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.)
Door Jam Bolt Adjustment
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.
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.
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 2-3. DOOR JAM BOLT ADJUSTMENT

1. Washer
2. Striker Bolt
3. Frame
4. Seal
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 retighten.
N02015 4/00
Truck Cab
N2-5
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.
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. Open the door and close both claws (3 & 5, Figure

2-4) on the catch until they are both fully closed.
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.
FIGURE 2-5. MEASURING TRAVEL DISTANCE

OF PLUNGER
2. Remove door panel.
FIGURE 2-4. LATCH ASSEMBLY
1. Cab
2. Striker Bolt
3. Upper Latch
a. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closest to the door.
4. Door
5. Lower Latch
b. Remove 2 capscrews (3), which hold the door

strap bracket to the door.
c. Disconnect wiring harness (4) to the window
regulator.
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.
3. Loosen and vertically align (center) the door jam
bolt with this mark and tighten it firmly enough to
hold it in place but still allow some slippage.
4. Carefully try to close the door (4) and determine
if this has helped the bucking problem. If the
door latches but not firmly enough, follow procedures listed previously in Step A. If the door
latch does not catch, move the bolt outwards and
try again. When corrected, follow adjustment procedures listed in Step A to ensure a good seal.
By design, if both seals are in good condition,
proper adjustment of the outside seal will ensure
good contact on the inside seal to prevent dust
and moisture from entering the cab.
N2-6
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).
NOTE: Remove panel screws across the top last.
NOTE: Door glass and internal door panel will drop

when door panel screws are removed.
Truck Cab
N02015 4/00
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.
Replace Door Glass

1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closes to the door.
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.
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.
1. Hair Pin Clip

2. Door Strap Bolt
3. Strap Bracket
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.
FIGURE 2-6.
4. Wiring Harness
5. Panel Screws
6. Window Regulator
Mounting Screw
2. Remove 2 M8X12 capscrews (3), which hold the

door strap bracket to the door.
3. Disconnect wiring harness (4) to the window
regulator.
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.
4. Open the door as far as possible in order to

remove the internal door panel.
7. Reassemble door assembly by reversing the previous steps.

Door glass and internal door panel will drop when door
panel screws are removed.
N02015 4/00
Truck Cab
N2-7
5. Before removing all door panel mounting screws,

support the panel to prevent the assembly from
dropping. Remove 15 mounting screws (5).
7. Remove 2 screws (Figure 2-8) holding the roller

track to the bottom of the door glass.
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 2-8.
8. Support glass in door frame as shown (1, Figure

2-9). Remove screws (2) that hold the adapter for
the window regulator track.
FIGURE 2-7.
1. Support Block
N2-8
Truck Cab
FIGURE 2-9.
2. Screws
N02015 4/00
Bracket (2, Figure 2-9) at bottom of glass must clear

the door frame, if still on glass.
1. Screws
FIGURE 2-10.
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 the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame to
the door.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides.
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.
FIGURE 2-11.
13. Lift window frame, holding glass at the top of the

frame, and lower the assembly into the door.
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.
N02015 4/00
Truck Cab
N2-9
FIGURE 2-13.
1. "L" Shaped Brackets
FIGURE 2-14.
1. Capscrew & Nut
3. Mounting Screw 2. Mounting Screws Outside Door Handle
Latch
4. Latch Assembly
5. Window 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.
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.
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.
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.
N2-10
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.
Truck Cab
N02015 4/00
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.
b. If replacing the window regulator assembly, the
new regulator should be in the "UP" position
before being mounted.
4. Mount window regulator to the inner panel with
the 4 mounting screws removed in step 2.
Be sure screws are tight.
5. Refer to door glass replace procedure and follow
steps 20-23 to complete replacement.
Replace Door Handle or Latch 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.
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.
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:
N02015 4/00
Truck Cab
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.
4. If replacing the outside door handle, remove 3
screws holding handle to door panel (3, Figure
2-14).
Note: Only 1 screw is shown, the other 2 are
behind the latch assembly.
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.
N2-11
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
3. Door Assembly Seal
Door Opening Seal Removal

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 the corners. A soft
face tool may be used to work the seal up into the
corners.
2. Continue going all the way 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.
N2-12
FIGURE 2-17.
1. Door Opening Seal
2. DoorHinge Seal
Truck Cab
N02015 4/00
3. Carefully clean and remove all broken glass chips

from any remaining window adhesive.
The surface should be smooth and even.
GLASS REPLACEMENT
ADHESIVE-BONDED WINDOWS
NOTE: Removal of all old ahesive is not required;

just enough to provide an even bedding base.
Recommended Tools/Supplies
Pneumatic knife,
or a piano wire type cutting device
4. Apply 4 to 6 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.
Heavy protective gloves

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 manufacturers instructions for use, including full allowances for proper curing time.
SM2897 glass installation bumpers
(4 - 6 per glass piece)
5. Clean the glass and prepare the black primer coat

according to the adhesive suppliers instructions.
6. Apply a continuous even bead of the glazing
adhesive (approximately 0.38 in./10 mm dia.) to
the cab skin at a line 0.50 - 0.63 in. (13 - 16 mm)
inboard from the previously marked final location
of the glass edge (when applied to the cab).
NOTE: Be careful not to place this bead too far
inboard, as it will make any future replacement
more difficult.
7. Carefully locate the glass in place with the black
masking side towards the adhesive. Carefully
press firmly, but not abruptly, into place.
8. Using a wooden prop and furnace/duct tape, hold
the glass in place, at least one (1) full hour before
moving the vehicle. Otherwise, vibration will
weaken the bond.
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 all the edges of
the glass to be replaced on the cab skin
(all windows, except the front windshield piece,
rear cab window, and door windows).
All edges must be marked in order to apply the
adhesive properly.
NOTE: If SikaTack-Plus Booster adhesive is not

used, be certain to follow all the adhesive manufacturers instructions for use, including full allowances for proper curing time.
The curing time may be much longer than the one
(1) full hour mentioned above.
The glass locating edges are as follows:

a. Left rear side glass (8, Figure 2-1); mark the
front and bottom edge locations.
b. Front left & right side glass (9); 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.
N02015 4/00
Truck Cab
N2-13
WINDSHIELD & REAR GLASS
Installation
Two people are required to remove and install the

windshield and rear glass. One inside the cab, and the
other on the outside.
1. If the weatherstrip material previously removed is

broken, weathered, or damaged in any way, use
new rubber weatherstrip material.
Special tools are available from local tool suppliers that

are helpful in removing and installing automotive glass.
NOTE: Using a non-oily rubber lubricant on the

weatherstrip material and cab opening, will make
the following installation easier:
Removal
1. Lift windshield wiper arms out of the way if windshield is to be replaced.
2. Starting at the lower center of the glass, pull the
glass weatherstrip locking lip out (2, Figure 2-18).
Use a non-oily rubber lubricant and a screwdriver
to to release the locking lip.
3. Remove glass from weatherstrip by pushing out
from inside the cab.
4. Clean weatherstrip grooves of dirt, sealant etc. Be
certain perimeter of cab glass opening is clean
and free of burrs etc.
a. Install the weatherstrip around the opening in

the cab for the glass. Start at the lower center
of the cab opening and press the weatherstrip
over the edge of the opening (3 & 4, Figure
2-18).
b. Continue installing weatherstrip while going all
the around the opening. When the ends of the
weatherstrip meet at the starting lower center
of the cab opening, there must be 0.5 in. 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.
2. Lubricate the groove of the weatherstrip where the
glass is to be seated.
a. Lower the glass into the groove along the
bottom of the opening (1 & 4, Figure 2-18).
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.
3. After the glass is in place, go around the weatherstrip and push in on the locking lip to secure the
glass in the weatherstrip (2, Figure 2-18).
1. Glass
2. Locking Lip
N2-14
4. If windshield was being replaced, lower windshield wiper arms/blades back to the glass.
FIGURE 2-18.
3. Sheet Metal
4. Weatherstrip Material
Truck Cab
N02015 4/00
CAB COMPONENTS
WINDSHIELD WIPER
The windshield wipers are operated by a 24 volt electric motor. The wiper can be adjusted for a variable
intermittent delay or a constant low or high speed by
the switch mounted on the instrument panel.
Motor Removal
Motor Installation
1. Align motor mounting holes with cab bracket.
2. Install mounting screws and washers. Tighten
mounting screws to 16 ft. lbs (22 N.m) torque.
1. Lower the access panel (1, Figure 3-1) above the

windshield (3).
3. Align linkage with motor output shaft arm and push

onto retainer. Rotate retainer clockwise until
locked in place.
2. Disconnect motor wiring at the connector.
4. Reconnect motor to cab harness connector.
3. Remove linkage from output shaft retainer (4) by

rotating retainer counterclockwise.
5. Verify proper operation of wipers.
4. Remove screws attaching motor to mounting

bracket and remove motor assembly.
Wiper Arm and Shaft Replacement

Removal
1. Lift wiper arm cover (1, Figure 3-2) and remove
arm retaining nut (2) and spring washer (3).
2. Remove hose. Note position of arm and remove
arm.
3. Remove cap (4), nut (6) and washer (7) from pivot.
4. Remove linkage by releasing retainer (8) (turn
counterclockwise) and removing.
FIGURE 3-2. WIPER ARM DETAIL

FIGURE 3-1. WINDSHIELD WIPER
INSTALLATION
1. Access Panel
2. Wiper Motor Assembly
N03011 7/98
3. Windshield
4. Retainer
1. Wiper Arm
2. Nut
3. Spring Washer
4. Cap
Cab Components
5. Pivot shaft
6. Nut
7. Washer
8. Retainer
N3-1
Installation
1. Insert wiper arm pivot shaft (5, Figure 3-2) through
hole in windshield frame and install nut (6) and
washer (7).
2. Install cap (4). Attach linkage to pivot arm by
pressing over retainer (8) and turning retainer
clockwise until locked.
3. Install wiper arm (1) in location noted during
removal and install spring washer (3) and retaining nut (2). Tighten nut to 13 ft. lbs. (17 N.m)
torque.
4. Connect windshield washer hose.
5. Install access panel machine screws.
6. Verify proper operation and arc of wiper arm.
Reposition arm on pivot splines if blade contacts
windshield weatherstrip.
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 3-3) 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 3-3. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir
2. Pump
N3-2
Cab Components
3. Outlet Hose
4. Filler Cap
N03011 7/98
HEATER COMPONENTS
The heater 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 if the optional air conditioning system is installed.
NOTE: Figures 3-4 and 3-5 illustrate both the heater

system and air conditioning system parts contained in
the cab mounted enclosure. Refer to Section M for
additional information regarding air conditioning system components, maintenance and repair.
The following information primarily describes the

heater system. Refer to Section M, Air Conditioning
System 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 BREAKERS
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn key switch ON and verify
circuit breaker CB31 (located on Power Distribution
Module behind operators seat) and the internal heater
circuit breaker have not opened by verifying +24VDC
is present on the junction block (24, Figure 3-5).
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 3-4. CAB HEATER/AIR
CONDITIONER COMPONENTS
1. Enclosure
2. Heater Control Module
3. Water Control Valve
4. A/C Freon Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Coil
8. Heater Coil
N03011 7/98
Cab Components
N3-3
HEATER COIL
Test
The heater coil (12, Figure 3-5) receives coolant

through the water control valve (44) when HEAT is
selected. If the selection control (19) is placed in
between the red and blue area, or turned counterclockwise to the blue area, coolant flow should be blocked.
Visually inspect the flapper (8, 26, or 31) and linkage

for the function being diagnosed. Make certain the
flapper is not binding or obstructed, preventing movement from one mode to the other.
If the heater control module (43) and water valve

appear to be working properly, yet no heat is apparent
in the heater coil (12), the coil may be restricted.
Remove and clean or replace the coil.
Verify voltage is present at the actuator when the

toggle switch is closed or absent when the toggle
switch is opened.
If voltage is proper, disconnect actuator from flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.
FAN MOTOR AND SPEED CONTROL

Fan speed is controlled by inserting resistor(s) (29 &
30) in series with the 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.
At low speed, 3 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.
Test
If the motor (39) does not operate at any of the speed
selections, verify battery voltage is available at the
circuit breakers (refer to electrical schematic, Section
R). If voltage is present, the motor is probably defective and should be removed and replaced.
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.
FILTER
Service
Inlet filters (6) in the heater cover and 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.
AIR CONDITIONER COMPONENTS

Components installed in the heater housing, unique to
the air conditioner system, are discussed in Section M,
Air Conditioning System .
ACTUATORS
Three (3) linear actuators (22, Figure 3-5) are installed
inside the heater housing and are used to actuate the
flappers for the following:
Defroster outlet
Bi-level or floor outlets
Inside or outside air selection
A failure to switch one of the above modes of operation
may be caused by a faulty actuator.
N3-4
Cab Components
N03011 7/98
FIGURE 3-5. HEATER/AIR CONDITIONER ASSEMBLY

1. Casing
2. Cover
3. Louver
4. Adaptor
5. Filter Grille
6. Air Filter
7. Filter Holder
8. Fresh Air Flapper
9. Evaporator Coil
10. Block Valve
11. O-Ring
12. Heater Coil
13. Screw
14. Knob
15. Label Overlay
N03011 7/98
16. Control Plate

17. Blower Switch
18. Toggle Switch
19. Selection Control
20. Thermostat
21. Hose
22. Actuator
23. Flapper Bracket
24. Junction Block
25. Relay
26. Bi-level Flapper
27. Flapper Bracket
28. Circuit Breaker
29. Resistor, 12 Volt
Cab Components
30. Resistor, 24 volt

31. Defroster Flapper
32. Grommet
33. Electrical Box Cover
34. Blower Mount
35. Blower Assembly
36. Blower Housing
37. Blower Wheel
38. Venturi
39. Blower Motor
40. Motor Mount
41. Cover Plate
42. Wiring Harness
N3-5
NOTES
N3-6
Cab Components
N03011 7/98
OPERATOR COMFORT
Installation
OPERATOR SEAT
The operators seat provides a fully adjustable cushioned ride for the drivers 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).
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.
N04020
FIGURE 4-1. OPERATORS SEAT

1. Headrest
9. Seat Belt
2. Armrest Adjustment
10. Seat Tether
3. Backrest Adjustment
11. Capscrew
4. Front Height and Slope
12. Lockwasher
Adjustment
13. Flatwasher
5. Fore and Aft Adjustment
14. Nut
6. Height Adjustment
15. Capscew
7. Lower Air Pillow Lumbar Support 16. Flatwasher
8. Upper Air Pillow Lumbar Support 17. Lockwasher
Operator Comfort
N4-1
The heater 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.
The following information primarily describes the
heater system. Refer to Section M, Air Conditioning
System 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.
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 4-2
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
2-position 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.
FIGURE 4-2. HEATER/AIR CONDITIONER

CONTROLS
1. Defroster Control
2. Outside/Inside Air
Control
3. Heat Control
4. Temperature Control
5. Fan Control
6. Heater/Air
Conditioner Selector
7. Outlet Vents
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"
N4-2
Operator Comfort
N04020
HEATER COMPONENTS
Test
NOTE: Figures 4-3 and 4-4 illustrate both the heater

system and air conditioning system parts contained in
the cab mounted enclosure. Refer to Section M for
additional information regarding air conditioning system components, maintenance and repair.
Verify the motor on the water control valve operates

when the control (6, Figure 4-2) is rotated throughout
the red area. If the motor fails to operate, the heater
control module may be defective.
CIRCUIT BREAKERS
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn key switch ON and verify
circuit breaker CB31 (located on Power Distribution
Module behind operators seat) and the internal heater
circuit breaker have not opened by verifying + 24VDC
is present on the junction block (24, Figure 4-4).
A mechanical defect in the water control valve (3,

Figure 4-3) may allow heated water to pass through the
hose between the valve and the heater core when in
the off position. Verify the motor in the valve operates
properly throughout its range from full off to full on. If
the hose is warm and the heater selector switch is in
the off position, internal leakage may be present. Also,
if the heater core fails to deliver warm air when the
engine is at normal operating temperature, the valve
may not be opening properly.
HEATER COIL
HEATER CONTROL COMPONENTS

When the operator adjusts the selection control knob
(6, Figure 4-2), a signal is sent to the Heater Control
Module (2, Figure 4-3). If the operator requests a cooler
temperature in the cab (by turning the control counterclockwise) the Heater Control Module will close the
water control valve (3) to block coolant flow through
the heater coil (8). Turning the knob fully clockwise will
open the valve to allow maximum flow.
The heater coil receives engine coolant through the

Water Control Valve when HEAT is selected. If the
selection control is placed in between the red and blue
area, or turned counterclockwise to the blue area,
coolant flow should be blocked.
If the heater control module and water valve appear to
be working properly, yet no heat is apparent in the
heater coil, the coil may be restricted. Remove and
clean or replace the coil.
FIGURE 4-3. CAB HEATER COMPONENTS
1. Heater Enclosure
4. A/C Refrigerant Hoses
5. Water Outlet (to Engine)
6. Water Inlet (from Engine Water Pump)
7. Evaporator Coil
8. Heater Coil
N04020
Operator Comfort
N4-3
FAN MOTOR AND SPEED CONTROL
FILTER
Fan speed is controlled by inserting resistor(s) in series

with the 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.
At low speed, 3 resistors are used, at medium speed,
1 resistor is used, and for high speed, the full + 24VDC
is suppplied to the blower motor, bypassing all resistors.
Test
If the motor does not operate at any of the speed
selections, check voltage supplied to the motor. If
approximately 24 volts (at high speed setting) is available, the motor is probably defective and should be
removed and replaced.
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.
Service
Inlet filters in the heater cover and 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.
AIR CONDITIONER COMPONENTS

Components installed in the heater housing are discussed in Section M, Air Conditioning System .
ACTUATORS
Three (3) linear actuators (22, Figure 4-4) are installed
inside the heater housing and are used to actuate the
flappers for the following:
Defroster outlet
Bi-level or floor outlets
Inside or outside air selection
A failure to switch one of the above modes of operation
may be due to a faulty actuator.
Test
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.
Verify voltage is present at the actuator when the toggle
switch is closed or absent when the toggle switch is
opened.
If voltage is proper, disconnect actuator from flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.
N4-4
Operator Comfort
N04020
FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY

1. Casing
2. Cover
3. Louver
4. Adaptor
5. Filter Grille
6. Air Filter
7. Filter Holder
8. Fresh Air Flapper
9. Evaporator Coil
10. Block Valve
11. O-Ring
12. Heater Coil
13. Screw
14. Knob
15. Label Overlay
N04020
16. Control Plate

17. Blower Switch
18. Toggle Switch
19. Toggle Switch
20. Thermostat
21. Hose
22. Actuator
23. Flapper Bracket
24. Junction Block
25. Relay
26. Bi-level Flapper
27. Flapper Bracket
28. Circuit Breaker
29. Resistor, 12 Volt
Operator Comfort
30. Resistor, 24 volt

31. Defroster Flapper
32. Grommet
33. Electrical Box Cover
34. Blower Mount
35. Blower Assembly
36. Blower Housing
37. Blower Wheel
38. Venturi
39. Blower Motor
40. Motor Mount
41. Cover Plate
42. Wiring Harness
N4-5
NOTES
N4-6
Operator Comfort
N04020
OPERATOR CAB CONTROLS

Removal
STEERING COLUMN
The steering column and steering wheel used in the
Komatsu truck will adjust through a tilt angle to provide
the most comfortable wheel position for all operators.
Tilt angle is adjusted by pulling the tilt lever (3, Figure
5-1) toward the steering wheel and moving the wheel
to the desired position. Releasing the lever will lock the
wheel in one of five positions.
The steering column also contains a directional signal
flasher control lever (2) combined with a headlight high
and low beam selector switch. A right turn is signaled
by raising the lever, and a left turn by lowering the
lever. Indicator lights located above the speedometer
and tachometer will flash to indicate the turn direction
selected. To select the headlight low beams, pull the
lever (2) toward the steering wheel. To select high
beams, pull the lever again. An indicator light mounted
between the turn indicators will illuminate when high
beams are selected. The horn is controlled by pressing
the button in the center of the steering wheel.
1. Shut down the engine by turning the key switch

Off and allow the steering accumulators to
bleed down. Allow at least 90 seconds for bleed
down. Turn the steering wheel to ensure no pressure remains.
3. Remove the access cover (4, Figure 5-1) from the
front of the cab.
4. Disconnect the wire harness from the steering
column at the connector.
5. Remove screws retaining seal retainer plates (8)
where steering column enters the instrument
panel. Remove both retainer plates.
6. Remove the four capscrews and washers (7) at
the mounting bracket. (Access to these capscrews is from outside the cab, through the access opening.)
7. Lift the steering column to disengage the column
from the steering shaft (6), and lift out of the
instrument panel.
Installation
1. With the steering column tilted at approximately
45, insert the lower end of the column into the
opening in the instrument panel.
2. Position the steering shaft (6) on the steering
control valve (5) and align the splines with the
steering column shaft splines.
3. Position steering column mounting holes over
tapped holes in mounting bracket and in alignment with steering control valve.
4. Install four capscrews (7), lockwashers, and hardened flat washers through steering column
mounts. Tighten to 25 ft. lbs. (33.9 N.m) torque.
Check for proper steering wheel rotation without
binding. If binding occurs, realign column by loosening mounting capscrews and adjusting column
in the slotted mounting holes.
5. Position the steering column seal (8) and install
the seal retainer halves.
FIGURE 5-1. STEERING COLUMN INSTALLATION

1. Steering Column
2. Turn Signal/Dimmer
3. Tilt Lever
4. Access Cover
N05044
5. Steering Control Valve

6. Shaft
8. Seal & Retainers
6. Connect the column wire harness to the instrument panel harness.

7. Reinstall access cover on front of cab and close
battery disconnect switches.
Operator Cab Controls
N5-1
FIGURE 5-2. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel
2. Retarder Control Lever
3. Retarder/Service Brake Pedal
4. Throttle/Accelerator Pedal
5. Heater/Air Conditioner Vents
6. Heater/Air Conditioner Controls
N5-2
7. Instrument Panel
8. Grade/Speed Chart
9. Radio Speakers
10. Warning Alarm Buzzer
11. Radio, AM/FM Stereo, Cassette
12. Warning Lights Dimmer Control
13. Warning/Status Indicator Lights

14. Payload Meter Download Connector
15. Payload Meter II
16. Air Cleaner Vacuum Gauges
17. Windshield Wipers
N05044
STEERING WHEEL AND CONTROLS

The steering wheel (1, Figure 5-3) will telescope in
and out and adjust through a tilt angle to provide a
comfortable wheel position for most operators.
HORN BUTTON
The horn (2, Figure 5-3) 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
The Telescope Lock Ring (3, Figure 5-3) around the
horn button locks/unlocks the telescoping function of
the steering column. Rotating the ring 90 - 180
counterclockwise (L.H. rotation), releases the column
to move in or out. Rotating the ring clockwise (R.H.
rotation), locks the column in the adjusted position.
FIGURE 5-3. STEERING WHEEL AND CONTROLS
TILT WHEEL LEVER
DYNAMIC RETARDING
Adjust the tilt of the steering wheel by pulling the tilt

adjustment lever (4, Figure 5-3) toward the steering
wheel and moving the wheel to the desired angle.
Releasing the lever will lock the wheel in the desired
location.
Dynamic Retarding is a braking torque (not a brake)

produced through electrical generation by the wheelmotors when the truck motion (momentum) is the
propelling force.
TURN SIGNAL / HEADLIGHT DIMMER

The Turn Signal Lever (5, Figure 5- 3) is used to
activate turn signal lights and to select either high or
low headlight beams.
Move the lever upward to signal a turn
to the right.
An indicator in the top, center of the instrument

panel will illuminate to indicate turn direction selected.
Refer to INSTRUMENT PANEL & INDICATOR
LIGHTS.
Dynamic retarding is available in FORWARD/REVERSE at all truck speeds above 0 mph/kph; however, as the truck speed slows below 3 mph (4.8 kph),
the available retarding force may not be effective. Use
the service brakes to bring the truck to a complete stop.
Dynamic retarding will not hold a stationary truck on
an incline; use the parking brake or wheel brake lock
for this purpose.
Dynamic retarding is available in NEUTRAL only
when truck speed is above 3 mph (4.8 kph).
When Dynamic Retarding is in operation, the engine
RPM will automatically go to an advance RPM retard
speed setting. This RPM will vary depending on the
temperature of several components in the electrical
system.
Move the lever downward to signal a

turn to the left.
Moving the lever toward the steering wheel

changes Headlight beam.
When high beams are selected, the
indicator in the top, center of the instrument panel will illuminate.
N05044
For normal truck operation, Dynamic Retarding

should be used to slow and control the speed of
the truck.
Dynamic Retarding will be applied automatically, if

the speed of the truck obtains the maximum speed
setting programmed in the control system software.
N5-3
When Dynamic Retarding is activated, an indicator

light in the Overhead Display will illuminate.
RETARDER CONTROL LEVER
The Retarder Control Lever (6, Figure 5-3) mounted
on the right side of the steering column can be used to
modulate retarding effort. The lever will command the
full range of retarding and will remain at a fixed position
when released.
a. When the lever is rotated to full Up (counterclockwise) position, it is in the Off/No Retard
position.
b. When the lever is rotated to full Down (clockwise) position, it is in the full On/Retard position.
c. For long downhill hauls, the lever may be positioned to provide a desired retarding effort, and it
will remain where it is positioned.
NOTE: The Retarder Control Lever must be rotated back to the Off position before the truck
will resume the PROPEL mode of operation.
The lever and foot-operated Retarder/Service Brake
pedal can be used simultaneously or independently.
The Propulsion System Controller (PSC) will determine which device is requesting the most retarding
effort and apply that amount.
DYNAMIC RETARDER/SERVICE BRAKE PEDAL

The Dynamic Retarder/Service Brake Pedal (3, Figure
5-2) is a single, foot-operated pedal which controls
both retarding and service brake functions. The first
portion of pedal travel commands retarding effort
through a rotary potentiometer. The second portion of
pedal travel modulates service brake pressure directly
through a hydraulic valve. Thus, the operator must
first apply, and maintain, full dynamic retarding in order
to apply the service brakes. Releasing the pedal returns the brake and retarder to the off position.
When the pedal is partially depressed, the dynamic
retarding is actuated. As the pedal is further depressed, to where dynamic retarding is fully applied;
the service brakes (while maintaining full retarding) are
actuated through a hydraulic valve which modulates
pressure to the service brakes. Completely depressing the pedal causes full application of both dynamic retarding AND the service brakes. An
indicator light in the overhead panel (B3, Figure 5-6)
will illuminate ), and an increase in pedal resistance
will be felt when the Service Brakes are applied.
N5-4
For normal truck operation, Dynamic Retarding (lever

or foot-operated pedal) should be used to slow and
control the speed of the truck.
Service brakes should be applied only when dynamic
retarding requires additional braking force to slow the
truck speed quickly, or when bringing the truck to a
complete stop.
ACCELERATOR (THROTTLE) PEDAL

The Accelerator Pedal (Throttle) Pedal (4, Figure 5-2)
is a foot-operated pedal which allows the operator to
control engine RPM, depending on pedal depression.
It is used by the operator to request torque from the
motors when in Forward or Reverse. In this mode, the
propulsion system controller commands the correct
engine speed for the power required. In Neutral, this
pedal controls engine speed directly.
Starting on a Grade With a Loaded Truck

Initial propulsion with a loaded truck should begin from
a level surface whenever possible, but when there are
circumstances where starting on a hill or grade cannot
be avoided, use the following procedure:
1. Fully depress the foot-operated retarder/service
brake pedal (DO NOT use retarder lever) to hold
the truck on the grade. With service brakes fully
applied, move the selector switch to a drive position (Forward/Reverse) and increase engine
RPM with throttle pedal.
2. As engine RPM approaches maximum, and operator senses propulsion effort working against
the brakes, release the brakes and let truck movement start. Be sure to completely release the
foot-operated retarder/service brake pedal. As
truck speed increases above 3-5 MPH (5-8 KPH)
the Propulsion System Control (PSC) will drop
propulsion if the retarder is still applied.
Releasing and reapplying dynamic retarding during a hill start operation will result in loss of
propulsion and, if truck speed is above 1-2 MPH,
application of retarding effort.
N05044
HEATER / AIR CONDITIONER VENTS

The operator has complete control of the air flow in the
cab. The heater/air conditioner vents (5, Figure 5-2)
are a flapper type which may be individually opened or
closed and may be rotated 360 for optimum air flow.
There are four (three not shown) across the top of the
panel, two in front of the operator (one each in right
and left panel modules), and four below the panel.
INSTRUMENT PANEL
The Instrument Panel (7, Figure 5-2) includes a wide
variety of switches, gauges, and indicators. Refer to
INSTRUMENT PANEL AND INDICATOR LIGHTS, for
a detailed description of function and location of these
components.
GRADE/SPEED CHART
The Grade/Speed chart (8, Figure 5-2 & shown here)
provides the recommended MAXIMUM truck speeds
for descending various grades with a fully loaded truck.
The operator should reference this chart before descending any grade with a loaded truck. Proper use of
Dynamic Retarding will maintain a safe speed.
Two lists are provided, one a continuous rating and the
second a short-term (3-minute) rating. Both lists are
matched to a 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 unlimited time or distance.
The short-term (3-minute) 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 over-temperature.
If the vehicle is operated at short-term grade and
speed limits for a period of time greater than three
minutes, the retarding effort may begin to reduce,
resulting in vehicle acceleration. The service brakes
are available to slow the truck within the continuous
level. This reduction in retarding effort will be gradual
as the vehicle moves from the short-term limits to the
continuous limits.
N05044
The three-minute curve is a minimum and the actual

time limit could be greater. Ambient temperature, barometric pressure and recent motor power levels can
affect this number.
The three-minute rating 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.
DO NOT exceed these recommended MAXIMUM

speeds when descending grades with a loaded truck.
This decal may change with OPTIONAL truck equipment such as: wheelmotor drive train ratios, retarder
grids, tire sizes, etc.
ALWAYS refer to this decal in the operators cab,
and follow these recommendations for truck operation.
N5-5
RADIO SPEAKERS
WINDSHIELD WIPERS
Radio Speakers (9, Figure 5-2) for the AM/FM Stereo

radio are located at the far left and right of the overhead
panel.
The windshield wipers (13, Figure 5-2) are powered by

an electric motor. Refer to INSTRUMENT PANEL
AND INDICATOR LIGHTS, for a location and description of the windshield wiper and washer controls.
WARNING ALARM BUZZER

This alarm (10, Figure 5-2) 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.
PAYLOAD METER
The Payload Meter (15, Figure 5-2) and Download
Connector (14) is used to provide management with
operational data such as tonnage hauled and cycle
times. Refer to Section M, Optional Equipment, for a
more complete description of the payload meter and
its functions.
CAB RADIO (OPTIONAL)

This panel will normally contain an AM/FM Stereo
radio (11, Figure 5-2). Refer to Optional Equipment,
Section 5, of the Operation and Maintenance Manual
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.
STATUS / WARNING INDICATOR LIGHT

PANEL
This panel (12, Figure 5-2) contains an array of indicator lights to provide the operator with important status
messages concerning selected truck functions. Refer
to INSTRUMENT PANEL AND INDICATOR LIGHTS,
for a detailed description of these indicators.
N5-6
AIR CLEANER VACUUM GAUGES

The air cleaner vacuum gauges
(16, Figure 5-2) 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 QSK60 Engine: 25 inches of H2O vacuum.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
N05044
CENTER CONSOLE
The Center Console (1, Figure 5-4) contains:

(1) Center Console
(2) F-N-R Selector Switch
(3) Hoist Control Lever
(4) Ash Tray
(5) Cigar/Cigarette Lighter
(6) L.H. Window Control Switch
(7) R.H. Window Control Switch
(8) Engine Shutdown Switch
(9) Override/Fault Reset Switch
(10) BLANK - NOT USED on this truck
(11) RSC Off/On Switch
(12) Retarder Speed Control Dial
(13) Propulsion System Controller (PSC)
Diagnostic Port
(14) Engine Diagnostic Port (3 Pin)
(15) Truck Control Interface (TCI)
Diagnostic Port
(16) Passenger Seat
(mounted on top of the right hand
portion of the Console structure)
(17) Engine Diagnostic Port (9 Pin)
F-N-R SELECTOR SWITCH
FIGURE 5-4. CENTER CONSOLE
The Selector Switch (2, Figure 5-4) is mounted on a

console to the right of the operators seat. It is a three
position switch which controls the Forward-NeutralReverse motion of the truck. When the Selector Switch
handle is in the center N position, it is in Neutral.
The handle must be in Neutral to start the engine.
The operator can select Forward drive by

moving the handle forward.
Reverse drive can be selected by moving

the handle to the rear.
The truck should be stopped before the selector

handle is moved to a drive position.
N05044
N5-7
HOIST CONTROL LEVER
ASH TRAY
The hoist control (3, Figure 5-4) is a four position

hand-operated lever located between the operator
seat and the Center Console (see illustration below).
The Ash Tray(4, Figure 5-4) 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!
LIGHTER
The LIGHTER (5, Figure 5-4) 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.
L.H. WINDOW CONTROL SWITCH

This switch (6, Figure 5-4) is spring-loaded to the
OFF position.
Pushing the front of the switch raises the left side
cab window.
Pushing the rear of the switch lowers the window.
To Raise dump body:
1. Pull the lever to the rear to actuate hoist circuit.
(Releasing the lever anywhere during hoist up
will place the body in hold at that position.)
2. Raise engine RPM to increase hoist speed.
3. Reduce engine RPM as the last stage of the hoist
cylinders begin to extend and then let the engine
go to low idle as the last stage reaches half-extension.
4. Release hoist lever as the last stage reaches full
extension.
R.H. WINDOW CONTROL SWITCH

This switch (7, Figure 5-4) is spring-loaded to the
OFF position.
Pushing the front of the switch raises the right side
cab window.
Pushing the rear of the switch lowers the window.
ENGINE SHUTDOWN SWITCH

This switch (8, Figure 5-4) is used for engine
shutdown by depressing this button and
holding it until engine stops.
5. After material being dumped clears the body,

lower the body to frame.
Refer to OPERATING INSTRUCTIONS, DUMPING,
Section 3, of the Operation and Maintenance Manual
for more complete details concerning this control
To lower body:
Use this switch to shutdown engine if engine does not shutdown by turning off keyswitch, or to
shutdown engine without turning off 24 VDC electric
circuits.
Move hoist lever forward to down position and release. Releasing the lever places hoist control valve in
the float position allowing the body to return to frame.
There is also a ground level engine shutdown switch

on the left front frame rail behind the ladder.
N5-8
N05044
OVERRIDE /FAULT RESET SWITCH
RETARD SPEED CONTROL (RSC) ADJUST DIAL
T h i s p u s h - b u t t on
switch (9, Figure 5-4)
is spring-loaded to the
OFF position.
When pushed in and
held, this switch may be used for several functions.
1. This switch permits the operator to override the
body-up limit switch and move the truck forward
when the Selector Switch is in Forward, the dump
body is raised, and the brakes are released.
Use of the override switch for this purpose is
intended for emergency situations only!
2. The push button deactivates the retard pedal
function when speed of truck is below 3 mph (4.8
kph).
3. The override switch is also used to reset an
electric system fault when indicated by a red
warning light (Refer to Instrument Panel And
Indicator Lights, Overhead Warning / Status
panel).
When the dial is rotated counterclockwise

toward this symbol, the truck will descend
a grade at lower speeds.
When the dial is rotated clockwise toward
this symbol, the truck speed will increase.
ALWAYS refer to the Grade/Speed decal in the
operators cab, and follow the recommendations for
truck operation. DO NOT exceed these recommended
MAXIMUM speeds when descending grades with a
loaded truck.
Throttle pedal position will override RSC setting. If
operator depresses throttle pedal to increase truck
speed, Dynamic Retarding will not come on unless
truck overspeed setting is reached or foot operated
retard pedal is used. When throttle pedal is released
and RSC switch is On, Dynamic Retarding will come
on at, or above, the RSC dialed speed and will adjust
truck speed to, and maintain, the dialed speed.
To adjust RSC control, pull switch (11) On and start
with dial (12) rotated toward fastest speed while driving
truck at desired maximum speed. Relax throttle pedal
to let truck coast and turn RSC Adjusting Dial slowly
counterclockwise until Dynamic Retarding is activated.
Dynamic Retarding will now be activated automatically
anytime the set speed is reached, the RSC switch is
On, and throttle pedal is released.
10, FIGURE 5-4 - BLANK

This position is not used for the
930E.
In some other truck models, this
position is used for an Engine Idle
Switch.
RETARD SPEED CONTROL (RSC)

OFF/ON SWITCH
"IN"
The Retard Speed Control Switch
(11, Figure 5-4) turns the system
OFF or ON. Push the knob
IN to turn OFF and pull the
knob OUT to turn the system
"OUT"
ON.
The RSC Adjust Dial (12, Figure 5-4) allows the operator to vary the downhill truck speed that the Retard
Speed Control system will maintain when descending
a grade. This function can be overridden by either the
accelerator, retard lever, or retard pedal.
"OFF"
"ON"
With RSC switch On and dial adjusted, the system

will function as follows: As truck speed increases to the
set speed and throttle pedal released, Dynamic Retarding will apply. As truck speed tries to increase, the
amount of retarding effort will automatically adjust to
keep the selected speed. When truck speed decreases, the retarding effort is reduced to maintain the
selected speed. If truck speed continues to decrease
to approximately 3 mph (4.8 kph) below set speed,
Dynamic Retarding will turn off automatically. If truck
speed must be reduced further, the operator can turn
the Adjust Dial to a new setting or depress the foot
operated retard pedal.
If the operator depresses the foot operated retard
pedal and the retard effort called for is greater than that
from the automatic system, the foot pedal retard will
override RSC.
N05044
N5-9
PSC DOWNLOAD PORT
TCI DOWNLOAD PORT
This connector (13, Figure 5-4) is for use by qualified

personnel to access diagnostic information for the
Propulsion System Controller (PSC).

personnel to access the Truck Control Interface (TCI)
diagnostic information and data.
ENGINE DIAGNOSTICS DOWNLOAD PORT
PASSENGER SEAT

personnel to access the diagnostic information for the
engine control system. (CENSE)
The Passenger Seat (16, Figure 5-4) is mounted on

top of the right hand portion of the Center Console
structure.
The area beneath the passenger seat provides a cabinet for various 24 VDC electrical components.
ENGINE CONTROL SYSTEM

This 9-PIN connector (17, Figure 5-4) is for use by
qualified personnel to access the diagnostic information for the Engine Control System. (QUANTUM)
N5-10
N05044
INSTRUMENT PANEL AND INDICATOR LIGHTS

CONTROL SYMBOLS
Many control functions are identified with International symbols that the operator should learn to recognize
immediately. The operator must understand the function and operation of each instrument and control. This
knowledge is essential for proper and safe operation of the machine.
The following symbols are general indicators and may appear in multiple locations and combinations on the instrument
panel.
This symbol may be used alone or

with another symbol. This symbol
identifies the Off position of a
switch or control.
This symbol when it appears on an

indicator or control identifies that
this indicator or control is NOT
used.
This symbol may be used alone or

with another symbol. This symbol
identifies the On position of a
switch or control.
This symbol identifies a rotary control or switch. Rotate the knob

clockwise or counterclockwise for
functions.
This symbol identifies the PushedIn position of a push-pull switch or

control.
This symbol identifies a switch

used to test or check a function.
Press the switch on the side near
the symbol to perform the test.
This symbol identifies the PulledOut position of a push-pull switch

or control.
INSTRUMENT PANEL (Figure 5-5)

The operator must understand the function and operation of each instrument and control. Control functions
are identified with International symbols that the
operator should learn to recognize immediately. This
knowledge is essential for proper and safe operation.
Items that are marked OPTIONAL do not apply to
every truck.
N05044
N5-11
FIGURE 5-5. PANEL GAUGES, INDICATORS, AND CONTROLS

1. Keyswitch
15. Right Turn Signal Indicator Light
2. Engine Shutdown Switch with Timer Delay
16. High Beam Headlight Indicator Light
3. Backup Light Switch (N./O.)
17. Left Turn Signal Indicator Light
4. Ladder Light Switch (3 - Way)
18. Digital Speedometer
5. Fog Light Switch (N./O.)
19. Voltmeter Gauge
6. Panel Illumination Light(s)
20. Engine Oil Pressure Gauge
7. Vent(s) - Cab Air Conditioner/Heater
21. Engine Water Temperature Gauge
8. Not used on 930E
22. Fuel Gauge
9. Rotating Beacon Light Switch (N./O.) (Optional)
23. AC Drive System Temperature
10. Heated Mirror Switch (N./O.) (Optional)
24. Engine Hourmeter
11. Not used on 930E
25. Hydraulic/Brake Oil Temperature
12. Wheel Brake Lock Switch (N./O.)
26. AC REST Switch
13. Parking Brake Switch (N./O.)
27. Headlights Switch (N./O.)
14. Digital Tachometer
28. Wiper / Washer Switch
29. Panel Illumination Lights Dimmer Rheostat
WIRE NUMBERS
1. 712/21PB/11S
2. 11S/11TD/11R
3. 712/47S/47L/710
4. 11L/48A/48B
5. 11L/48F
6. 49/710
7. N/A
8. 712/28E
9. 11L/11RB
10. 712/69M/SPR56/SPR57/SPR58
N5-12
11. 71/79M/SPR55/79H/72F/SPR54
12. 712BL/52B/39H/710/SPR59
13. 71/52C/21PB/21
14. 41TS/74X/74Z/710
15. 45R/710
16. 41H/710
17. 45L/710
18. 41TS/77/77A/710
19. 712D/710/49
20. 712D/31PS/710/49
21. 712D/31TS/710/49
22. 712D/38G/710/49
23. 15V/72MT/49/710
24. 11L/36
25. 15V/34BT/710/49
26. 710/72RQ
27. 11D/41L/41TS
28. High 66S/Low 66L/710/66P Park/
712W / Washer 66
29. 49/41TS
N05044
PANEL GAUGES, INDICATORS, AND CONTROLS (Figure 5-5)

KEY SWITCH
Normal Engine Shutdown
The key switch (1, Figure 5-5) is a three position (Off,

Run, Start) switch.
1. Stop truck. Reduce engine RPM to low idle. Place

Selector Switch in Neutral and apply Parking
Brake switch.
2. Place REST switch in On position (put drive
system in REST mode of operation). Refer to
discussion of REST SWITCH (26, Figure 5-5).
3. Allow engine to cool gradually by running at low
idle for 3 to 5 minutes or use the Engine Shutdown
with Timer Delay as described on the following
page.
4. With truck stopped and engine cooled down, turn
keyswitch counterclockwise to Off for normal
shutdown of engine. If engine does not shutdown
with keyswitch, use Engine Shutdown Switch on
center console (see Operator Controls section)
and hold this switch down until engine stops.
Starting
When the switch is rotated one position clockwise, it is
in the Run position and all electrical circuits (except
Start) are activated.
1. With Selector Switch in Neutral, rotate
keyswitch fully clockwise to Start position, and
hold this position until engine starts.
Start position is spring-loaded to return to Run
when key is released.
2. After engine has started, place REST switch in
Off position (de-activate the REST mode of
operation). Refer to discussion of REST SWITCH
(26, Figure 5-5).
Cold Weather Starting
Do not crank an electric starter for more than
30 seconds at a time.
Allow two minutes for cooling before attempting
to start engine again.
Severe damage to starter motor can result from
overheating.
N05044

6. Verify all the LINK VOLTAGE lights turn off within
5 minutes after the engine is shut down. (One is
located in cab, behind the operator seat, two
others are located in the access panel at the left
front corner of the electrical cabinet.) If lights
remain on, refer to Section E for additional
instructions and information.
keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly.
NOTE: A ground level shutdown switch is located on
lower front left side of truck.
N5-13
ENGINE SHUTDOWN SWITCH, with 5 Minute Idle

Timer delay
This switch (2, Figure 5-5) is a
3-position rocker-type switch
(Off-On-Momentary). The switch
activates a timer circuit that automatically shuts down the engine
after a 5 minute cooling period at
low idle.
3. Verify all the LINK VOLTAGE lights turn off within

5 minutes after the engine is shut down. (One is
located in cab, behind the operator seat, two
others are located in the access panel at the left
front corner of the electrical cabinet.) If lights
remain on, refer to Section E for additional
instructions and information.
Operation
1. Stop truck. Reduce engine RPM to low idle. Place
Selector Switch in Neutral (see OPERATOR
CONTROLS) and apply Parking Brake switch.
Place REST switch in On position (put drive
system in REST mode of operation). Refer to
discussion of REST SWITCH (26, Figure 5-5).
a. Press top of switch to the On (center position), then press firmly to the Momentary
(upper position) and hold briefly to activate the
5 Minute Idle Timer (switch is spring-loaded to
return to On position when released). At the
same time, while holding the Momentary
switch position, turn the keyswitch counterclockwise to the OFF position.
The engine WILL NOT SHUT DOWN if the

keyswitch is not turned OFF as described above.
NOTE: To cancel the 5 Minute Idle Timer sequence,
press Timer Delay Shutdown switch to the OFF (lower)
position.
If the keyswitch is in the OFF position, the engine
will stop.
If the keyswitch is in the ON position, the engine
will continue to run.
b. When the Engine Shutdown Timer has been
activated, the Timer Delay indicator light (C4,
Figure 5-6) in the overhead status panel will
illuminate to indicate that the shutdown timing
sequence has been started. The engine will
continue to run at Idle RPM for approximately
5 minutes to allow for proper engine cool-down
before stopping.
N5-14


keyswitch and lock cab to prevent possible unauthorized truck operation. Dismount truck properly.
MANUAL BACKUP SWITCH

The Manual Backup Switch (3,
Figure 5-5) allows backup lights to
be turned On providing added
visibility and safety when the Selector Switch (see Operator Controls) is not in REV position.
When the SWITCH is pressed toward the on position, the MANUAL BACK UP LIGHT indicator (B4, Overhead Panel,
Figure 5-6) will be illuminated.
LADDER LIGHT SWITCH
The switch (4, Figure 5-5) turns
the ladder lights On or Off after
or before using ladder. Pressing
the top of the rocker switch turns
the lights On. Pressing the bottom of the switch turns the lights
Off. Another switch is mounted
at the front left of truck near the base of ladder.
FOG LIGHTS (OPTIONAL)
Fog Lights (5, Figure 5-5) are optional equipment that are useful in
foggy conditions and heavy rain.
Pressing the top of the rocker
switch turns the lights On. Pressing the bottom of the switch turns
the lights Off.
N05044
PANEL ILLUMINATION LIGHTS
WHEEL BRAKE LOCK CONTROL
These lights (6, Figure 5-5) provide illumination for the

instrument panel. Brightness is controlled by the panel
light dimmer switch (28).
The Wheel Brake Lock (12, Figure 5-5)

should be used with engine running 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, stop the truck
using the foot-operated service brake pedal. When
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 Offsymbol.
CAB AIR CONDITIONER / HEATER VENTS

These Vents (7, Figure 5-5) are spherically mounted
and may be directed by the operator to provide the
most comfortable cabin air flow.
(8, Figure 5-5) NOT USED ON 930E
Use at shovel and dump only to hold truck truck in

position.
ROTATING BEACON LIGHT SWITCH (OPTIONAL)
The OPTIONAL Rotating Beacon
Light (9, Figure 5-5), is activated by
this rocker-type switch (if equipped)
when it is pressed toward the On
position.
HEATED MIRROR SWITCH

(OPTIONAL)
The OPTIONAL Heated Mirror (10,
Figure 5-5), is activated by this
rocker-type switch (if equipped)
when it is pressed toward the On
position.
Do not use this switch to stop truck, unless footoperated treadle valve is inoperative. Use of this
switch applies rear service brakes at full, unmodulated pressure!
Do not use brake lock for parking. With engine
stopped, hydraulic pressure will bleed down, allowing brakes to release!
PARKING BRAKE CONTROL
(11, Figure 5-5) NOT USED ON 930E
The Parking Brake (13, Figure 5-5) is spring

applied and hydraulically released. It is designed to hold a stationary truck when the
engine is shutdown and keyswitch is turned Off. The
truck must be completely stopped before applying the
parking brake, or damage may occur to parking brake.
To apply the parking brake, press the rocker switch
toward the On symbol. To release the parking brake,
press the rocker switch toward the Offsymbol. When
the keyswitch is On and Parking Brake switch is
applied, the Parking Brake indicator light (A3, Overhead Panel, Figure 5-6) will be illuminated.
NOTE: Do not use the parking brake at shovel or
dump. With keyswitch on and engine running, sudden shock caused by loading or dumping could cause
the systems motion sensor to RELEASE the park
brake.
N05044
N5-15
TACHOMETER
VOLTMETER
The tachometer (14, Figure 5-5) registers engine

crankshaft speed in hundreds of revolutions per minute (RPM).
Governed RPM (Cummins QSK60-C Engine):
Low Idle - 600 RPM
High Idle - 1900 RPM
Full Load - 1910 RPM
The voltmeter (19, Figure 5-5) indicates the voltage of the 24V battery
system. Normal indicated voltage at
high RPM is 27 to 28 volts with batteries in fully charged condition.
When keyswitch (10) is On and
engine is NOT running, voltmeter indicates battery charge condition.
RIGHT TURN SIGNAL INDICATOR
ENGINE OIL PRESSURE GAUGE
This light (15, Figure 5-5) illuminates to indicate the right turn signals are operating when the turn
signal lever on the steering column
is moved upward. Moving the lever
to its center position will turn indicator Off.
The engine oil pressure gauge

(20, Figure 5-5) indicates pressure
in the engine lubrication system in
pounds per square inch (psi).
Normal operating pressure
after engine warm up should be:
Idle - 20 psi (138 kPa) Minimum
Rated Speed - 45 to 70 psi (310 - 483 kPa)
HIGH BEAM INDICATOR

WATER TEMPERATURE GAUGE
The high beam indicator (16, Figure

5-5) when lit, indicates that the truck
headlights are on High beam. To
switch headlights to High beam,
push the turn indicator lever away
from steering wheel. For Low
beam, pull lever toward the steering
wheel.
The water temperature gauge (21,

Figure 5-5) indicates the temperature of the coolant in the engine
cooling system. The temperature
range after engine warm-up and
truck operating under normal conditions should be:
185-207F (85-97C)
LEFT TURN SIGNAL INDICATOR

This light (17, Figure 5-5) illuminates to indicate the left turn signals
are operating when the turn signal
lever on the steering column is
moved downward. Moving the lever
to its center position will turn indicator Off.
FUEL GAUGE
The fuel gauge (22, Figure 5-5) indicates how much diesel fuel is in the
fuel tank.
The fuel tank capacity is
1200 gallons (4542 liters).
SPEEDOMETER
The speedometer (18, Figure 5-5) indicates the truck
speed in miles per hour (MPH), or with OPTIONAL
speedometer, it may indicate truck speed in kilometers
per hour (KPH).
N5-16
N05044
AC DRIVE SYSTEM TEMPERATURE GAUGE

The AC Drive System Temperature
Gauge (23, Figure 5-5) indicates
the drive system temperature.
There are three colored bands:
Green; Yellow; and Red. Green indicates Normal operation.
Yellow indicates the system temperature is rising.
There is also an amber (yellow) temperature warning
light in the overhead panel (C5, Figure 5-6) that will
illuminate when the temperature exceeds a certain
level. When this condition occurs, the operator should
consider changing truck operation in order to reduce
system temperature.
If the AC Drive System Temperature should reach the
Red band, continued operation could damage components in the system.
REST SWITCH
The REST switch (26,
Figure 5-5) is a rocker
type switch with a locking
device for the OFF (left
side) position. When in
this position, a small black
tab must be pushed to the
left to unlock the switch before it can be depressed to
switch to the ON (right side) position. When in the ON
position, an internal amber lamp will illuminate. It
should be activated to de-energize the AC Drive
System whenever the engine is to be shutdown, or the
truck parked for a length of time with the engine
running.
The Selector Switch must be in neutral and the vehicle
not moving to enable this function. This will allow the
engine to continue running while the AC Drive System
is de-energized.
Safely stop truck, shutdown engine, and notify

maintenance personnel immediately.
HOURMETER
Activation of the REST switch alone does NOT
completely ensure that the Drive System is safe to
work on.
The hourmeter (24, Figure 5-5) registers the total number of hours the
engine has been in operation.
Refer to Safety Procedures, and check all LINKON, or LINK ENERGIZED, indicator lights to
verify the AC DRIVE system is DE-ENERGIZED
before before performing any maintenance on the
Drive System.
HYDRAULIC OIL
TEMPERATURE GAUGE
DO NOT ACTIVATE THE REST SWITCH WHILE

THE TRUCK IS MOVING!
The truck may unintentionally enter the REST
mode after stopping.
The Hydraulic Oil Temperature

Gauge (25, Figure 5-5) indicates oil
temperature in the hydraulic tank.
There are two colored bands:
Green, and Red.
Green indicates Normal operation.
Red indicates high oil temperature in the hydraulic
tank. Continued operation could damage components
in the hydraulic system. There is also a RED temperature warning light in the overhead panel (D5, Figure
5-6) that will illuminate when the temperature exceeds
a certain level.
If this condition occurs, the operator should safely stop
the truck, move Selector Switch to Neutral, apply the
Park Brake, and operate engine at 1200 - 1500 RPM
to reduce system temperature.
An amber (yellow) indicator light in

the overhead panel (B6, Figure 56) will illuminate when the REST
state has been requested and entered.
If temperature gauge does not move into the Green

range after a few minutes, and the RED overhead
indicator light does not go out, shutdown truck
and notify maintenance personnel immediately.
N05044
N5-17
LIGHT SWITCH
PANEL LIGHT DIMMER
The instrument panel lights, clearance lights, and the headlights are
controlled by this three position
rocker type switch (27, Figure 5-5).
Off is selected by pressing the
bottom of the switch. Press the top
of the switch until it reaches the first
detent to select the panel, clearance, and tail lights
only.
Press the top of the switch again, until it reaches the
second detent to select headlights, as well as panel,
clearance, and tail lights.
The Panel Light Dimmer Control

(29, Figure 5-5) is a rheostat which
allows the operator to vary the
brightness of the instruments and
panel lights.
Rotating knob to the full counterclockwise position
turns panel lights On to brightest condition.
Rotating knob clockwise continually dims lights
until Off position is reached at full clockwise
rotation.
WINDSHIELD WIPER and WASHER
The windshield wiper control switch

(28, Figure 5-5) is a four position
rotary switch with intermittent wiper
delay and wash feature.
Off position is the detented position when the knob

is rotated fully counterclockwise against the stop. The
intermittent wiper position is located between Off and
the first detent position, when rotating the knob clockwise.
Rotating the knob closer to the first detent position
decreases the time interval between wiper
strokes.
Rotate the knob clockwise to the first detent position for slow speed.
Rotate the knob to the second detent position for
fast speed.
To use the Windshield Washer,

press and hold the knob in to activate the windshield washer system.
N5-18
N05044
FIGURE 5-6. OVERHEAD STATUS / WARNING INDICATOR LIGHTS

Row /
Column
Indicator
Description
Indicator Color Wire Index
Row /
Column
Indicator
Description
Indicator Color Wire Index
A1*
Not Used
Red - 12FD/34TL
B1
Red - 12F/33A
C1
Low Accumulator Press.
Red - 12F/33K
D1
Not Used
Red - 12F/79V
E1
Low Brake Pressure
Red - 12F/33L
A2*
Red - 12MD/34LL
B2*
Not Used
Red - 12FD/SPR1
C2*
Amber - 12MD/31CB
A6
No Propel
Red - 12M/75NPI
B6*
Propel System @ Rest
Amber - 12MD/72PR
C6*
Propel System
Not Ready
Amber -12MD/72NR
D6*
Reduced
Propulsion System
Amber -12MD/72LP
E6*
Retard @
Continuous Level
Amber - 12MD/76LR
D2*
Hydraulic Oil Filter
Amber - 12MD/39
E2*
Low Fuel
Amber - 12MD/38
A3*
Park Brake Applied
Amber - 12MD/52A
B3*
Service Brake Applied
Amber - 12MD/44L
C3*
Body Up
Amber - 12MD/63L
D3*
Dynamic Retarding
Amber - 12MD/44DL
E3
STOP ENGINE
Red - 12M/509MA
A4*
Not Used
Amber - 12MD/SPR2
B4*
Manual Back-Up Lights
Amber - 12MD/47L
C4*
5 Min. Shutdown Timer
Amber - 12MD/23L1
D4*
Amber - 12MD/31R
E4*
CHECK ENGINE
Amber - 12MD/419
N05044
A5
No Power
Red - 12M/75-6PI
B5
Propulsion System
Warning
Amber - 12F/79WI
C5
Propulsion System
Temperature
Amber - 12F/34TW
D5
Hydraulic Oil
Temperature High
Red - 12F/34TGI
E5*
STOP ENGINE
Red - 12FD/528AL
SWITCHES
7
Hazard Lights (N.O.)
11L/45L/45R
Lamp Check (N.O.

Momentary)
33H/710
Note: Brightness for lamps marked * can be adjusted

using the dimmer control.
N5-19
STATUS / WARNING INDICATOR LIGHT SYMBOLS

AMBER (Yellow) color indicator lights alert the operator that the indicated truck function requires some
precaution when lighted.
RED color indicator lights alert the operator that the
indicated truck function requires immediate action by
the operator. Safely stop the truck and shut down the
engine.
DO NOT OPERATE THE TRUCK WITH A RED
WARNING LIGHT ILLUMINATED.
Refer to Figure 5-6 and the descriptions below for
explanations of the symbols.
Location of the symbols is described by rows (A-E) and
columns (1 - 6).
A1
Not Used
If the indicator light illuminates at higher truck

speed and high engine RPM, DO NOT OPERATE TRUCK.
If the low steering
warning light continues to illuminate
and the alarm continues to sound, low steering pressure is indicated. The remaining pressure in the accumulators allows the operator to control the truck to a
stop. Do not attempt further operation until the
malfunction is located and corrected.
C1. Low Accumulator Precharge Pressure
B1
RED
C1
Low Accumulator
Precharge Pressure
RED
D1
Not Used
E1
Low Brake Pressure
RED
A1. NOT USED

Not currently used. Reserved for future use or options.
B1. Low Steering Pressure
When the keyswitch is turned ON, the low steering
pressure warning light will illuminate until the steering
system hydraulic pressure reaches 2100 psi (14.7
MPa). The warning horn will also turn on, and both will
remain on, until the accumulator has been charged.
During truck operation, the low steering pressure
warning light and warning horn will turn sound if steering system hydraulic pressure drops below 2100 psi
(14.7 MPa).
If the light illuminates momentarily (flickers)
while turning the steering wheel at low truck
speed and low engine RPM, this may be consid-
N5-20
ered normal, and truck operation may continue.
The low accumulator precharge warning light, if illuminated, indicates low nitrogen precharge for the steering accumulator(s). To check for proper accumulator
nitrogen precharge, engine must be stopped and hydraulic system completely bled down; then turn
keyswitch to Run position. Warning light will NOT
illuminate if system is properly charged. The warning
light will flash if the nitrogen precharge within the
accumulator(s) is below 1100 45 psi (7585 310
kPa).
If low accumulator
precharge warning
light flashes, notify
maintenance personnel. Do not attempt further operation until the
accumulators have been recharged with nitrogen
to 1400 psi (9653 kPa). Sufficient energy for emergency steering may not be available, if system is
not properly charged.
D1. NOT USED
E1. Low Brake Pressure
This red indicator light indicates a malfunction within
the hydraulic brake circuit. If this light comes on and
buzzer sounds, shut down truck operation and
NOTE: Adequate hydraulic fluid is stored to allow the
operator to safely stop the truck.
N05044
A3
Parking Brake
AMBER
B3
Service Brake
AMBER
AMBER
C3
Body Up
AMBER
Hydraulic Oil Filter Monitor AMBER
D3
Dynamic Retarding
AMBER
E3
Stop Engine
RED
A2
B2
Not Used
C2
D2
E2
Low Fuel
RED
AMBER
A2. Low Hydraulic Tank Level
A3. Parking Brake
This warning light indicates the oil level in the hydraulic

tank is below recommended level. Damage to hydraulic pumps may occur if operation continues. Shut truck
down and notify maintenance personnel immediately.
This amber parking brake indicator will illuminate when

the parking brake is applied. Do not attempt to drive
truck with parking brake applied.
B3. Service Brake
B2. NOT USED

C2. Circuit Breaker Tripped
This light will illuminate if any of the circuit breakers in
the relay circuit control boards are tripped. The relay
circuit boards are located in the Electrical Interface
Cabinet.
NOTE: Additional circuit breakers are in the operator
cab behind the center console, however tripping of
these circuit breakers should not activate this light.
D2. Hydraulic Oil Filter Monitor
This amber service brake indicator light will illuminate

when the service brake pedal is applied or when wheel
brake lock or emergency brake is applied. Do not
attempt to drive truck from stopped position with service brakes applied, except as noted in Operating
Instructions, Starting On a Grade With a Loaded
Truck, Section 3, Operation and Maintenance Manual.
C3. Body Up
This amber Body Up indicator, when illuminated,
shows that the body is not completely down on the
frame. The truck should not be driven until body is
down and light is off.
This light indicates a restriction in the high pressure

filter assembly for either the steering or hoist circuit.
This light will come on before filters start to bypass.
Notify maintenance personnel at earliest opportunity
after light comes on.
NOTE: The filter monitor warning light may also illuminate after the engine is initially started if the oil is cold.
If the light turns off after the oil is warmed, filter
maintenance is not required.
This amber dynamic retarding indicator light illuminates whenever the retarder pedal (or retarder lever)
is operated, RSC (Retard Speed Control) is activated,
or the automatic overspeed retarding circuit is energized, indicating the dynamic retarding function of the
truck is operating.
E2. Low Fuel
E3. Stop Engine
This amber low fuel indicator will illuminate when the

usable fuel remaining in the tank is approximately 25
gallons (95 liters). A warning buzzer will also sound.
This RED engine monitor warning light will illuminate

if a serious engine malfunction is detected in the
electronic engine control system.
D3. Dynamic Retarding
Electric propulsion to the wheelmotors will be

discontinued.
N05044
N5-21
E3. Stop Engine (Continued)

Dynamic Retarding will still be available if needed
to slow or stop the truck.
A4
Not Used
B4
Manual Backup Lights
AMBER
Stop the truck as quickly as possible in a safe area

and apply parking brake.
C4
Engine Shutdown Timer 5 Minute Idle
AMBER
SHUT DOWN THE ENGINE IMMEDIATELY.

Additional engine damage is likely to occur if operation is continued.
D4

Indicator
AMBER
E4
Check Engine
AMBER
A few conditions that would cause the Stop Engine

light to illuminate are listed below:
Low Oil Pressure - Red warning light will illuminate, but engine does not shut down.
Low Coolant Level - Red warning light will illuminate, but engine does not shut down.
Low Coolant Pressure - Red warning light will
illuminate, but engine does not shut down.
High Coolant Temperature - Red warning light will
illuminate, but engine does not shut down.
A4. NOT USED

Reserved for future use or options.
B4. Manual Backup Lights

This amber indicator will illuminate when the manually
operated Manual Backup switch (3, Figure 5-5, Instrument Panel) is turned on.
C4. Engine Shutdown Timer - 5 Minute Idle
When the Engine Shutdown Timer switch (2, Figure
5-5, Instrument Panel) has been activated, this indicator light will illuminate to indicate that the shutdown
timing sequence has started.
Refer to Instrument Panel for operation of this switch.
D4. Retard Speed Control Indicator
This amber light is illuminated when the RSC switch
mounted on the console is pulled out to the On
position. The light indicates the retarder is active. It is
for feedback only and does not signal a problem.
E4. Check Engine
This amber Check Engine indicator will illuminate if
a malfunction is detected by the engine electronic
control system.
If this indicator illuminates, truck operation may
continue, but maintenance personnel should be
alerted as soon as possible.
N5-22
N05044
D5. HIGH HYDRAULIC OIL TEMPERATURE

A5
No Power
RED
This red warning light indicates high oil temperature in

the hydraulic tank. Continued operation could damage
components in the hydraulic system.
B5
Propulsion System
Warning
AMBER
C5
Propulsion System
Temperature
AMBER
If this condition occurs, the operator should safely stop

the truck, move Selector Switch to Neutral, apply the
Park Brake, and operate engine at 1200 - 1500 RPM
to reduce system temperature.
D5
High Hydraulic Oil

Temperature
RED
E5
Stop Engine
RED
A5. NO POWER
This red No Propel/No Retard indicator light indicates a fault has occurred which has eliminated the
retarding and propulsion capability. A warning buzzer
will also sound.
If this condition occurs, the operator should safely
stop the truck, move Selector Switch to Neutral,
apply the Park Brake, shutdown engine, and notify
B5. PROPULSION SYSTEM WARNING

When this amber indicator is illuminated, the light
indicates a No Propel or No Retard event may be
about to occur. It is intended to provide advance notice
of these events when possible. It does not require the
operator to stop the truck, but may suggest that truck
operation be appropriately modified, in case a red
alarm does occur.
C5. PROPULSION SYSTEM TEMPERATURE

This amber AC Drive System Temperature Warning
light indicates the drive system temperature is above
a certain level. When this condition occurs, the operator should consider modifying truck operation in order
to reduce system temperature. The operator is not
required to stop the truck at this time.
N05044
If temperature gauge (25, Figure 5-5) does not

move into the Green range after a few minutes, and
the RED overhead indictor light does not go out,
notify maintenance personnel immediately.
E5. Stop Engine

This red engine monitor warning light will illuminate if
a serious engine malfunction is detected in the electronic engine control system.
Electric propulsion to the wheelmotors will still be
available.
Dynamic retarding will still be available if needed
to slow the truck.
Stop the truck as soon as possible in a safe area

and apply the parking brake.
SHUT DOWN THE ENGINE immediately. Additional engine damage is likely to occur if operation
is continued.
An example of a condition that could cause the Stop

Engine light to illuminate:
If the governor senses an overspeed condition,
the ECM will close the fuel solenoid and stop the
flow of fuel to the engine until engine speed is
back within normal operating range.
N5-23
D6. REDUCED PROPULSION

A6
No Propel
RED
B6
Propel System @ Rest
AMBER
C6
Propel System
Not Ready
AMBER
The amber Reduced Propulsion light is used to indicate that the full AC Drive System performance in
propulsion is not available. At this time, the only event
that should activate this light is the use of Limp Home
Mode. This mode of operation requires a technician
to enable.
E6. RETARD AT CONTINUOUS LEVEL

D6
Reduced Propulsion
AMBER
E6
Retard At Continuous
Level
AMBER
The amber Retard Continuous light indicates the

retarding effort is at a reduced level. For a limited
period of time, the retarding effort can exceed this
level.
A6. NO PROPEL
The red No Propel light indicates a fault has occurred
which has eliminated the propulsion capability.
If this condition occurs, the operator should safely
stop the truck, move Selector Switch to Neutral,
apply the Park Brake, shutdown engine, and notify
B6. PROPEL SYSTEM @ REST

The amber Propel System @ REST light is used to
indicate that the AC Drive System is de-energized and
propulsion is not available. This light is activated when
the instrument panel REST switch is turned On and
the AC Drive System is de-energized.
The three LINK ENERGIZED lights (one on rear wall
of operator cab, and two on the deck-mounted control
cabinets) should NOT be illuminated at this time.
C6. PROPEL SYSTEM NOT READY

The amber PROPEL SYSTEM NOT READY indicator light functions during start-up much like the hourglass icon on a computer screen. This light indicates
the computer is in the process of performing the selfdiagnostics and set-up functions at start-up.
Propulsion will not be available at this time.
N5-24
N05044
HAZARD WARNING LIGHTS
LINK-ON WARNING LIGHT
The hazard warning light

switch (7, Figure 5-6) flashes
all the turn signal lights.
Pressing the bottom side of
the rocker switch (toward the
triangle) activates these
lights. Pressing the top side
of the rocker switch (toward
the OFF symbol) turns these lights off.
The LINK-ON, or LINK ENERGIZED, indicator light is located

next to the D.I.D. display panel behind the passenger seat and indicates the AC DRIVE system is
ENERGIZED.
The D.I.D. display panel is for use by maintenance
personnel only, and is located out of the operators field
of vision for that reason.
LAMP TEST SWITCH

The Lamp Test switch (8,
Figure 5-6) is provided to allow the operator to test the
indicator lamps prior to starting the engine. To test the
lamps, and the warning horn,
turn the key switch (1, Figure
5-5) to the Run position
and press the bottom side of
the rocker switch for the
Check position. All lamps
should illuminate, except those which are for Optional equipment that may not be installed. The warning horn should also sound. Any lamp bulbs which do
not illuminate should be replaced before operating the
truck.
Releasing the spring-loaded switch will allow the
switch to return to the Off position.
N05044
N5-25
NOTES
N5-26
N05044
SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . .
Service Capacities . . . . . . . . . . . . . .
Hydraulic Tank Service (Filling Instructions)
Coolant Level Check . . . . . . . . . . . . .
Radiator Filling Procedure . . . . . . . . . .
Cooling System Recommendations . . . . .
LUBRICATION CHART . . . . . . . . . . . .
10 Hours . . . . . . . . . . . . . . . . . . .
50 Hours . . . . . . . . . . . . . . . . . . .
100 Hours . . . . . . . . . . . . . . . . . . .
250 Hours . . . . . . . . . . . . . . . . . . .
500 Hours . . . . . . . . . . . . . . . . . . .
1000 Hours . . . . . . . . . . . . . . . . . .
2500 Hours . . . . . . . . . . . . . . . . . .
5000 Hours . . . . . . . . . . . . . . . . . .
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LINCOLN AUTOMATIC LUBRICATION SYSTEM . . . . . . . . .

System Components . . . . . . . . . . . . . . . . . . .
System Operation . . . . . . . . . . . . . . . . . . . .
General Instructions . . . . . . . . . . . . . . . . . . .
Lubricant Required . . . . . . . . . . . . . . . . . .
System Priming . . . . . . . . . . . . . . . . . . .
System Checkout . . . . . . . . . . . . . . . . . . . . .
24 VDC Solid State Timer Checkout & Adjustment . . .
Injectors & Adjustment . . . . . . . . . . . . . . . . . .
Pump Cycle ("Flasher") Timer, Installation & Adjustment
Pressure Switch . . . . . . . . . . . . . . . . . . . . .
Pressure Reducer Adjustment . . . . . . . . . . . . . .
Troubleshooting Chart . . . . . . . . . . . . . . . . . . . .
Preventative Maintenance Procedures . . . . . . . . . . . .
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. P3-1
. P3-1
. P3-3
. P3-4
. P3-4
. P3-4
. P3-4
. P3-5
. P3-6
. P3-8
. P3-8
. P3-10
. P3-11
. P3-14
P01015 03/01
Index
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P2-1
P2-1
P2-1
P2-2
P2-2
P2-2
P2-3
P2-4
P2-6
P2-7
P2-8
P2-10
P2-11
P2-12
P2-12
P1-1
NOTES
P1-2
Index
P01015 03/01
LUBRICATION AND SERVICE

Preventive Maintenance will contribute to the long life
and dependability of the 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 Truck Lubrication Specifications Chart
(page P2-2). For detailed service requirements for
specific components, refer to the SERVICE MANUAL
section for that component (i.e. Section H for Suspensions, Section L for Hydraulic System, etc.).
Refer to manufacturers service manual when servicing any components of the General Electric System.
Refer to engine manufacturers service manual when
servicing the engine or any of its components.
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.
The 930E Truck is equipped with a Lincoln Automatic
Lubrication System. The initial setup for this system
provides for nominal amounts of lubricant to be delivered to each serviced point. The lubrication injectors
can be adjusted to vary the amount of lubricant delivered. In addition, the timer for lubrication intervals is
normally adjustable. For adjustments to these devices,
consult the Lincoln Automatic Lubrication System in
this section.
HYDRAULIC TANK SERVICE

There are two sight gauges on the side of the hydraulic
tank. With engine stopped, keyswitch off, hydraulic
system bled down and body down, oil should be visible
in the top sight gauge. If hydraulic oil is not visible in
the top sight gauge, add oil as follows:
Adding Oil
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 only.
All oil being put into the hydraulic tank should be
filtered through 3 micron filters.
1. With engine stopped, keyswitch Off, hydraulic
system bled down and body down, check to see
that hydraulic oil is visible in the top or lower sight
gauge.
2. If hydraulic oil is not visible in the lower sight
gauge, remove the tank fill cap and add clean,
filtered C-4 hydraulic oil (Lubrication Chart, Lube
Key B) until oil is visible in the top sight gauge.
3. Replace fill cap.
4. Start engine. Raise and lower the dump body three
times.
5. Repeat steps 1 through 4 until oil is maintained in
the top sight gauge with engine stopped, body
down, and hydraulic system bled down.
930E SERVICE CAPACITIES

Crankcase:
(including lube oil filters).
Liters
U.S.
Gallons
Cummins QSK-60C Engine
280
74
Cooling System:
Cummins QSK-60C Engine
594
157
1325
350
76
20
4542
1200
Hydraulic System:
Refer to Hydraulic Tank Service.
Wheel Motor Gear Box
(each side)
Fuel Tank (Diesel Fuel Only)
P02034
Lubrication and Service
P2-1
COOLANT LEVEL CHECK

Inspect the coolant sight gauge. If coolant cannot be
seen in the sight gauge, it is necessary to add coolant
to the cooling system before truck operation. Refer to
the procedure below for the proper filling instructions.
RADIATOR FILLING PROCEDURE
Cooling System is pressurized due to thermal expansion of coolant. DO NOT remove radiator cap
while engine and coolant are hot. Severe burns
may result.
COOLING SYSTEM
ANTI - FREEZE RECOMMENDATIONS
(Ethlyene Glycol Permanent Type Anti-Freeze)
Percentage of
Protection
Anti-Freeze
To
10
+23F
5C
20
+16F
9C
25
+11F
11C
30
+ 4F
16C
35
3F
19C
40
12F
24C
45
23F
30C
50
34F
36C
55
48F
44C
60
62F
52C
Use only anti-freeze that is compatible with engine as
specified by engine manufacturer.
1. With engine and coolant at ambient temperature,

remove radiator cap.
Note: If coolant is added using the Wiggins quick
fill system, the radiator cap MUST be removed
prior to adding coolant.
2. Fill radiator with proper coolant mixture (as specified by the engine manufacturer) until coolant is
visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge, repeat
steps 1 through 4. Any excess coolant will be
discharged through the vent hose after the engine
reaches normal operating temperature.
Engine coolant must always be visible in the sight
gauge before truck operation.
P2-2
P02034
P02034
P2-3
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 operators 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:______________Hour Meter___________
Name of Service person___________________
NOTE: Lube Key references are to the Lubrication
Specification Chart.
10 HOUR LUBRICATION AND

MAINTENANCE CHECKS
1. FAN DRIVE AND TURBOCHARGERS Check for leaks, vibration or unusual noise.
Check alternator and fan belts for proper tension,
condition and for alignment.
COMMENTS
INITIALS
2. RADIATOR - Check coolant level and fill with

proper mixture as shown in Cooling System Recommendation Chart. Refer to Engine Manual for
proper coolant additives.
3. ENGINE - Check oil level.
Refer to engine manufacturers service manual for
oil recommendations. (Lube Key A).
Inspect exhaust piping for security.
4. FUEL FILTERS (Fuel Separators) - Drain water
from bottom of each filter housing.
5. HYDRAULIC TANK - Check oil level in tank, add
if necessary. Refer to Hydraulic Tank Service.
Oil should be visible in sight glass. - DO NOT
OVERFILL. Lube Key B.
6. FUEL TANK - Fill as required.
7. BATTERIES (Not Shown) - Check electrolyte level
and add water if necessary.
8. AIR CLEANERS (Not Shown) - Check air cleaner
vacuum gauges in operator cab. Service air cleaners if gauge(s) show maximum restriction as follows:
Cummins QSK-60C Engine: 25 in. H2O vacuum.
Refer to Section C for air cleaner element servicing instructions. (Be certain to reset the restriction
indicator using the Reset Button after element
replacement.)
Empty air cleaner dust caps.
P2-4
P02034
10 HOUR (DAILY) INSPECTION

(continued)
COMMENTS
9. WHEELS AND TIRES -
INITIALS
a. Inspect tires for proper inflation and wear.

b. Inspect for debris embedded in cuts or tread.
c. Inspect for damaged, loose, or missing wheel
mounting nuts or studs.
12. BODY-UP SWITCH (Not Shown) Clean sensing area of any dirt accumulation and
check that wiring is intact.
13. CAB AIR FILTER (Not Shown) - Under normal
operating conditions, clean every 250 hours. In
extremely dusty conditions, service as frequently
as required. Clean filter element with mild soap
and water, rinse completely clean and air dry with
maximum of 40 psi (275 kPa). Reinstall filter.
14. AUTOMATIC LUBE SYSTEM a. Check grease reservoir; fill as required.
Lube Key D.
b. Inspect system and check for proper operation.
Be certain the following important areas are
receiving adequate amounts of grease. Lube
Key D.
Steering Linkage Final Drive Pivot Pin Rear Hydrair Suspension Pin Joints Upper & Lower
Body Hinge Pins Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends
15. COOLING AIR DUCTWORK Inspect ductwork from blower to rear drive case to
be certain that ductwork is secure and undamaged
and there are no cooling air restrictions.
P02034
P2-5
50 HOUR LUBRICATION AND MAINTENANCE CHECKS

Truck Serial Number_______________________
Site Unit Number__________________________
Date:___________Hour Meter______________
Name of Service person______________________
COMMENTS
INITIALS
MOTORIZED WHEELS - Check for correct oil level.

Refer to G.E. Motorized Wheel Service & Maintenance
Manual for lubrication specifications.
* The following checks are required only after the

initial hours of operation (such as: new truck commissioning, or a new/rebuilt component installation),
check:
*1. FUEL FILTERS - Change the Fuel Filters (Fuel
Separators).
Refer to the engine manufacturers maintenance
manual for fuel filter replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS Replace filter elements only, after the initial 50 and
250 hours of operation; then at each 500 hours of
operation thereafter.
*3. FAN DRIVE ASSEMBLY - Check the torque for
the six fan mounting capscrews - 175 ft.lbs.
(237 N.m).
P2-6
P02034
Truck Serial Number_______________________

Site Unit Number__________________________
Date:___________Hour Meter______________
Name of Service person______________________
100 HOUR LUBRICATION AND

MAINTENANCE CHECKS
* These checks are required only after the initial
hours of operation (such as: the commissioning
of a new truck, or after a new or rebuilt component
installation), check:
COMMENTS
INITIALS
*1. HYDRAULIC SYSTEM FILTERS Replace filter elements only, after the initial 100
and 250 hours of operation; then at each 500
hours of operation thereafter.
P02034
P2-7

Maintenance for the 10 hour Lubrication and Maintenance Checks should also be carried out at this time.
Truck Serial Number _______________________

Site Unit Number __________________________
Date:____________Hour Meter_______________
Name of Service person____________________
COMMENTS
INITIALS
1. ENGINE - Refer to Cummins Operation & Maintenance manual for complete specifications regarding engine lube oil specifications.
NOTE: If engine is equipped with the CENTINEL* oil
system, engine oil and filter change intervals are extended beyond 250 hours. Refer to Cummins Operation & Maintenance manual for specific oil & filter
change intervals.
a. Change engine oil. Lube Key A.
b. Replace lube oil filters.
NOTE: When installing spin-on filter elements,
follow the instructions as specified by the filter
manufacturer. The tightening instructions are
normally printed on the outside of the filter. Do
not use a wrench or strap to tighten filter
elements.
c. Check the fan belt tension.
Refer to Cummins Operation & Maintenance
manual for specific fan belt adjustment instructions.
2. FUEL FILTERS - Change the Fuel Filters (Fuel
Separators).
Refer to Cummins Operation & Maintenance manual for specific fuel filter replacement instructions.
* The CentinelTM system is a duty-cycle-dependent

lubrication management system whereby oil is
blended with the fuel and extension of oil change
intervals can occur.
(CONTINUED NEXT PAGE)
P2-8
P02034
250 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)

3. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS Add one or two applications of grease to each
grease fitting. Check that each bearing of the
cross & bearing assembly is receiving grease.
Lube Key D.
COMMENTS
INITIALS
4. COOLING SYSTEM a. Check cooling system for proper coolant mixture. Add coolant mixture as required.
b. COOLANT FILTERS - Change coolant filters.
Refer to engine manufacturers maintenance
manual for coolant filter replacement instructions and proper coolant mixture instructions.
5. REAR WHEEL MOUNTING - Using a mirror on a
long rod and a flashlight, inspect where possible,
all inner and outer wheel mounting nuts/studs for
any evidence of looseness, damage, or missing
hardware.
If wheel mounting nuts/studs must be secured or
replaced, the outer wheel must be removed for
access. Refer to Section G, for these procedures.
6. REAR AXLE HOUSING - Check the rear axle
housing for fluid leaks by removing the two drain
plugs on the bottom of the axle housing. If fluid is
present, the cause must be found and corrected
before releasing truck to operation.
7. STEERING LINKAGE - Check torque on pin retaining nuts (steering linkage), 525 ft.lbs. (712
N.m). Check torque on tie rod retaining capscrews, 310 ft.lbs. (420 N.m).
8. MAGNETIC PLUG - Remove magnetic plug from
front wheel covers and inspect for debris. Clean
the plug and perform any necessary repairs.
* These checks are required only after the first 250
hours of operation (such as: the commissioning
of a new truck, or after a new or rebuilt component
installation), check:
*9. HYDRAULIC SYSTEM FILTERS Replace filter elements only after the initial 250
hours of operation; then at each 500 hours of
operation thereafter.
Check oil level. Add oil as necessary.
Lube Key B.
*10. MOTORIZED WHEEL GEAR CASE - Refer to the
G.E. planned maintenance manual and specific
motorized wheel shop manual.
P02034
P2-9

Maintenance for every 10, 50, & 250 hour Lubrication
and Maintenance Checks should also be carried out
at this time.
Truck Serial Number _____________________

Site Unit Number ________________________
Date:____________Hour Meter_____________
COMMENTS
INITIALS
1. FINAL DRIVE CASE BREATHERS - Remove

breather elements for motorized wheels and clean
or replace elements.
2. HYDRAULIC SYSTEM FILTERS - Replace tank
breathers and high pressure filter elements.
Check oil level. Add oil as necessary. Lube Key
B.
3. HYDRAIR SUSPENSION - Check for proper
piston extension (front and rear).
4. THROTTLE AND BRAKE PEDAL (Not Shown) Lubricate treadle roller and hinge pins with lubricating oil. Lift boot from mounting plate and apply
a few drops of lubricating oil between mounting
plate and plunger.
5. HOIST LIMIT SWITCH (Not Shown) - Check operation. Clean and adjust as necessary.
6. HOIST ACTUATOR LINKAGE (Not Shown) Check operation. Clean, lubricate, and adjust as
necessary.
7. PARKING BRAKE (Not Shown) Refer to Section J, Parking Brake, Maintenance
and perform the inspection recommended.
P2-10
P02034
1000 HOURS LUBRICATION AND

MAINTENANCE CHECKS
Maintenance for every 10, 50, 250, & 500 hour Lubrication and Maintenance Checks should also be carried
out at this time.

Site Unit Number ________________________
Date:____________Hour Meter_____________
COMMENTS
INITIALS
1. HYDRAULIC TANK - Drain hydraulic oil and clean

inlet strainer. Refill tank with oil, approximate capacity 250 gal. (947 l). Use Lube Key B.
2. RADIATOR - Clean cooling system with a quality
cleaning compound. Flush with water.
Refill system with anti-freeze and water solution.
Check Cooling System Recommendation Chart
for correct mixture. Refer to engine manufacturers manual for correct additive mixture.
3. FUEL TANK - Remove breather and clean in
solvent. Dry with air pressure and reinstall.
4. OPERATORS SEAT - Apply grease to slide rails.
Use Lube Key D.
5. AUTOMATIC BRAKE APPLICATION - Check that
brakes are automatically applied when hydraulic
brake pressure decreases below specified limit.
Refer to Section J, Brake Checkout procedure.
6. AUXILIARY BLOWER - Apply a few pumps of
grease to auxiliary blower bearings. There are two
grease zerks (1, Figure 4-1) located on auxiliary
blower (2).
FIGURE 4-1. AUXILIARY BLOWER

1. Grease Zerk
2. Auxiliary Blower
P02034
P2-11

Site Unit Number ________________________
Date:____________Hour Meter_____________
2500 HOUR MAINTENANCE CHECKS
COMMENTS
INITIALS
COMMENTS
INITIALS
MOTORIZED WHEELS - Drain and replace gear oil.

Refer to G.E. Motorized Wheel Service & Maintenance
Manual for lubrication specifications. Lube Key C.
5000 HOUR MAINTENANCE CHECKS

AIR CLEANERS - Clean the Donaclone Tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean tubes. Refer to
the service manual.
NOTE: Do not use a hot pressure washer or high
pressure air to clean tubes, hot water/high pressure
causes pre-cleaner tubes to distort.
P2-12
P02034
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 930E, these components (valves and pump)
are mounted on the right side front bumper in front of
the upright frame support (View A-A, Figure 3-2).
System Components
The system is comprised of these basic elements plus
the necessary hoses and lube lines:
1. Hydraulically Powered Reciprocating Cylinder
and Pump (1 & 5, Figure 3-1).
Pump Specifications:
16:1 Pressure Ratio.
NOTE: The theoretical ratio of this pump is 16:1
MAXIMUM, depending on the application and
variable internal friction. The actual ratio may
be less, but should be at least 10:1.
Input Pressure: 300-3000 p.s.i. (2068 - 20685 kPa)
input Flow : 1.0 g.p.m. (3.8 l/min.)
Maximum Hydraulic Temperature: 210F (98.8C)
Output Pressure: 3500 p.s.i. (24132 kPa) MAX.
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
24VDC power source.
FIGURE 3-1. TYPICAL AUTO LUBE SYSTEM

1. Pump Cylinder
2. Cyl. Pressure Gauge
3. Valve Body Assy.
4. Orifice Assembly
5. Pump Assembly
6. Cannister/Reservoir
7. Pump Cycle Timer

8. Solenoid Valve, SV2
9. Solenoid Valve, SV1
10. Press. Reducing Valve
11. Vent Valve Assy.
2. Combination Valve Body (3, Figure 3-1) includes:

a. 24VDC Solenoid Valves (SV1 & SV2) are used
as directional valves that are integrated with the
hydraulically operated pump. The controls are
designed to insure maximum flow rates within
the specified operating temperature range.
Solenoid Valve SVI (9) controls hydraulic fluid
pressure flow through the pressure reducing
valve and on to the vent valve.
Solenoid Valve SV2 (8) directs the hydraulic
fluid to the hydraulic cylinder which operates
the grease pump.
P03012 03/01
b. Pressure Reducing Valve:

The 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
p.s.i. (2069 kPa), but may be adjusted lower.
c. The Cylinder Pressure Gauge (2): indicates
hydraulic fluid pressure going to the hydraulic
pump cylinder after passing through the pressure reducing valve.
d. Orifice Assembly (4): delivers metered hydraulic pressure from the pressure reducing valve
to the top of the vent valve assembly.
This fitting should be connected to the top of
the Vent Valve assembly (11) with a high pressure 1/4 in. hose.
Lincoln Automatic Lube System

Reciprocating Pump
P3-1
FIGURE 3-2. 930E AUTO LUBE INSTALLATION

1. Grease Pump/Cylinder
2. Cyl. Pressure Gauge
3. Press. Reg./Sol. Valve
4. Electrical Harness
5. Hyd. Pressure Supply
6. Hyd. Return to Tank
7. Reservoir / Cannister
P3-2
8. Grease Supply Line

9. Pressure Switch, N/C
2,000 psi (13 790 kPa)
10. Vent Valve Assy.
11. Lube Injectors (each side)
12. Rear Lube Injectors
13. R.H. Top Suspension
14. R.H. Lower Susp.

21. L.H. Bottom Hoist Cyl.
15. R.H. Body Pivot Pin
22. L.H. Top Hoist Cyl.
16. R.H. Top Hoist Cyl.
23. L.H. Body Pivot Pin
17. R.H. Bottom Hoist Cyl. 24. L.H. Lower Suspension
18. R.H. Anti-Sway Bar
25. L.H. Top Suspension
19. Rear Axle Pivot Pin
26. Grease Supply
20. L.H. Anti-Sway Bar

Reciprocating Pump
P03012 03/01
3. Pump Cycle Timer (7, Figure 3-1) also called a

Flasher timer, because it contains an LED that
illuminates when there is power going to SV2):
The Pump Cycle Timer mounts on SV2 solenoid
and generates a timed pulse signal to control the
reciprocating cycle rate of the grease pump.
4. Grease Reservoir: For the 930E, the Cannister or

Reservoir (6, Figure 3-1) is mounted on the right
side front bumper in front of the upright frame
support (View A-A, Figure 3-2).
The reservoir has an approximate capacity of 50
lbs. (23 kg) of grease.
5. Vent Valve (11, Figure 3-1 or 10, Figure 3-2):

With the vent valve closed, the pump continues to
cycle until maximum pressure is achieved. As this
occurs, the vent valve opens and allows the
grease pressure to drop to 0, so the injectors can
recharge for their next output cycle.
6. 24 VDC Solid State System Timer (Not Shown):

The Solid State System Timer 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).
7. Pressure Switch (N/C 2000 psi [13 790 kPa]):

(9, Figure 3-2) opens the 24 volt supply to the
pump cycle timer, when the grease line pressure
exceeds this limit.
NOTE: Depending on truck model, the specific
pressure at which this switch opens, may vary.
Therefore, all references in this coverage to
the specific N/C 2000 psi [13 790 kPa] pressure switch would also change.
Refer to the truck Parts catalog for a specific
switch installation.
8. Injectors (11 & 12, Figure 3-2): each injector delivers a controlled amount of pressurized lubricant
to a designated lube point. Refer to Figure 3-2 for
locations.
System Operation:
1. During truck operation, with the pump and timer
systems in a rest state, a preset time interval
occurs.
2. The solid state system timer sends out a 24 VDC
signal to energize SV1, causing it to open.
3. As SVI opens, the resulting hydraulic fluid pressure
flows through the pressure reducing valve closing
the vent valve and also flows on to SV2.
4. The pressure reducing valve lowers hydraulic fluid
pressure to the operating range of the hydraulic
pump [maximum pressure 300 p.s.i. (2069 kPa)].
5. 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.
6. 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.
7. With the vent valve closed, the pump continues to
cycle until lubricant pressure rises to 2,000 psi (13
790 kPa) and the injectors have metered grease
to the points of lubrication.
8. If system pressure rises above 2000 psi (13 790
kPa), the N/C pressure switch will open until the
timed cycle is complete and the solid state system
timer terminates the 24VDC signals to SV1 and
SV2. (See NOTE: below step 11.)
9. As SV2 is de-energized the pump stops cycling.
10. As SV1 is de-energized, the hydraulic fluid stops
flowing to the pressure reducing valve and the vent
valve allowing it to open.
11. As the vent valve opens, the grease pressure drops
to zero (0), so the injectors can recharge for their
next output cycle.
NOTE: When the N/C pressure switch opens, SV2 is
de-energized causing the pump to stop; however, until
the timed cycle is complete, SV1 remains energized,
keeping the vent valve closed and holding pressure in
the grease line. If the grease line pressure now drops
to where the switch closes again, the pump will restart
to hold grease line pressure, but the injectors will not
recharge.
12. The system is now at rest, ready for another lube
cycle and the sequence repeats itself.
P03012 03/01

Reciprocating Pump
P3-3
GENERAL INSTRUCTIONS
Lubricant Required for System
Refer to Lubrication Chart, for correct lubricant specifications.
1. Above 90F (32C) - Use NLGI No.2 multipurpose
grease (MPG).
2. -25 to 90F (-32 to 32C) - Use NGLI No. 1 MPG.
3. Below -25F (-32C) - Refer to local supplier for
extreme cold weather lubricant requirements.
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 reprime the system to eject all
entrapped air.
NOTE: To run the grease pump when priming the lube
system, connect a jumper wire between the ignition
and solenoid posts on the solid state timer.
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 stated maximum working
pressure of the pump, or of the lowest rated
component in the system.
* 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.
* Make sure all fluid connections are securely
tightened before using this equipment.
1. Fill lube reservoir with lubricant, if necessary.
* Always read and follow the fluid manufacturers

recommendations regarding fluid compatibility, and the use of protective clothing and
equipment.
2. Remove plugs from all injector manifold dead ends

and supply lines.
* Check all equipment regularly and repair, or

replace, worn or damaged parts immediately.
3. Run grease pump until grease flows from any one

plug opening in the system. Replace plug in this
opening.
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.
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.
System Checkout
To check system operation (not including timer), proceed as follows:
1. Lift the passenger seat and connect a jumper wire
between SOL terminal and LUBE SW terminal
on the 24 VDC solid state lube timer.
Turn keyswitch "ON". Pump should operate.
NOTE: If terminal post identification on the solid state
timer is not legible, refer to Figure 3-7 for terminal
positions.
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 overpressurizing 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 manual.
Annual inspection by the factory authorized warranty
and service center is recommended.
2. Keep jumper wire connected until the pump stalls.

3. Disconnect jumper wire. System should vent.
Turn keyswitch "OFF".
P3-4

Reciprocating Pump
P03012 03/01
24 VDC Solid State Timer Check
24 VDC Solid State Timer Adjustment
To check the solid state timer operation without waiting

for the normal timer setting, proceed as follows:
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 the Selector knob (3, Figure 3-3) to the desired
position .
1. Remove 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.
2. Adjust timer to 5 minute interval setting.
3. The timer should cycle in five minutes if the truck
is operating.
NOTE: If the timer check is being made 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. Insure timer ground connection is clean and
tight.
b. Using a Volt-Ohm meter, read the voltage between positive and negative posts on the solid
state timer with the truck keyswitch "ON".
Normal reading should be 18-26 VDC, depending upon whether or not the engine is running.
FIGURE 3-3. SOLID STATE TIMER ADJUSTMENT

1. Timer
3. Timer Selector
2. Red LED (Light Emitting Diode)
indicates pump solenoid is "ON".
NOTE: Set timer by turning the Selector knob (3) to the
2.5 minute setting point. Then, turn the Selector clockwise, one detent at a time, to the desired setting, or
until the maximum limit of eighty minutes is reached.
The solid state timer is a sealed unit, do not attempt

disassembly.
P03012 03/01

Reciprocating Pump
P3-5
Injectors (SL-1 Series " H")

Injector Specifications
a. 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.
b. Injectors are available in banks of two, three,
four and five as well as single replacement
units.
c. Injector output is adjustable:
Maximum output = 0.08 in3 (1.31 cc).
Minimum output = 0.008 in3 (0.13 cc).
d. Operating Pressure:
Minimum - 1850 psi (12 755 kPa)
Maximum - 3500 psi (24 133 kPa)
Recommended - 2500 psi (17 238 kPa)
Maximum 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
(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)
P3-6

Reciprocating Pump
P03012 03/01
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 (relieved at the pump).
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).
Injector is now ready for the next cycle.
P03012 03/01

Reciprocating Pump
P3-7
Pump Cycle Timer (Flasher Timer):

The Pump Cycle Timer mounts on SV2 solenoid and
generates a timed pulse signal to control the reciprocating cycle rate of the grease pump.
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.
Pump Cycle Timer (Flasher Timer) Adjustment:

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.
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.
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.
Pressure Switch, 2,000 psi (13 790 kPa)

Normally Closed (N.C.)
This lube circuit incorporates a 2,000 psi (13 790 kPa)
N.C. pressure switch that opens the 24 volt supply to
the flasher timer and switching solenoid, SV2. When
this occurs, the grease pump stops stroking, but the
vent valve remains closed until the 24 VDC solid state
lube timer has reached the end of its cycle.
FIGURE 3-5. PUMP CYCLE TIMER

1. Adjustment Screw
2. Red Light (Indicates

Timer Has Turned On)
Between the time the pressure switch opens and the

lube timer completes its cycle, the pump cylinder still
has oil pressure supplied to it; but it remains at the end
of its stroke and does not switch. This period in time is
easily identified, as the LED on the flasher timer stops
flashing and remains Off. Also, the oil pressure gauge
no longer fluctuates, but remains steady.
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.
P3-8

Reciprocating Pump
P03012 03/01
FIGURE 3-6. HYDRAULIC SCHEMATIC FOR AUTOMATIC LUBE

1. Grease Pump Cylinder 5. Combination Valve
2. Grease Pump
(Pressure Reducing &
3. Grease Reservoir
Solenoid Valves)
4. Vent Valve
6. Solenoid (SV2)
7. Pressure Reducer
8. Solenoid (SV1)
12. Hydraulic Supply
9. Gauge (Cyl. Press.)
13. Hyd. Tank (Return)
10. Pressure Switch, N/C 14. Injectors
2,000 PSI (13 790 kPa)
11. Orifice Assembly
FIGURE 3-7. TYPICAL ELECTRICAL HOOKUP FOR AUTOMATIC LUBE

1. Timer Assembly
3. Keyswitch*
5. Timer (solid State)
2. Combination Valve
4. Relay
6. Solenoid (SV1)
(Pressure Reducing &
7. Solenoid (SV2)
Solenoid Valves)
* Keyswitch (3) must be closed ("ON") to energize the Timer (1).
P03012 03/01

Reciprocating Pump
8. Battery (24 V)
9. Cycle Timer
10. Pressure Switch, N/C
2,000 PSI (13 790 kPa)
P3-9
Pressure Reducer Adjustment:

NOTE: Steering accumulator pressure is necessary to
power the lube system for this procedure.
6. Reconnect the wire (step 1) to the grease pressure

switch.
7. Verify that the following events occur in this order:
While engine is running, and/or accumulators are

charged, exercise extreme care while working in
the vicinity of the grease pump!
Stay clear of moving engine parts and do not
loosen/disconnect any pressure fittings or hoses.
To set the Pressure Reducing Valve:
1. With engine stopped and steering accumulator
pressure bled down, disconnect one wire from the
N/C grease pressure switch (9, Figure 3-2, View
A-A; or 10, Figure 3-6).
2. Install a pressure gauge (0 5,000 psi [34 475
kPa]) in the grease line downstream from the
pressure switch. (The injector block on the right
hand frame rail, just forward of the front suspension support would be a convienent location.
See 11, Figure 3-2, Detail D.)
3. Start the truck engine. When steering and brake
pressures have stabilized, stop the engine with the
emergency stop switch on the center console to
prevent accumulators from bleeding down.
4. Lift the passenger seat and connect a jumper wire
between SOL (wire 68A) and LUBE SW, on the
24 VDC solid state lube timer.
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.
c. The LED atop of SV2 extinguishes, but pressure
remains on the pressure gauge. At this time the
pump should also stop - hoses stop pulsing and
pump goes quiet. Pressure on grease pressure
switch should stabilize at 2,000 psi (13 790
kPa). See also NOTE below step 9.
8. Turn the battery isolator Off, then verify the
following:
a. The pressure on the oil pressure gauge drops
to zero (0).
b. The pressure on the grease pressure gauge
drops to zero (0).
c. All of the injectors reset (indicator pin up)
9. Turn the key switch Off and remove jumper wire
(step 4) from lube solenoid and remove pressure
gauge (step 2).
NOTE: If the pump appears to keep pumping and
grease pressure reaches the stall out pressure (2,000
psi [13 790 kPa]), or alternatively cuts out early, the
pressure switch may need to be replaced.
5. Adjust the pressure reducing valve (7, Figure 3-6)

until the pressure gauge (installed at step 2) indicates 2,000 psi (13 790 kPa) grease pressure.
P3-10

Reciprocating Pump
P03012 03/01
TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center. When submitting
equipment to be repaired, be sure to state the nature of the problem and indicate if a repair cost estimate is required.
POSSIBLE CAUSES
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 intial 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.
P03012 03/01

Reciprocating Pump
P3-11
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.
P3-12

Reciprocating Pump
P03012 03/01
POSSIBLE CAUSES
TROUBLE: Timer Turns On At Intervals Two (2) To Ten (10) 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.
P03012 03/01
Refer to Timer Adjustment and re-adjust timer or replace timer.

Reciprocating Pump
P3-13
Preventative Maintenance Procedures

The following maintenance procedures should be used
to insure proper system operation.
4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
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 (11, Figure 3-2).
a. Repair or replace all worn / broken feed line
hoses.
b. 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 (11, Figure 3-2).
a. Repair or replace all worn / broken feed line
hoses.
b. 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 (11, Figure 3-2, typical).
a. Repair or replace all worn / broken supply lines.
b. 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.
5. System Checkout
a. Remove all SL-1 injector cover caps to allow
visual inspection of the injector cycle indicator
pins during system operation.
b. Start truck engine.
c. Lift the passenger seat and connect a jumper
wire between SOL (Wire 68A) and LUBE SW
on the 24VDC solid state timer (Figure 3-7).
The hydraulic grease pump should operate.
d. Keep the jumper wire connected until the pump
stalls out at 2000 PSI. (Refer to NOTE: following
step 7, page 3-3, regarding pressure switch.)
e. 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.
f. 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 pressure in the system
should drop to zero venting back to the grease
reservoir.
g. With the system vented, check all of the SL-1
injector indicator pins.
All of the pins should be visable.
NOTE: Refer to the system troubleshooting
chart, if the injectors are not working properly.
Replace or repair injectors, if defective.
h. Reinstall all injector cover caps.
i. Check timer operation.
a. Fill reservoir if low.
With engine running, lube system should activate within 5 minutes. The system should build
2000PSI within 25-40 seconds.
b. Check reservoir for contaminants.

Clean, if required.
c. Check that all filler plugs, covers and breather
vents on the reservoir are intact and free of
contaminants.
P3-14
It is good practice to manually lube each bearing

point at the grease fitting (Zerk, Figure 3-4) provided on each Injector. This will indicate if there
are any frozen or plugged bearings, and will help
flush the bearings of contaminants.
j. If the system is working properly, the machine

is ready for operation.
k.If the system is malfunctioning, refer to the troubleshooting chart in the service manual.

Reciprocating Pump
P03012 03/01
SECTION Q
ALPHABETICAL INDEX
A
Abbreviations, Propulsion System . .
Accelerator Pedal . . . . . . . . . . .
Accumulator, Steering . . . . . . . .
Accumulator, Brake . . . . . . . . . .
AC Drive System Electrical Checkout
AID System . . . . . . . . . . . . . .
Air Cleaners . . . . . . . . . . . . . .
Air Conditioning System . . . . . . .
Component Service . . . . . . . . .
Alarm Indicating Device (AID) . . . .
Alternator, 24VDC (240 Amp) . . . .
Alternator, Propulsion . . . . . . . . .
Antifreeze Recommendations . . . .
Anti-sway Bar . . . . . . . . . . . . .
Automatic Lubrication System . . . .
Axle, Rear . . . . . . . . . . . . . . .
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E2-41
E2-51
. L6-2
J3-22
. E3-1
. D3-3
. C5-1
. M9-1
. M9-1
. D3-3
M13-1
. C4-1
. P2-2
. G4-4
. P3-1
. G4-1
B
Batteries . . . . . . . . . . .
Maintenance and Service .
Battery Charging System . .
General Description . . . .
Troubleshooting . . . . . .
Battery Control Box . . . . .
Battery Disconnect Switches
Battery Equalizer . . . . . .
Bearing, Wheel
Front, Installation . . . . .
Front, Adjustment . . . . .
Bleeddown Manifold Valve .
Body, Dump . . . . . . . . .
Body Guide . . . . . . . . .
Body Pad . . . . . . . . . .
Body-Up Retention Cable .
Body-Up Switch . . . . . . .
Brake Accumulators . . . .
Q01028 04/01
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. D2-1
. D2-1
M13-3
M13-3
M13-3
. D2-3
. D2-4
. D2-5
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. G3-7
. G3-7
. L6-1
. B3-1
. B3-4
. B3-3
. B3-4
D3-13
J3-22
Brake Circuit . . . . . . . . . . . . . .
Bleeding Procedures
Service Brakes . . . . . . . . . . .
Parking Brake . . . . . . . . . . .
Checkout Procedure . . . . . . . . .
Failure Modes Checkout Procedure
Troubleshooting . . . . . . . . . . .
Brake Disc Wear Indicator . . . . . .
Brake, Parking . . . . . . . . . . . . .
Brake Seal Assembly, Rear . . . . . .
Brake Seal Gap Adjustment (Rear) .
Brakes, Wet Disc . . . . . . . . . . .
Brake Valve . . . . . . . . . . . . . .
Test and Adjustment . . . . . . . . .
. . . . J2-1
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J5-14
. J7-6
. J4-5
. J4-6
. J4-9
. J5-2
. J7-1
J5-11
J5-10
. J5-1
. J3-1
J3-10
C
Cab . . . . . . . . . . . . . . . . . . . . .
Capacities, Service . . . . . . . . . . . .
Charging Procedure
Brake Accumulators (Hydraulic Cabinet)
Brake Accumulators (Frame Mounted) .
Steering Accumulators . . . . . . . . .
Suspensions . . . . . . . . . . . . . . .
Checkout Procedures
Brake Apply Circuit . . . . . . . . . . .
Brake Cooling Circuit . . . . . . . . . .
Data Sheet (Hydraulic System) . . . . .
Electrical Propulsion System . . . . . .
Hoist Circuit . . . . . . . . . . . . . . .
Steering Circuit . . . . . . . . . . . . . .
Circuit Breaker Chart . . . . . . . . . . .
Center Console . . . . . . . . . . . . . .
Control Cabinet, Electrical . . . . . . . .
Cooling System, Engine . . . . . . . . . .
Cooling System, Disc Brakes . . . . . . .
Cylinders
Hoist . . . . . . . . . . . . . . . . . . .
Steering
Removal . . . . . . . . . . . . . . . .
Repair . . . . . . . . . . . . . . . . . .
Alphabetical Index
. N2-1
. P2-1
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J3-25
J3-29
. L6-5
H4-1
. . J4-1
. L10-6
L10-13
. E2-1
. L10-6
. L10-1
. D3-15
. N5-7
. E2-47
. C3-1
. . L2-6
. L8-12
. G3-10
. L6-10
Q1-1
D
Decks . . . . . . . . . . . . . . . . . .
Diagnostic Information Display (DID)
Fault Codes . . . . . . . . . . . . .
Diode Board . . . . . . . . . . . . . .
Differential Pressure Switch . . . . .
Dual Relay Valve . . . . . . . . . . .
Dump Body . . . . . . . . . . . . . . .
Dump Procedure, Disabled Truck . .
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B2-3
E2-5
E2-5
D3-8
J3-18
J3-15
B3-1
L8-20
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D3-6
E2-1
R1-1
C4-6
C4-3
A2-3
E
Electrical Interface Cabinet . . . .
Electrical Propulsion Components
Electrical System Schematic . . .
Engine . . . . . . . . . . . . . . .
Engine/Alternator Mating . . . . .
Engine Specifications . . . . . . .
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F
Fan, Heater . . . . . . . . . . .
Filters, Hydraulic . . . . . . . . .
5 Minute Idle Timer . . . . . . .
Flow Amplifier . . . . . . . . . .
Flushing, Hydraulic System . . .
Front Suspension, HYDRAIR II
Front Tires and Rims . . . . . .
Front Wheel Hub and Spindle .
Fuel Tank . . . . . . . . . . . . .
Vent . . . . . . . . . . . . . . .
Gauge Sender . . . . . . . . .
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. N4-4
. . L9-1
. D3-1
. . L6-6
L10-10
. H2-1
. G2-2
. G3-1
. B4-1
. B4-3
. B4-3
HYDRAIR II Suspensions
Front . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . .
Oil and Nitrogen Specifications
Hydraulic System
Disc Brake Cooling System . .
Filters . . . . . . . . . . . . . .
Hoist Pump . . . . . . . . . . .
Strainers . . . . . . . . . . . . .
Schematic . . . . . . . . . . . .
Steering/Brake Pump . . . . . .
System Flushing . . . . . . . .
Tank . . . . . . . . . . . . . . .
Troubleshooting
Hoist Pump . . . . . . . . . .
Steering System . . . . . . .
. . . . . . H2-1
. . . . . . H3-1
. . . . . . H4-6
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. L2-6
. L9-1
. L3-1
L3-15
. R1-1
L6-12
L10-10
L3-14
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L3-13
L6-23
I
Indicator Lights . . . . . . . . . . . . . . . N5-11
Instrument Panel . . . . . . . . . . . . . . N5-11
L
Ladders . . . . . . . . . . . . .
Load Testing . . . . . . . . . .
Lubrication and Service . . . .
Lubrication Chart . . . . . . . .
Lubrication System, Automatic
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. B2-2
E3-26
. P2-1
. P2-3
. P3-1
M
Metric Capscrews, Torque Chart . . . . . . A5-2
Metric Conversion Chart . . . . . . . . . . . A5-6
G
Grille, Hood & Ladders . . . . . . . . . . .
B2-2
N
Nitrogen Specifications
. . . . . . . . . . . H4-6
H
Heater/Air Conditioner . . . . .
Actuators . . . . . . . . . . . .
Coil . . . . . . . . . . . . . . .
Fan Motor and Speed Control .
Hoist Circuit Operation . . . . .
Hoist Limit Switch . . . . . . . .
Hoist Pilot Valve . . . . . . . . .
Hoist Cylinders . . . . . . . . . .
Hoist Relief Valve (Adjustment)
Hoist Valve . . . . . . . . . . . .
Hood . . . . . . . . . . . . . . .
Hub, Wheel . . . . . . . . . . . .
Q1-2
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N4-2
N4-4
N4-3
N4-4
. L7-1
D3-14
. L8-9
L8-12
L10-7
. L8-1
B2-2
G3-1
O
Oiling and Charging Procedure,
Operator Cab Controls . . . . .
Optional Equipment
Air Conditioning System . . .
Alternator, 24VDC, 240 AMP
Fire Control System . . . . .
Fuel, Quick Fill . . . . . . . .
Payload Meter II . . . . . . .
Overhead Display Panel . . . .
Alphabetical Index
Susp.. . . . H4-1
. . . . . . . N5-1
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. M9-1
M13-1
. M2-1
. M5-1
M20-1
N5-19
Q01028 04/01
P
Parking Brake . . . . . . . . . . . . .
Pedal
Accelerator . . . . . . . . . . . . .
Retarder . . . . . . . . . . . . . . .
Service Brake . . . . . . . . . . . .
Plates, Warning and Caution . . . . .
Portable Test Unit (PTU) . . . . . . .
Power Module . . . . . . . . . . . . .
Power Train . . . . . . . . . . . . . .
Engine/Alternator Mating . . . . . .
Engine . . . . . . . . . . . . . . . .
Pressure Control Adjustment, Pump
Propulsion System Controller (PSC)
Checkout Procedure . . . . . . . .
Pump, Hoist System . . . . . . . . .
Pump, Steering/Brake System . . . .
. . . . J7-1
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E2-51
E2-51
. J3-3
. A4-1
. E3-4
. C2-1
. C4-1
. C4-3
. C4-6
L10-2
. E2-3
E3-18
. L3-1
L6-12
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. C3-1
. G4-1
. H3-1
. G2-3
. D3-9
E2-51
. G2-6
. B3-5
Spindle, Front Wheel Hub . . . . . . . . .

Starter Disconnect Relay . . . . . . . . .
Status/Warning Indicator Lights . . . . .
Steering
Accumulator Charging Procedure . . .
Column . . . . . . . . . . . . . . . . . .
Circuit Checkout and Adj. Procedure . .
Control Valve . . . . . . . . . . . . . . .
Cylinders . . . . . . . . . . . . . . . . .
Troubleshooting . . . . . . . . . . . . .
Strainer, Hydraulic Tank . . . . . . . . . .
Suspension, HYDRAIR II
Front . . . . . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . . . . . . .
Switch
Accumulator (Low Precharge Warning)
Differential Pressure . . . . . . . . . . .
Steering Pressure . . . . . . . . . . . .
R
Radiator . . . . . . . . . . . . .
Rear Axle . . . . . . . . . . . .
Rear HYDRAIR II Suspension
Rear Tire and Rim . . . . . . .
Relay Boards . . . . . . . . . .
Retarder Pedal, Electronic . . .
Rims . . . . . . . . . . . . . . .
Rock Ejectors . . . . . . . . . .
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S
Safety Rules . . . . . . . . . . . . . . . .
Software Functions, PSC . . . . . . . . .
Starter, 24VDC (Refer to Engine Service
Seal Assemblies, Gap Adjustment
Front Wheel . . . . . . . . . . . . . . .
Rear Wheel . . . . . . . . . . . . . . .
Seat, Operator . . . . . . . . . . . . . .
Service Capacities . . . . . . . . . . . .
Solenoid
Bleeddown . . . . . . . . . . . . . . . .
Special Tools . . . . . . . . . . . . . . .
Specifications
HYDRAIR II Oil . . . . . . . . . . . .
HYDRAIR II Nitrogen . . . . . . . . .
Hydraulic Oil . . . . . . . . . . . . . . .
Lubrication Chart . . . . . . . . . . . .
Truck Specifications . . . . . . . . . . .
Q01028 04/01
. . A3-1
. E2-30
Manual)
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. G3-9
J5-10
. N4-1
. P2-1
. . L4-3
. . M8-1
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H4-6
H4-6
P2-1
P2-3
A2-3
. G3-1
. D2-3
. N5-20
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. L6-5
N5-1
L10-1
. L5-1
L6-10
L6-23
L3-15
. H2-1
. H3-1
. . L4-5
. J3-18
. . L4-3
T
Tank
Fuel . . . . . . . . . . . . .
Hydraulic . . . . . . . . . .
Tie Rod . . . . . . . . . . . .
Tires and Rims
Front . . . . . . . . . . . .
Rear . . . . . . . . . . . . .
Toe-In Adjustment . . . . . .
Tools, Special . . . . . . . .
Torque Tables
Metric Capscrews . . . . .
Standard . . . . . . . . . .
12-Point Capscrews (Grade
Troubleshooting
Air Cleaner . . . . . . . . .
Brake System . . . . . . .
Hoist Pump . . . . . . . . .
Steering Circuit . . . . . . .
Truck Control Interface (TCI)
Checkout Procedure . . . .
. . . . . . . . B4-1
. . . . . . . . L3-14
. . . . . . . . G3-9
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G2-2
G2-3
G3-12
M8-1
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9) . . . . . .
A5-2
A5-1
A5-2
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C5-5
. J4-8
L3-13
L6-23
E2-4
E3-12
U
Unloader Valve, Adjustment
Alphabetical Index
. . . . . . . . L10-2
Q1-3
V
Valves
Bleeddown Solenoid . . . . . . . . .
Brake . . . . . . . . . . . . . . . . .
Dual Relay . . . . . . . . . . . . . .
Flow Amplifier . . . . . . . . . . . .
Hoist . . . . . . . . . . . . . . . . .
Hoist Pilot . . . . . . . . . . . . . .
Hoist Relief, Adjustment . . . . . . .
Pressure Compensator, Adjustment
Steering Control . . . . . . . . . . .
Unloader, Adjustment . . . . . . . .
Q1-4
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. L4-3
. J3-1
J3-15
. L4-6
. L8-1
. L8-9
L10-7
L10-2
. L5-1
L10-2
Weights (Truck) . . . . . . . . . . . . . .
Wheel Bearing Adjustment
Front Wheel . . . . . . . . . . . . . . .
Front Wheel Bearing Seal Adjustment
Wheel Hub and Spindle . . . . . . . . .
Wheel Motors . . . . . . . . . . . . . . .
Wheels and Tires
Front . . . . . . . . . . . . . . . . . . .
Rear . . . . . . . . . . . . . . . . . . .
Window Service, Cab . . . . . . . . . .
Windshield Washer . . . . . . . . . . . .
Windshield Wiper . . . . . . . . . . . . .
Alphabetical Index
. . A2-4
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G3-7
G3-9
G3-1
G5-4
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G2-2
G2-3
N2-7
N3-2
N3-1
Q01028 04/01
SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC BRAKE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . HH341
HYDRAULIC SUPPLY & BRAKE COOLING SCHEMATIC (w/HUSCO VALVE) . . . . . . . . HH347
ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EG9625
R01046
930E Schematics
with Cummins QSK60 Series Engine
R1-1
NOTES
R1-2
930E Schematics
with MTU/DDC 4000 Series Engine
R01046

CEBD006500 Shop Manual

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Unsafe use of this machine may cause serious injury or death.

This ALERT symbol is used with the signal words,

DANGER identifies a specific potential hazard

WARNING identifies a specific potential hazard

CAUTION is used for general reminders

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . .

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . .

ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

KOMATSU MODEL 930E Dump Truck

TRUCK COMPONENT DESCRIPTION & SPECIFICATIONS . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND TRUCK OPERATION

WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7-1

MAJOR COMPONENT DESCRIPTION

The 930E Dump Truck is an off-highway, rear dump

The Operators Cab has been engineered for operator

AC Induction Traction Motorized Wheels

HYDRAIRII suspension cylinders located at each

Major Component Description

930E MAJOR COMPONENTS

Major Component Description

AC ELECTRIC DRIVE SYSTEM

Hoist & Brake Cooling Pump: . . . . Tandem Gear

BATTERY ELECTRIC SYSTEM

Major Component Description

STANDARD DUMP BODY*

Not to exceed 1,100,000 lbs. (498 957 kg), including

OVERALL TRUCK DIMENSIONS

Major Component Description

Read and follow all safety precautions. Failure to do so may result

CLOTHING AND PERSONAL PROTECTIVE ITEMS

General Safety and Operating Instructions

LEAVING THE OPERATORS SEAT

MOUNTING AND DISMOUNTING

FIRE PREVENTION FOR FUEL AND OIL

Keep flame away from flammable fluids.

Stop the engine and do not smoke when refueling.

Tighten all fuel and oil tank caps securely.

Refueling and oiling should be made in well ventilated areas.

General Safety and Operating Instructions

PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES

To prevent hot water from spurting out:

To prevent hot engine oil from spurting out:

ASBESTOS DUST HAZARD PREVENTION

NEVER use compressed air for cleaning.

Use water for cleaning to keep down the dust.

Use an approved respirator if 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 WHEN USING ROPS

PRECAUTIONS FOR ATTACHMENTS

General Safety and Operating Instructions

PRECAUTIONS DURING OPERATION

Be sure a fire extinguisher is present and working.

Do not operate the machine near any flame.

PREPARING FOR OPERATION

VENTILATION FOR ENCLOSED AREAS