COMPONENT CODE 08

PARTS & SERVICE REF NO. AA02084B

DATE February 11, 2003
NEWS (C) Page 1 of 29
This Parts & Service News supersedes the previous issuance, AA02084A, dated November 8, 2002. AA02084A should be discarded.

SUBJECT: WHEEL MOTOR INSPECTION GUIDELINES

PURPOSE: Inform the field of the proper inspection and repair guidelines for wheel motor
transmissions.
APPLICATION: Komatsu Electric Drive Dump Trucks:
930E: 32604 thru 32816, A30019, A30026 thru A30120;
930E-2: A30012, A30098, A30100, A30121 & Up
FAILURE CODE: 0800FC
DESCRIPTION: Complete descriptions of various causes of wheel motor transmission failures.

Timely and proper inspections of GDY85 wheel motor components is essential for longevity of the
GDY85 wheel motor. A mandatory inspection of the sun pinion gear must be performed every 500 oper-
ational hours on all models of the GDY85 wheel motor (GDY85B and GDY85D are standard gear ratio
wheel motors, and the GDY85C and GDY85E are low gear ratio wheel motors). The optimum time for
sun pinion gear inspection is during a scheduled Preventative Maintenance (PM) operation. Records of
all sun pinion gear inspections must be kept.

Based on inspection findings, resulting actions could include the following: no action, replacement of
inspected components, low speed carrier assembly replacement, or wheel motor replacement. These
guidelines are intended to prevent large scale failures that could occur if no inspection process was insti-
tuted.

The GDY85B and GDY85D wheels have a 3,500 operational hour mandatory sun pinion gear replace-
ment. The GDY85C and GDY85E wheel motors have a 10,000 operational hour mandatory sun pinion
gear replacement interval.

NOTE: A flow chart is located at the end of this bulletin to help aid in sun gear and transmission inspec-
tion and repair. Also included are forms for documenting oil sampling analysis and wheel motor inspec-
tions and repairs. The forms should be kept with all other records concerning truck maintenance.

Oil Sample Analysis

Spectrographic oil analysis results should be examined prior to the actual sun pinion gear inspection. The
trends of element parts per million (ppm) or sudden ppm element changes can estimate the present condi-
tion of the wheel motor and also predict the immediate future of the mechanical components within the
wheel motor.

While examining oil sample history, the most important characteristic to look for is a rapid increase in the
presence of an element in the oil such as iron (Fe). Rapid changes in element content indicate that a com-
ponent(s) may be deteriorating. In many cases oil analysis can help detect which component may be dete-
riorating and the cause of the failure.
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Oil sampling must be done every 250 hours of operation. The sample must be taken within a half an hour
of truck shut down and within an hour of actual truck operation. Oil samples that are not taken under this
stipulation will not convey an accurate measurement of wheel motor condition.

When taking an oil sample, it is important to position one of the magnetic plugs in the six o’clock posi-
tion on the wheel. Oil samples should be taken from this plugged hole using a flexible tube that is 18
inches (457 mm) in length. The tube must be inserted downward exactly 12 inches (305 mm) toward the
bottom of the torque tube.

When a sample is extracted from the wheel motor and placed in a clear bottle, the appearance, as well as
odor of the oil should be inspected. Note any burning smells or other odors typical of fatigued or contam-
inated oil. Check the oil for cloudiness, large particles, and filming. Any of these conditions indicate a
problem.

A gradual rise of elements between oil samples is normal. Only when a sharp increase occurs is there evi-
dence that a mechanical failure is imminent. Levels of elements that indicate mechanical stress differ
from element to element. Additionally, oil sampling criteria established for each element may differ at
each mine site due to factors such as uphill or downhill hauling, grades, and speeds.

Elements for the wheel motor that can be detected with oil analysis are iron (Fe), chromium (Cr), nickel
(Ni), copper (Cu), silicon (Si), phosphorus (P), zinc (Zn), and calcium (Ca). Monitoring and plotting lev-
els of these elements should aid in identifying operational status of the wheel motor. Rapid changes or
high levels of these elements are indicators that problems exist in the mechanical components.

In addition to the various elements, the additive package in synthetic oils must be monitored. Becasue
these additives will degrade over time, they must be monitored and replenished when content falls below
manufacturer’s specifications.

As stated above, some guidelines for analyzing oil samples can be given, but specific levels should be
established at the operating mine site. The element type, maximum ppm, maximum spike allowable
between 250 hour interval oil samples, oil sample indicators, and possible causes and actions are listed in
the following charts. These charts provide basic guidelines for analysis of oil sampling information.

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ELEMENT SPECIFICATION CHARTS

IRON: Keeping iron levels at a reasonable level through proper filtering will help prevent subsequent
bearing damage due to oil contamination. Any unusual increase in the iron level from one sample to the
next should be reviewed closely since a spike in iron alone could be an indication of a developing gearing
problem. Proper oil analysis trending for each wheel will aid in determinining what is, or is not, an
"unusual" increase . If a "spike" in iron level occcurs, follow the actions detailed below.

Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If iron levels are high and other "Soft" iron contamination. Sources are likely to
200 elements are slightly elevated: be casting material.
Iron (Fe) 600
If iron levels are high and other "Hard" iron contamination. Sources are likely
100
elements ppm's are rising rapidly: to be bearing, gears, etc.

Action: A sun pinion and magnetic plug inspection should be done immediately. The magnetic plugs
should be inspected for metal chips and shavings. The sun pinion and low speed planet gears should be
inspected for wear or spalling per GE Transportation Systems AC Wheel (GDY85) Transmission Gear
Use Criteria. If the low speed planet gears fail to meet the inspection criteria the wheel should be
removed, disassembled, and gears replaced. If the low speed planet gears meet the re-use criteria, but the
sun pinion fails to meet the reuse criteria, then replace the sun pinion. Once the sun pinion has been
replaced drain the oil and replace with fresh oil. This wheel should then be monitored closely and
replaced if the iron level spikes again.

CHROMIUM: At most mines the chrome readings will run between 0 and 10 ppm. A spike in iron often
accompanies a dramatic chormium increase. A spike in chromium is an indicator of a possible bearing
failure.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Chromium If chromium is high and iron is high: A bearing failure is likely in progress.
10 7
(Cr)
Action: The oil should be resampled immediately and a gear train inspection completed. If the resam-
pling of the oil shows high chrome, the wheel should be removed from service, disassembled, and the
bearings and gears inspected.

NICKEL: A spike in nickel normally indicates gear or baring wear. Normally the nickel level runs below
10 ppm. A spike in chromium often accompanies a spike in nickel.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If nickel is high and iron is high or rising: Nickel is likely from one or more of the gears.
Nickel (Ni) 10 5

Action: This could indicate a condition such as gear tooth pitting or spalling. The oil should be resampled
immediately and a gear train inspection completed. If the resampling of the oil shows high nickel and
chromium, the wheel should be removed from service, disassembled, and the bearings and gears
inspected.

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COPPER: Normally the copper readings at most mines will run below 50 ppm. When a spike occurs it
is normally an indicator of thrust washer wear. The thrust washers are made of bronzeand some wear is
expected by design. A spike in copper is often accompanied by an increase in lead, since the thrust wash-
ers contain both copper and lead.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If copper is high with iron high: High iron will produce high copper from the thrust
15
washers and bearings.
Copper (Cu) 50 If copper is high with other elements A thrust washer is rapidly wearing with the likely cause
20 low: of the sun pinion gear thrusting inboard or outboard.

Action: This often indicates a normal wear condition such as minor thrust washer wear. It can also be an
indicator of bearing wear. If bearing wear is a concern review the chromium readings in conjunction with
the copper readings. If both the copper and chromium readings spike; remove the wheel from service,
disassemble the wheel, and inspect the bearings. If the only elevated reading is that of copper or lead;
remove the sun pinion and check the outer thrust washer for wear. If the outer thrust washer has worn less
than the depth of the oil lubricating grooves then reassemble the sun pinion, filter the oil and continue to
monitor. If the outer thrust washers have worn more than the depth of the oil lubricating grooves then
replace the outer thrust washers, reassemble the sun pinion, filter the oil and continue to monitor.

SILICON:
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
20 If silicon is high with other elements high: High wear of components.
Silicon (Si) 50 If silicon is high with other elements low: Dirt has entered the drive train. Flush wheel
25
motor.

Action: Flush the wheel motor and monitor element levels.

PHOSPHORUS:
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Phosphorus If phosphorus, zinc, and calcium are Hydraulic oil has entered the drive train.
400 150
(P) high:

Action: If the oil viscosity is below the 53 cSt at 100º C (212º F) or 588 cSt at 40º C (104º F) condemning
limit, the oil should be resampled immediately. If the resampling still shows a spike in phosphorus and
low viscosity, remove the wheel, disassemble, and replace the internal brake seals. The oil removed from
a low viscosity wheel should be disposed of and not reused under any circumstances. If the oil viscosity is
above 53 cSt at 100º C (212º F) or 588 cSt at 40º C (104º F) then monitor the wheel for any further
changes in viscosity.

ZINC: This element is part of the additive package in hydraulic fluid. A spike in zinc is often an indica-
tor of an internal hydraulic oil leak. A corresponding spike in calcium often accompanies a spike in zinc.
When these two elements increase proportionally, a hydraulic oil leak is, most likely, the cause. The
extent of the leak will determine the correct course of action.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
Zinc (Zn) 75 40 If zinc, phosphorus, and calcium are high: Hydraulic oil has entered the drive train.
25 If zinc is high without high calcium and High mechanical wear of components is
phosphorus: occurring.

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Action: If zinc and calcium increase proportionally then look at the oil viscosity. If the oil viscosity is
below the 53 cSt at 100º C (212º F) or 588 cSt at 40º C (104º F) condemning limit, the oil should be resa-
mpled immediately. If the resampling still shows a spike in calcium and low viscosity remove the wheel,
disassemble, and replace the internal brake seals. The oil removed from a low viscosity wheel should be
disposed of and not reused under any circumstances. If the oil viscosity is above 53 cSt at 100º C (212º F)
or 588 cSt at 40º C (104º F) then monitor the wheel for any further changes in viscosity.

CALCIUM: This element is part of the additive package in hydraulic fluid. A spike in calcium is often
an indicator of an internal hydraulic oil leak. A corresponding spike in zinc often accompanies a spike in
calcium. When these two elements increase proportionally, a hydraulic oil leak is, most likely, the cause.
The extent of the leak will determine the correct course of action.
Element Max ppm Max spike Indications of oil samples Possible cause of elevated ppm's
If calcium, zinc, and phosphorus are Hydraulic oil has entered the drive train.
Calcium (Ca) 40 20 high:

Action: If calcium and zinc spike, then look at the oil viscosity. If the oil viscosity is below the 53 cSt at
100º C (212º F) or 588 cSt at 40º C (104º F) condemning limit, the oil should be resampled immediately.
If the resampling still shows a spike in calcium and low viscosity remove the wheel, disassemble, and
replace the internal brake seals. The oil removed from a low viscosity wheel should be disposed of and
not reused under any circumstances. If the oil viscosity is above 53 cSt at 100º C (212º F) or 588 cSt at
40º C (104º F) then monitor the wheel for any further changes in viscosity.

To fully utilize oil sampling analysis, complete information should be kept with the truck. Necessary
information includes: the truck identification number at the mine site, truck serial number, side of truck
the wheel motor is on, dates when wheel motors are changed (include serial numbers of wheels), the type
of oil, viscosity of the oil, sample date, hours on wheel, hours on oil, and element count. Refer to the chart
below. Information in this format can be easily sent to equipment manufactures and gives required infor-
mation to analyze the results of oil samples. Separate records for each wheel motor should be kept in this
format.
Wheel Motor Oil Sampling Record
Mine truck number: Komatsu truck serial number:
Truck side: Left or Right (circle) Oil:
Wheel serial number:
Wheel install date:
Max ppm Values: 600 10 10 50 50 400 75 40
Contamination
(Min. 53 cSt)
Phosphorus

Viscosity @
Chromium

Package
Calcium

Additive
Copper

Silicon

100' C
Nickel

Water
(ppm)

Sample Sample Hours on Hours on

Zinc
Iron

Date # Truck Oil

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As stated earlier, replacement of the sun pinion gear is scheduled every 3,500 hours (standard gear
ratio) or 10,000 hours (low gear ratio), but contamination can reduce sun pinion gear life signifi-
cantly, as well as the rest of the drive train. Although the inspection interval for the sun pinion gear
inspection is every 500 operational hours, additional inspections may be required if oil samples from a
wheel motor show elements are above normal or rapidly elevating.

Particle Size Analysis

When filtering synthetic oil for reuse, the oil must be monitored to determine when filtering is necessary.
The process of monitoring the oil for this purpose is particle size analysis. Refer to Parts and Service
News Bulletin, AA02083, "APPROVED SYNTHETIC OILS AND GUIDELINES FOR USE IN
GDY85 WHEEL MOTORS" for more information on oil filtering.
Particle size analysis consists of passing a beam of light through the oil as it passes through a clear tube.
A computer analyzes the quantity and size of particles contained in the oil. Particles that are smaller than
5 microns in size are not large enough to cause any gear or bearing failures. Particles over 25 microns can
damage bearings and must be filtered from the oil.
General Electric (GE) recommends that the oil be tested according to the International Standards Organi-
zation's ISO Particle Analysis 4406. This standard documents the size and number of particles permitted
in the lubricant. This is an extremely important measurement of the condition of the oil.
An "ISO Cleanliness Code" is used to document the number and size of the contaminates that can be tol-
erated in a specific application of a lubricant. An example of an "ISO Cleanliness Code" would be 18/13.
The first number (18 in this example) applies to the allowable number of particles between 5 - 15 microns
in size. The second number (13 in this example) applies to the allowable number of particles between 15
- 25 microns. If the particle count identified by the "ISO Cleanliness Code" is exceeded or there are parti-
cles present larger than 25 microns, the oil should be filtered.
GE recommends that a Cleanliness Code of 18/13 be
ISO Particle Count Max.
used for motorized wheels. Oil qualified for reuse must Code Per Millimeter
Particle Size
be filtered to 10 microns absolute.
18 2,500 15-25 microns
If particle analysis yields a result of greater than 18 for
the top number or greater than 13 for the lower number 13 80 5-15 microns
the motorized wheel oil should be filtered to 10 microns greater than 25
absolute. On occasion, one should check the results of - 0
microns
the filtering process to assure the filtering process is
yielding the desired results. Should the result be unacceptable check the filter type, particle size, and con-
dition prior to refiltering.

Oil Viscosity
Viscosity of filtered oil must be monitored by oil analysis to ensure proper lubrication. Viscosities below
the condemning limit indicates entry of contamination that will affect the oil film and lubricating quality.
The condemning limit for 680 oil, is 53cSt when tested at 212° F (100° C), and 588cSt at 104° F (40° C).
This value can be used along with element tracking of phosphorus, calcium, and zinc to verify correct oil
viscosity. Ensure the appropriate viscosity value is being maintained for the approved oil you are using. If

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the viscosity of the oil is below the acceptable limit, the oil should be rechecked. If the second test fails,
dispose of the oil. Fill the wheel motor with new, GE approved oil. The contaminated oil should be prop-
erly disposed of according to local regulations.

If the viscosity of the oil is below condemning limits, the oil may be contaminated with hydraulic oil.
Ensure all joints are properly sealed before filling the wheel motor with fresh oil. If hydraulic oil con-
tinues to contaminate the wheel motor, serious damage to internal components may result.
Wheel motor gear oil contaminated with hydraulic oil CANNOT be filtered and/or reused. If wheel
motor gear oil contaminated with hydraulic oil is mixed with clean oil during the filtering process, the
entire lot must be discarded.

Refer to Parts and Service News Bulletin, AA02083, "APPROVED SYNTHETIC OILS AND GUIDE-
LINES FOR USE IN GDY85 WHEEL MOTORS" for additional information on synthetic oil guidelines.

Magnetic Plug Inspection. (See Appendix A for Photographic Examples).

During the 500 hour sun gear inspection, all of the magnetic plugs must be removed and inspected. There
are 8 magnetic pipe plugs (part GE0086) on the outboard side of the wheel in a circular pattern near the
center of the wheel motor. Refer to Figure 1. The purpose of the magnetic plugs is to gather any ferrous
metal from the oil and prevent the material from circulating through the moving components. The normal
appearance of the magnetic material should be coated with a light film of oil and fine metal particles. This
would indicate normal operation of the wheel motor.
FIGURE 1.

Magnetic plug location on outside of wheel motor housing. There are 8 plugs on each wheel motor.

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FIGURE 2.

A brand new plug (GE0086).

If there is a heavy build up of metal or large visual particles on the magnetic plugs, a source of metal con-
tamination exists in the wheel motor. Refer to Figure 3. The wheel motor must be flushed or replaced if
previously flushed. The flushing fluid used must be the same oil used in the wheel motor during normal
operation. Solvents or light weight oils must not be used due to the risk of contamination.

FIGURE 3.

Magnetic plug with excess of ferrous material. The

wheel motor must be replaced.

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If any of the plugs are missing the magnetic inserts, the wheel motor must be flushed. Refer to Figure 4.
Occasionally magnetic inserts can dislodge and circulate through the drive train. Plugs missing magnetic
inserts must be replaced with a new plug (GE0086) before installing into the wheel motor.
FIGURE 4.

Plug with its magnetic insert missing. Discard and

replace with a new plug before installation.

Light oil and fine particle coating on the plugs is normal. Refer to Figure 5. Clean the debris from the
plugs prior to reinstalling. Contamination by nonferrous metals (copper, calcium, etc.) should be
observed in the oil sample history of the wheel motor.

FIGURE 5.

This plug shows normal buildup of ferrous material

indicating good mechanical performance of wheel motor.

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Sun Gear Removal

Ensure that the truck wheels are properly chocked and secured according to local safety practices and
procedures. Remove the sun gear per Parts and Service News, " 930E WHEEL MOTOR SUN PINION
GEAR" (AA01052a). This bulletin outlines fabrication of special tooling for sun gear removal, as well as
removal and installation procedures.
Inspection of the sun pinion gear and thrust washers can be done after removal from the wheel motor. Oil
and other material must be cleaned from the components so that a visual inspection can be performed.

Thrust Washer Inspection

After removing the thrust washers from access cover (shown in Figure 6), clean with solvent or cleaner
and visually inspect the 3 thrust washers. Refer to Figure 6 thru Figure 12 for various pictures of thrust
washer conditions.

FIGURE 6.

Thrust washer stack in recess of cover. The stack of thrust washers is always installed with the bronze
washer in between the two steel washers.

The steel thrust washers are heat treated to produce a hardened surface and very little wear is expected.
There may be slight discoloration from heat on the surface of the steel but no material should be removed
or missing during wheel operation. The steel surfaces must be smooth and free of any dents, scratches, or
severe discoloration.

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The bronze thrust washer has radial oil grooves to aid in oil transfer. Bronze washers should be orange/
brown in color with wear marks on the contact surfaces from the steel thrust washers.

The two steel thrust washers and the bronze thrust washer are the same thickness. The outside and inside
diameters do not need to be checked. The thickness of the thrust washers must be 0.230 to 0.250 inches
(5.84 to 6.35 mm). If the thickness of either the bronze or steel washers does not meet specification,
replace the washers. Currently, the steel washer part number is GE0076 and the bronze washer part
number is GE0077.
FIGURE 7.

Typical thrust washer set after 5,000 hours of operation. There is slight heat coloring on the
steel thrust washers, and slight wear on the bronze washer. Thrust washers in similar condition
are acceptable for reuse if thickness is within specifications.

If there has been contamination in the drive train of the wheel, both the bronze and steel thrust washers
will show damaged surfaces. If soft iron was the contaminant, the contact surfaces of the thrust washers
will have a glazed look. If the thrust washers are still within dimensional tolerances, it is possible to reuse
both steel and bronze washers. The wheel motor must be flushed if oil samples show the presence of soft
iron contamination and no other high level of elements. Continued monitoring of oil samples for indica-
tions of soft iron contamination. Replace the wheel motor if problems persist.

Grooves in the steel thrust washers that can be seen and felt are the result of hard iron particles in the oil.
The bronze thrust washer will show similar grooves and will likely be worn below dimensional toler-
ances. Particles may be imbedded in the bronze thrust washer making replacement necessary. Refer to
Figure 12. The oil samples of a wheel motor with severely worn thrust washers should show high levels
of all elements. If the oil samples confirm high element levels, the wheel motor must be replaced.

Oil samples showing high levels of copper (Cu) without high levels of other elements indicates the possi-
bility of the sun pinion gear thrusting either inboard or outboard under heavy load. This heavy load will
result in rapid wear of the bronze thrust washer on the inboard or outboard side. The inboard bronze
thrust washer in not accessible from the sun pinion gear access cover. Only oil samples will indicate
excessive wear on the inboard thrust washer. Excessive wear on the inboard bronze thrust washer
requires wheel motor replacement.

Excessive wear on the outboard bronze thrust washer due to sun gear thrusting can be addressed by sun
gear replacement and thrust washer replacement. If continued sun gear thrusting occurs, replace the
wheel motor.

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FIGURE 8.

Thrust washer set damaged by contamination. The two steel washers are on the
left and the bronze on the right. Replace thrust washers in similar condition.

FIGURE 9.

Steel washer worn and discolored from high stress loads. This washer
must be replaced.

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FIGURE 10.

Bronze washer worn and discolored from high stress loads.

This washer must be replaced.

FIGURE 11.

Bronze washer discolored by heated oil congealing. Washers in

this condition must be replaced.

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FIGURE 12.

Bronze thrust washer with imbedded metal particles. Thrust washers in this condition must
be replaced. The wheel motor must be replaced, as well, due to contamination.

Sun Pinion Gear Inspection

Sun pinion gear inspection should proceed only after cleaning the gear. Only a visual inspection is
required. There are several observations that should be noted while examining the gear. The following
paragraphs outline several conditions to look for during the inspection. Refer to Figure 13 thru Figure 26
for various examples of sun gear failures.

Sun gear tooth surface condition reveals the condition of the sun pinion gear. If manufacturing machining
marks can be seen on the tooth surface from the tooth tip to the root, the sun gear is likely still good. If
machining marks are not visible and the tooth surface is a dull gray, the face of the tooth has worn.

Tooth wear does not necessarily require sun pinion gear replacement. Closer examination of oil sample
history and gear history is needed to determine sun gear life expectancy.

Spalling (material loss) on tooth surfaces is the most obvious sign of sun pinion gear fatigue. Replace-
ment of the wheel motor or sun pinion gear depends on the amount of spalling and the time period spal-
ling has occurred. A visual inspection will show the amount of spalling and oil sample history will show
approximate hours of operation with contamination. Particles spalling from the sun pinion gear are "hard"
particles. "Hard" particles, if extensive and not detected in time, can cause severe damage to other wheel
motor components.

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FIGURE 13.

Sun pinion gear with inboard spalling near spline.

Sun gears such as this must be replaced.

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Spalling can occur on the inboard portion of the sun gear tooth near the high speed carrier spline section.
This type of spalling tends to occur after there is noticeable wear from the top to the root of a tooth. High
wear or a "step" formed at the low speed planet gear contact area would require replacement of the sun
pinion gear. If there are excess levels of elements, the wheel motor must be flushed. Significant spalled
material will require wheel motor replacement. Oil sample history should show the extent of spalling.

The early stages of spalling can also start as a pitting line below the gear tooth center in the middle of the
gear. The pitting line can be difficult to see and may require a magnifying lens to fully observe this line.
Refer to Figure 20. The pitting line will typically run down the length of the gear. As time progresses, a
pit will begin breaking material away towards the top of the tooth. If a large section of gear tooth has bro-
ken away, the wheel motor must be replaced because of damage to other components. If only the pitting
line is visible, flush the wheel motor and replace the sun pinion gear. Continue monitoring oil samples for
indication of additional damage.

Thrusting of the sun gear can occur in some wheel motors. Thrusting of the sun pinion gear toward the
outboard side of the wheel is obvious on the sun gear and the thrust washers. In the early stages of out-
board thrusting, the sun pinion gear and thrust washers should be replaced. Continue oil sample monitor-
ing for gear thrusting and replace wheel motor if thrusting persists. Severe thrusting with excess damage
to the sun gear and thrust washer will require wheel motor replacement.

Evidence of inboard thrusting of the sun gear only appears in oil samples analysis. There is little or no
indication on the sun pinion gear of inboard thrusting. If oil samples show high copper (from sun pinion
gear thrusting the inboard thrust washer), replace the sun pinion gear. If high copper levels still exist after
replacement of the sun pinion gear, the wheel motor must be removed and disassembled to determine the
cause of the problem.

If "dents" are observed on the tooth surface this indicates "hard" iron particles are present in the wheel
motor. If the source of the hard particles is not the sun pinion gear, another gear or bearing is likely con-
taminating the oil. Flushing may remove the contamination temporarily, but the source will continue con-
taminating the system. Oil samples will show the extent of contamination and indicate wheel motor
removal and replacement is likely required.

Tooth surfaces may have marks on the surface but have not penetrated the hardened surface of the tooth.
These marks or "shadows" are from "soft" material such as bronze or cast material. The gear is still reus-
able, but flushing the wheel motor is necessary. Future oil samples must be monitored for continuous
contamination and may require wheel motor replacement.

Carefully examine the tooth tips of the sun pinion gear. If contact with the low speed planet gears is at the
tooth tip, damage is minimal, and oil sample history is acceptable, replacing the sun gear and flushing the
wheel motor should be sufficient. If significant material is lost from the tooth tips, and oil sample history
shows high levels of elements, the wheel motor must be replaced.

Examine the root between each gear tooth for cracks. Cracks will start at either the inboard or outboard
side of the gear, and left undetected, will typically extend the full length of the gear. Early stages of
cracking may contribute only minor particles to the oil samples. Flushing and sun gear replacement
should resolve this issue.

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FIGURE 14.

Sun pinion gear with spalling from lower contact surface towards
the tip of the tooth.

FIGURE 15.

Close inspection reveals pitting line located near root of the tooth and
extending the entire length of the gear. The sun gear must be replaced.

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FIGURE 16.

Sun pinion gear with severe outboard thrusting and

light spalling beginning in root of tooth. This gear
must be replaced.

FIGURE 17. FIGURE 18.

Damaged outboard collar of sun pinion gear Light spalling starting on lower portion of gear tooth.
due to thrusting.

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FIGURE 19.

View of gear tooth with naked eye does not show pitting. See
picture below.

FIGURE 20.

The same gear as above. The pitting shown is near the root of the
tooth and is not visible to the naked eye. The pitting will begin
spalling in about 500 to 1000 operating hours. This gear must be
replaced.

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FIGURE 21.

Sun gear with tooth tip contact and additional "dents"

from debris. A close up of the gear is pictured below.

FIGURE 22.

This gear has severe tooth tip contact and must be replaced. In addition, numerous dents also require gear
replacement.

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FIGURE 23.

Debris damage from "hard" particles near or on the tooth tip. The
likely source of the debris is a bearing or another gear. If the impacts
are minor and widely spaced, a pencil grinder can be used to remove
sharp edges and reuse the gear.

FIGURE 24.

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FIGURE 25.

Cracking of sun pinion gear through the tooth root. Cracks typically begin at the end of the gear and
progressively extend the entire length. Gear replacement at the early stages of cracking is critical.

FIGURE 26.

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Low Speed Planet Gear and Bearing Inspection

FIGURE 27.

Bearings are press fit into the low speed planet gears.

Prior to reinstalling the sun pinion gear, the low speed carrier planet gears and bearings must be exam-
ined. Only a portion of the low speed planet gears and bearings can be seen through the sun pinion gear
access hole. More of the bearing is visible through the magnetic plug holes. To help look at visible rollers
and races of the bearings, it is recommended to use a pocket type inspection mirror. This will aid the
observation in the cramped area of the bearings. If oil samples and/or sun pinion gear show signs of
"hard" iron, a low speed planet gear or bearing may be the source. Refer to Figure 27 thru Figure 31 for
various pictures of planet gear and bearing failures.

If low speed planet gears or bearings are suspected of contaminating oil, additional effort may be required
to identify this problem. If the side of the truck is raised off the ground, the tire can be rotated to better
examine low speed planet gears and bearings.

Using the same criteria as the sun pinion gear, examine low speed planet gears. Though bearing races and
rollers are only partially visible, it is still necessary to examine for material spalling on both. If early
stages of gear or bearing failures are discovered, it is possible to remove the low speed carrier assembly
from the truck without removing the wheel. (Special tool AK4782 is available to support the carrier dur-
ing the removal and installation.) If required, remove the low speed carrier assembly and install a replace-
ment. Send the removed carrier assembly to an approved rebuild facility for repair.

If spalling of low speed planet gear or bearings is advanced and oil samples show high element levels,
replace the wheel motor.

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FIGURE 28.

When examining planet gear bearings, look for spalling on all parts of the bearings such
as the rollers and the visible section of the bearings races. If spalling is evident, replace the
wheel motor.

FIGURE 29.

Inboard side of low speed planet gear with spalling in the tooth center. The wheel motor
should be replaced if this condition is observed.

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FIGURE 30.

Low speed planet gear with impact damage at the tooth tip. The wheel motor must
be replaced.

FIGURE 31.

Low speed planet gear with tooth corner chipped. The wheel motor must be replaced.

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INSTALLING COVER PLATE

NOTE: Examine the condition of the shims. If any shims are damaged, replace the shims with new shims
of the same thickness. Do not change the thickness of the shim pack.

Install the shims and the cover plate to the low speed carrier after inspections and repairs are complete. A
small amount of silicon rubber adhesive must be used during installation to seal the cover. Tighten the
cover plate capscrews to a torque of 58 ± 2 ft.lbs. (79 ± 3 Nm).

WHEEL MOTOR OIL LEVEL CHECK

FIGURE 33.

Proper oil
level

When checking the oil level, the wheel should be rotated until a magnetic plug is in the
6 o’clock position at the bottom of the wheel. The oil level should reach the bottom of this
opening as illustrated above.

With all components reinstalled, inspection report completed, and a copy of the oil sample history filed
with the inspection report, the truck is ready to release until the next oil sample analysis and sun pinion
inspection intervals.

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