DG744

DG744
Shop Manual
DUMP TRUCK
SERIAL NUMBERS A10212 - A10223
®
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obli-
gation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Replacement parts manufactured and supplied by unauthorized sources may not be

designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the
Komatsu product on the supplier and user. Komatsu will not in any case accept
responsibility for the failure or performance of non-OEM parts in its products,
including any damages or personal injury resulting from such use.
FOREWORD
This Manual is written for use by the service technician and is designed to help the technician become
fully knowledgeable of the truck and all its systems in order to keep it running and in production. All
maintenance personnel should read and understand the materials in this manual before performing
maintenance and/or operational checks on the truck. All safety notices, warnings and cautions should
be understood and followed when 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 disassem-
bly, service and reassembly of the radiator group is discussed as a unit. The same is true of the
engine and engine accessories, and so on through the entire mechanical detail of the truck.
Disassembly should be carried only as far as necessary to accomplish needed repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not
necessarily depict a specific model.
This manual shows dimensioning of U.S. standard and metric (SI) units throughout and all references
to "Right", "Left", "Front", or "Rear" are made with respect to the operator’s normal seated position,
unless specifically stated otherwise.
Standard torque requirements are shown in torque charts in the general information section and
individual torques are provided in the text in bold face type, such as 100 ft.lbs. (135 N.m) torque.
All torque specifications have ±10% tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame upright in front of the left 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 HAULPAK Model designation consists of three numbers and one letter (i.e. 330M). 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.
A00019 Introduction A-1

This “ALERT” symbol is used with the signal words,
“CAUTION”, “DANGER”, and “WARNING” in this man-
ual 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 reader’s attention to avoid unsafe
or improper practices which may result
in damage to the equipment.
A-2 Introduction A00019

TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . D
TRANSMISSION AND TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . F
DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . G
SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR’S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00019 Introduction A-3

KOMATSU 330M HAULPAK TRUCK
A-4 Introduction A00019

SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1
GENERAL SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1
STANDARD CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1
STANDARD VALUE TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1
A01004 05/04 Index A1-1

NOTES
A1-2 Index 05/04 A01004

MAJOR COMPONENTS AND SPECIFICATIONS
ENGINE POWER STEERING

The 330M Truck is powered by a Komatsu diesel The 330M is equipped with full hydraulic power steer-
engine. ing. The system includes an electric motor driven
pump which automatically provides emergency power
if the steering pump hydraulic flow is reduced below
an established minimum.
TRANSMISSION
The TORQFLOW transmission consists of a 3-ele- BRAKE SYSTEM
ment, single-stage, two-phase torque converter and a
Depressing the brake pedal actuates front and rear
planetary gear, multiple disc clutch transmission which
air-over-hydraulic service brakes. The front service
is hydraulically actuated and force-lubricated for opti-
brakes are caliper disc type. The rear service brakes
mum heat dissipation.
are oil-cooled, multiple-disc brakes (acts also as re-
The TORQFLOW transmission is capable of seven (7)
tarder).
forward speeds and one (1) reverse gear. Automatic
shifting is controlled by electronic shift control with
automatic clutch modulation in all gears. A lockup
system consisting of a wet, double-disc clutch, is acti-
vated in F1–F7 gears for increased fuel savings.
RETARDER
The operator can manually apply the rear oil-cooled,
FINAL DRIVE ASSEMBLY multiple-disc retarder brakes by moving the retarder
contol lever which is mounted on the steering column.
The final drive consists of a plug-in differential with These brakes are automatically activated when the
planetary wheel drive. engine speed exceeds the rated revolutions of the shift
position.
OPERATOR’S CAB
The Operator’s Cab is spacious and comfortable and
includes wide windows all around for excellent visibil- SUSPENSION
ity. All pedals, controls and instruments are arranged
Hydro-pneumatic suspension cylinders are used at
for maximum efficiency and ease of operation. The
each wheel to reduce shock and provide riding comfort
electronic display/monitoring panel keeps the operator
for the operator and machine stability.
informed of the truck’s operating systems. Audible
alarms and lights warn the operator of system malfunc-
tions.
A02039 Major Components and Specifications A2-1

330M MAJOR COMPONENTS
A2-2 Major Components and Specifications A02039

SPECIFICATIONS
ENGINE SERVICE CAPACITIES
Komatsu . . . . . . . . . . . . . . . SA12V140Z-1 . . . . . . . . . . . . . . Liters . U.S. Gallons
Engine . . . . . . . . . . . 147 . . . . . . (39)
Number of Cylinders . . . . . . . . . . . . . . . 12 (Includes Lube Oil Filters)
Operating Cycle . . . . . . . . . . . . . . 4-Stroke Cooling System . . . . . . 256 . . . . . . (66)
Fuel Tank . . . . . . . . . . 1250 . . . . . (330)
Rated 783 kW (1050 SAE Brake HP) @ 2000 RPM Transmission . . . . . . . . 125 . . . . . . (33)
Flywheel . . 753 kW ( 1010 SAE HP) @ 2000 RPM And Torque Converter
Steering & Hoist System . . . 248 . . . . . (65.5)
Maximum torque 4631 N.m (3415 lb-ft) @ 1400 RPM Tank Only . . . . . . . . 145 . . . . . (38.3)
Brake Cooling System . . . 366 . . . . . (96.6)
Tank Only . . . . . . . . . 248 . . . . . (65.5)
TORQFLOW TRANSMISSION Final Drive Case . . . . . . . 250 . . . . . . (66)
Differential & both planetaries
Automatic Electronic Shift Control
. . . with Automatic Clutch Modulation In All Gears. HYDRAULIC SYSTEM
Lockup Clutch . . . . . . . . . Wet, Double-disc, The steering/hoisting and retarder cooling circuits are
. . . . . . . . . . . . . . Activated in F1–F7 gears. independent circuits. Load sensing steering system
controls the flow to the steering circuit in accordance
Torque Converter . . . . 3-Element, Single-stage, with demand.
. . . . . . . . . . . . . . . . . . . . . Two-phase
Hydraulic Pumps . . . . . 2-Separate Gear Pumps
Transmission . Planetary Gear, Multiple Disc Clutch,
Steering/Hoist Functions
. . . . . Hydraulically Actuated, Force-lubricated Flow rated at . . . 636 l/min. (168 U.S. gal/min.)
Speeds . . . . . . . . . . . 7 Forward, 1 Reverse Retarder Cooling
Flow rated at . . 1001 l/min. (264 U.S. gal/min.)
Max Travel Speed . . . . . 61.9 Km/h (38.5 MPH)
Hoist Control Valve . . . . . . . . . . . Spool Type
Positions . . . . . Raise, Hold, Float, and Lower
FINAL DRIVE ASSEMBLY Hydraulic Cylinders
Final Drive . . . . . . . . . . . Plug-in Differential Hoisting . . . . . . . 2-Stage Telescoping Piston
. . . . . . . . . . . . . with Planetary Wheel Drive Steering . . . . . . . . . . . Double Acting Piston
2
Reduction Ratios: Relief Valve Setting . . . . 210 kg/cm (3,000 psi)
Bevel Set . . . . . . . . . . . . . . . . . . 3.47:1 SERVICE BRAKES
Planetary Final Drive . . . . . . . . . . . . 6.50:1
Total Reduction . . . . . . . . . . . . . . 22.54:1 Actuation: . . . . . . . . . . . . Air-Over-Hydraulic
Front . . . . . . . . . . . . . Caliper Disc Brakes
Rear . . . . . . . . . . . Oil-Cooled, Multiple-Disc
ELECTRIC SYSTEM . . . Act as both Service and Retarder Brakes
Batteries . . . . . . . . . . 4 x 12V / 200 Amp Hr. Retarder Brakes:
. . . . . . . . . . . . . 1450 Cold Cranking Amps Normally Applied . . . . Manually By Operator.
Alternator . . . . . . . . 24 Volt, 75 Ampere Output Automatically Actuated . . . . . . . . . . . . .
when engine speed exceeds the rated revolu-
Lighting . . . . . . . . . . . . . . . . . . . 24 Volt tions of the shift position for the transmission.
Parking Brake: . . . Spring-loaded, Caliper Disc
Starter . . . . . . . . . . . . . . . . . One 24-Volt . . . . . . . . . . . . . Actuates On Drive Shaft
Emergency Brakes:
An emergency relay valve actuates the brakes
AIR SYSTEM automatically should air pressure in the air tank
3 drop below a pre-set value.
Compressor . . . . 0.85 m /min . . . . (30 cfm) Manual operation is also possible.
A02039 Major Components and Specifications A2-3

STEERING WEIGHT DISTRIBUTION
3 3
Min Turning Radius . . . . . . . . . . 9.9 m (32’ 6") Based on SAE 2:1 Heaped . . . . 60 m (78 yds )
(w/Komatsu Engine; and 27.00R49 Tires)
Automatic Emergency Steering . . . . . Standard
TIRES EMPTY . . . . . . . . Kilograms . . . Pounds

Front Axle . . . . . . . 33 145 . . . . 73,080
Rock Service (E-3) . . . . . . . . . . . . Tubeless
Rear Axle . . . . . . . 35 905 . . . . 79,170
Standard . . . . . . . . . . . . . 27.00R49XRBT Total . . . . . . . . . . 69 050 . . . 152,250
Rim Size . . . 50 cm X 124.4 cm (19.5 in. X 49 in.)
. . . . . . . . . . . . . . . . Separable Tire Rims LOADED (100 Ton PAYLOAD)
. . . . . . . . . . . . . Kilograms . . . Pounds
DUMP BODY CAPACITY (Standard) Front Axle . . . . . . . 54 080 . . . 119,280
3 3 Rear Axle . . . . . . 112 320 . . . 247,720
Struck . . . . . . . . . . . . . 38.6 m (50.5 yds )
Total * . . . . . . . . 166 400 . . . 367,000
3 3
Heaped @ 2:1 (SAE) . . . . . 60.1 m (78.7 yds )
* Not to Exceed 166 400 kg (367,000 lbs.).
Including Options, Fuel & Payload
OVERALL TRUCK DIMENSIONS

Loading Height . . . . . . . . . . . 4.29 m (14’ 1")
Minimum Clearance Height (Empty) 5.27 m (17’ 3")
Overall Length . . . . . . . . . . 10.47 m (34’ 4")
Maximum Width . . . . . . . . . . . 5.68 m (18’ 7")
OVERALL TRUCK DIMENSIONS

All dimensions shown are with 27.00-49 tires.
A2-4 Major Components and Specifications A02039

GENERAL SAFETY
This safety section also contains precautions for optional equipment and attachments.
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 Check, Page 3-17 )
• 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 without authorization from Komatsu can create hazards.
• Before making a modification, consult your Komatsu distributor. Komatsu will not be responsible for any injury
or damage caused by any unauthorized modification.
A03011 4/98 General Safety and Operating Instructions A3-1

STANDING UP FROM THE SEAT
• To prevent any accident occurring if you should touch any control lever that is not locked, always carry out the
following before standing up from the operator’s seat.
• Place the gear shift lever at neutral and set the parking lever to the PARKING position.
• Lower the dump body, set the dump lever to the HOLD position, then apply the lock.
• 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 operator’s 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.
A: For use when getting on or off the machine from the left door.
B: For use when getting on or off the machine from the engine hood or right door.
FIRE PREVENTION FOR FUEL AND OIL

Fuel, oil, and antifreeze can be ignited by a flame. Fuel is 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 General Safety and Operating Instructions A03011 4/98

PRECAUTIONS WHEN HANDLING AT HIGH TEMPERATURES
• Immediately after operations, the engine cooling water, engine oil, differential and final drive case 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 go 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 go down.
3) Turn the cap slowly to release the pressure before removing the cap.
• To prevent hot oil from spurting out:
1) Stop the engine.
2) Wait for the oil temperature to go 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.

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. If is designed not only to support
the load if the machine should roll over, but also to absorb the impact energy.
• The Komatsu ROPS fulfills all of the regulations and standards for all countries, but if it is rebuilt without
authorization 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 contact your Komatsu 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 an optional attachment, 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 or your Komatsu distributor. Use of unauthorized
attachments could create a safety problem and adversely affect the proper operation and useful life of the
machine.
• Any injuries, accidents, and product failures resulting from the use of unauthorized attachments will not be the
responsibility of Komatsu.

PRECAUTIONS DURING OPERATION
BEFORE STARTING ENGINE
SAFETY AT WORKSITE
• 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.
• Check the river bed condition, and depth and flow of water before crossing shallow parts of river. NEVER be in
water which is in excess of the permissible water depth.
• 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.
FIRE PREVENTION
• Thoroughly remove wood chips, leaves, paper and other flammable things accumulated in the engine compart-
ment. They 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.
IN OPERATOR’S CAB
• Do not leave tools or spare parts lying around in the operator’s compartment. They may damage or break the
control levers or switches. Always put them in the tool box on the right side of the machine.
• 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.
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.

KEEP MIRRORS, WINDOWS, AND LIGHTS CLEAN
• Remove any dirt from the surface of the windows or lights to ensure good visibility.
• Adjust the rear view mirror to a position where the operator can see best from the operator’s seat, and keep the
surface of the mirror clean. If any glass should break, replace it with a new part.
• Check that the machine is equipped with the head lamps and working lamps needed for the operating conditions.
Check that all the lamps light up properly.

OPERATING MACHINE
WHEN STARTING ENGINE

• Walk around your machine again just before mounting it, checking for people and objects that might be in the
way.
• 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 operator’s compartment or any other place on the machine.
• For machines equipped with a back-up alarm buzzer, check that the alarm buzzer works properly.
CHECK WHEN TRAVELING IN REVERSE

Before operating the machine or work equipment, do as follows:
• Sound the horn to warn people in the area.
• 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 steering wheel will not work, and it will be dangerous
to drive the machine. Apply the brakes immediately and stop the machine.
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 brake 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, also, 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
between the machine and the electric cable.
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
• 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 operator’s compartment.
• When carrying out operations near high voltage cables, do not let anyone come close to the machine.
• Check with the electricity company about the voltage of the cables before starting operations.

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 your machine too close to the edge of cliffs, overhangs, and deep ditches. If these areas collapse,
your 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 are loose. They can collapse under the weight or vibration of
your machine.
• When operating in places where there is danger of falling rocks or danger of the machine turning over, always
install ROPS and a seat belt.
WHEN LOADING
• Check that the surrounding area is safe, stop the machine in the correct loading position, then load the body
uniformly.
• Do not leave the operator’s seat during the loading operation.
PARKING THE MACHINE

• Choose a horizontal road surface to park the machine. If the machine has to be parked on a slope, always put
blocks under all the wheels to prevent the machine from moving.
• When parking on public roads, provide fences and signs, such as flags or lights, on the machine to warn
pedestrians and other vehicles. Be sure that the machine, flags, or lights do not obstruct the traffic.
• Before leaving the machine, lower the dump body fully, set the parking lever to the PARKING position, stop the
engine, then lock everything. Always take the key with you.

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.

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 wire rope 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 page 3-28.)

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 operator’s cab to alert others that you are working
on the machine. Attach additional warning tags around the machine, if necessary.
• These tags are available from your Komatsu distributor. (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.
PERIODIC REPLACEMENT OF CRITICAL PARTS

• Periodically replace parts used to insure safety or prevent accident. (See "PERIODIC REPLACEMENT OF
COMPONENT PARTS FOR SAFETY DEVICES", Section 4.)
• Replace these components periodically with new ones, regardless of whether or not they appear to be defective.
These components deteriorate over time.
• Replace or repair any such components if any defect is found, even though they have not reached the time
specified.
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 set the transmission lever
to the neutral position and the parking brake lever to the PARKING position. Always carry out the work with two
people. One person should sit on the operator’s seat so that he can stop the engine if necessary. NEVER move
any controls you do not need to operate.
• When servicing the machine, be careful not to touch any moving part or get your clothes caught.
• Put blocks under the wheels.
• When carrying out service with the dump body raised, always place the dump lever at the HOLD position, apply
the lock, and insert the safety pins securely.

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
operator’s compartment.
RULES TO FOLLOW WHEN ADDING FUEL OR OIL

• Spilled fuel and oil may cause you to slip, so always wipe it up 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.

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 caps to relive pressure before removing the caps.
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 your skin
or enters your 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.

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.

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 values given in this manual for the tire inflation pressure and permissible speed 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
contact your Komatsu distributor or tire maker.
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 you do not understand the proper procedure for carrying out maintenance or replacement of the wheel or tire, and
you use the wrong method, the wheel or tire may burst and cause serious injury or damage. When carrying out such
maintenance, please consult your Komatsu distributor or tire maker.
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.

OPERATING INSTRUCTIONS
PREPARING FOR OPERATION

The safest trucks are those which have been properly Local work practices may prevent an operator from
prepared for operation. At the beginning of each shift, performing all tasks suggested here, but to the extent
a careful check of the truck should be made by the permitted, the operator should follow this or similar
operator before attempting to start the engine. routine.
Vehicle breakdowns and UNSCHEDULED downtime
1. Start at left front of truck (see illustration, next
and loss of production can be reduced.
page). While performing the walk around inspec-
tion, visually inspect all lights and safety equip-
SAFETY IS THINKING AHEAD
ment for external damage from rocks or misuse.
Prevention is the best safety program. Prevent a Make sure lenses are clean and unbroken.
potential accident by knowing the employer’s safety
2. Move behind the front of the left front tire, inspect
requirements and all necessary job site regulations, as
the hub and brake assemblies for leaks and any
well as use and care of the safety equipment on the
abnormal conditions. Check that the air system
truck.
cooler is clean and not covered with mud, etc.
Only qualified operators or technicians should attempt
to operate or maintain the truck. Check that all suspension attaching hardware is
secure and inspect for evidence of wear. Check
Safe practices start before the operator gets to that the suspension extension (exposed piston
the equipment! rod) is correct, and that there are no leaks.
• Wear the proper clothing. Loose fitting clothing, 3. Inspect fan and air conditioner belts for correct
unbuttoned sleeves and jackets, jewelry, etc., can tension, obvious wear, and tracking. Inspect fan
catch on a protrusion and cause a potential haz- guard for security and condition.
ard.
4. Look overhead at bottom of cab and check for
•Always use the personal safety equipment pro- leakage of the steering control valve and/or
vided for the operator such as hard hat, safety hoses.
shoes, safety glasses or goggles. There are some
5. Move outboard of the front wheel, and inspect
conditions when protective hearing devices
attaching lugs/wedges to be sure all are tight and
should also be worn for operator safety.
complete. Check tires for cuts, damage or “bub-
• When walking to and from the truck, maintain a bles” and that inflation appears to be correct.
safe distance from all machines even if the opera-
6. Move behind the rear of the front wheel, inspect
tor is visible.
for leaks at hub or brakes or any unusual condi-
tions. Inspect suspension hardware to be sure it
is all in place. Inspect the tie-rod pivots and
At The Truck - Ground Level Walk Around
steering cylinder for proper greasing, and for se-
Inspection
curity of all parts. Inspect for any hydraulic leaks.
At the beginning of each shift, a careful walk around
7. Check pumps on front of transmission for leakage
inspection of the truck should be made before the
and that all parts are secure.
operator attempts engine start-up. A walk around in-
Also check the transmission filter for leaks.
spection is a systematic ground level inspection of the
truck and its components to insure that the truck is safe
8. Inspect sight glass
to operate before entering the operator’s cab.
for transmission oil
Start at the left front corner of the truck (see illustration, level. With engine
next page), and move in a counter-clockwise direction, stopped, hydraulic
front-to-rear, across the rear, and continuing forward fluid should be be-
up the opposite side of the truck to the original starting tween the upper
point. If these steps are taken in sequence, and are two marks.
repeated from the same point and in the same direction (Refer to decal on
before every shift, many potential problems may be transmission oil
avoided. pan.) Notify main-
tenance if oil ap-
If problems or potential problems are found during
pears to be low.
the “walk-around”, be sure to notify maintenance.

START HERE
330M "WALK-AROUND" INSPECTION
NOTE: Engine Oil and Transmission Oil levels are checked

most accurately when engine is running and all systems are
at normal operating temperatures.
Refer to Section 4, LUBRICATION & SERVICE, 10 Hour (Daily)
Inspection for these procedures.

9. Move to the 17. Move on around the right dual tires, inspect be-
side of the hy- tween the tires for rocks, and for condition of the
d rau li c ta nk rock ejector, inspect the tires for cuts or damage,
and check the and for correct inflation.
hydraulic fluid
18. Perform same inspection for wheel lugs/wedges,
levels for both
wheel cover latches, and for leaks that was done
the Steering &
on the left hand dual wheels.
Hoist tank (1) and the Brake Cooling Oil tank (2).
Oil should be visible in each sight glass with 19. Move in front of right dual tires, and inspect the
engine stopped and body down. hoist cylinder the same as was done on the left
side.
10. Move on around the hydraulic tank and in front of
the rear dual tires, inspect the hoist cylinder for 20. Move on around the fuel tank, inspect the attach-
any damage and leaks, also that lower guard is ing hardware for the fuel tank at the upper sad-
in place. Inspect both upper and lower hoist cyl- dles, and then at the lower back of the tank for the
inder pins for security, and for proper greasing. security and condition of the mounts.
11. Before leaving this position, look to see that there
is no leakage or any other unusual condition with
transmission or drive shaft.
12. Move on around the dual tires, check to see that
all lugs/wedges are in place and tight. Inspect
wheel for any leakage that may be coming from
inside the wheel housing that would indicate
planetary leakage. Inspect the fuel gauge (2) and note the quantity
Check dual tires for cuts, damage or “bubbles” indicated. Compare this indication later against
and that inflation appears to be correct. Inspect the fuel gauge reading in the instrument panel of
for any rocks that might be lodged between dual the operator cab.
tires, and that rock ejector is in good condition and 21. Move in behind the right front wheel, and inspect
straight so that it can not damage a tire. the tie-rod pivots and steering cylinder for proper
13. Inspect left rear suspension for damage and for greasing, and for security of all parts.
proper inflation, and that there are no leaks. Be sure the suspension protective cover is in
Inspect also for proper greasing, and that covers good condition. Check suspension attaching
over the chromed piston rod are in good condi- hardware and suspension extension, as well as
tion. greasing and attaching hardware for the steering
cylinder.
14. Check final drive housing breather. Replace
breather if obstructed. Check for leakage around 22. Move out and around the right front wheel, inspect
final drive housing and oil disc brake housings that all lugs/wedges are in place and tight.
and the hoses connected to the housings. 23. Move in behind the front of the right front wheel,
15. While standing behind final drive housing, look up check hub and brakes for leaks and any unusual
to see that rear lights are in good condition, along condition. Inspect the engine compartment for
with back up horns. Inspect linkage rods to see any leaks and unusual condition. Inspect the fan
that they are getting proper greasing in all pin guard, and belts also for any rags or debris behind
locations. Also look at both body hinge pins for radiator.
greasing and any abnormal condition. 24. With engine stopped, check engine oil level.
The dipsticks of some engines may be marked on
Drain moisture from both sides;
rear brake air tank by one side marked “With Engine Stopped”, and
pulling chain (1) on other side marked “With Engine Running”.
moisture drain valve. Normal check is with engine running, and at
operating temperature.
Refer to Section 4, Lubrication & Service, 10 Hour
(Daily) Inspection.
16. Perform the same inspection on the right rear Check that the engine oil filters or oil lines to filters
suspension as done on the left. are not leaking.

25. Move on around to the right front of the truck. 32. Check air cleaner
indicator (1).
26. When moving in front of the radiator, inspect for
If the RED area is
any debris that might be stuck in front of the
showing in the in-
radiator and remove it. Check for any coolant
dicator, the air fil-
leaks. Inspect all headlamps and fog lights.
t er must be
27. Before climbing ladder to first level, be sure cleaned/replac
ground level engine shutdown switch is “ON”. ed before operat-
(If truck is equipped with this feature.) ing truck.
28. Climb ladder to main deck. Always use grab rails 33. Clean cab windows and mirrors; clean out cab
and ladder when mounting or dismounting from floor as necessary. Insure steering wheel, con-
the truck. Clean ladder and hand rails of any trols and pedals are free of any oil, grease or mud.
foreign material, such as ice, snow, oil or mud.
34. Stow personal gear in cab so that it does not
interfere with any operation of the truck. Dirt or
trash buildup, specifically in the operator’s cab,
should be cleared. Do not carry tools or supplies
Always mount and dismount ladders facing the in cab of truck or on the deck.
truck. Never attempt to mount or dismount while 35. Adjust seat and steering wheel so that it is com-
the truck is in motion. fortable for use.
29. When checking coolant 36. Be familiar with all control locations and functions
in radiator, use coolant BEFORE operating truck.
level sight gauge (2). Read this “Operation - Section 3" COMPLETELY
Check that water level and be certain to understand all discussions in the
is between FULL and OPERATOR CONTROLS AND INSTRUMENT
LOW. If water is low, PANEL section.
add water though water
filler (1) to FULL level.
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.
If it is necessary to remove radiator cap, shut down
engine (if running), and relieve coolant pressure
SLOWLY before removing radiator cap. After add-
ing water tighten cap securely.
30. Inspect battery box
cover for loose-
ness or damage.
Check the brake
c h am be rs fo r
leaks, damage,
etc. Check brake
fluid level (2).
31 . Drain moisture
fro m tank s by
pulling chains (1)
on moisture drain
valves. Check air
tanks and lines
for leaks.

ENGINE START-UP SAFETY PRACTICES
Safety rules must be observed upon engine start-up. • Check that the Central Warning Lamp and
all monitor lamps and
gauges, light up for
approximately 3 sec-
onds and that the
Insure adequate ventilation before start-up, if the alarm buzzer sounds
truck is in an enclosure. for approximately 2
Exhaust fumes are dangerous! seconds.
1. Insure all personnel are clear of truck before • The speedometer should display “88".
starting engine. • If the air pressure is below normal operating
Always sound the horn as a warning before actu- pressure, the central warning lamp should
ating any operational controls. flash and the buzzer should sound.
2. Check and insure Transmission Range Selector
is in the “Neutral” position before starting. • If the Shift Lever is not at the “N” position,
the central warning
3. In cold weather, if truck is equipped with auxiliary
lamp will flash and
heaters, do not attempt to start engine while
the alarm buzzer
heaters are in operation. Damage to coolant heat-
will sound intermit-
ers will result, due to lack of circulation.
tently. When the
4. The key switch has three positions: Off, On, Start. shift lever is moved
to the “N” position,
When the key switch is rotated one the lamp will go out and the buzzer will stop.
position clockwise, it is in the “On
(run)” position and all electrical cir-
cuits (except “start”) are activated. • When checking the
monitor, check all
Before Starting The Engine caution lamps and
pilot lamps at the
same time.
Press Lamp Check Switch -
During the following safety checks, if the alarm or Check to see that all caution lamps or pilot
red warning lamp does not turn “On” as required, lamps are illuminated.
OR, if the actuation or release of any emergency • Check the Manual Emergency Steering.
control, brake, or steering circuit does not appear With the key switch
normal, shut engine down immediately and notify in the ON position,
maintenance personnel. turn emergency
Do not operate truck until the circuit in question is steering switch ON
fully operational. (red light ON), and
ch eck t hat t he
steering wheel can
Perform the following checks to be certain that the be operated. If the
central warning system, alarm buzzer, and all steering wheel cannot be operated, notify
machine monitors and lamps are functional: maintenance personnel.
Do Not Operate truck.
• Turn the key switch to the “ON” position. • Check the Auto Emergency Steering.
(Do Not Start Engine). With the key switch in
t he O N posi ti on,
NOTE: If the engine has been running, and then move Parking Brake
is stopped, the monitor cannot be checked until lever to the “OFF”
at least 30 seconds have passed. (unlocked) position.
Wait 1.5 seconds and
check that the emer-
gency steering is actuated and the steering can
be operated.

STARTING THE ENGINE
• Rotate key switch fully clock-
wise to “start” position (with
Transmission Range Selec- Electric starters and engine grid heaters can be a
tor in “Neutral”) and HOLD significant electrical drain on vehicle batteries.
this position until engine The vehicle battery charging system should be
starts (see NOTE below). monitored and maintained at all times, especially
“Start” position is spring during cold weather operation.
loaded to return to “On” when When temperature is below 3oC (38oF), do not
key is released. leave key switch “ON” (engine not operating) for
extended periods of time (i.e. troubleshooting).
NOTE: This truck is equipped with an engine prelube
system. With this feature, a noticeable time delay may
• The truck cannot be push started.
occur (while engine lube oil passages are being filled
Transmission lube and control systems are not
and pressurized) before engine cranking will begin.
operational when engine is not running.
• When getting a battery assist from one truck to
STARTING THE ENGINE IN COLD WEATHER another, use the following procedure to avoid
the possibility of causing sparks near the bat-
The truck is equipped with an Automatic Cold Start Aid tery where explosive gases may be present.
which senses intake manifold temperature and auto-
a. All switches must be “Off” prior to making any
matically turns electric grid heaters in the engine intake
connections.
manifold “On/OFF”.
b. Be certain to maintain correct polarity.
• When the key switch is turned “ON” and the
o o NOTE: 330M trucks are equipped with four 12
manifold temperature is below 3 C (38 F), the
Automatic Cold Start system will energize the volt batteries connected in series and parallel
engine intake manifold grid heaters. to provide 24 volt output. Be certain to maintain
Auto grid heater activation time (t) is: correct voltage and polarity when connecting
booster cables.
o o Damage to electrical components may result if
t1 = 15 sec @ 3 C (38 F) voltage and polarity are not correct.
o o
t2 = 30 sec @ -12 C (10 F)
c. Connect one lead of booster cable to 24V
• The heater pilot lamp positive (+) post of battery needing assist, and
(instrument panel, to right other lead of the booster cable to the 24V
of steering column) will illu- positive (+) post of auxiliary battery (power
minate during heating cy- source).
cle.
d. Connect one lead of second booster cable to
• When the light goes “out”, turn the key switch 24V negative (-) post of auxiliary battery (power
to the “Start” position and hold this position source) and then connect other lead of the
until engine starts. (See prelube NOTE above.) booster cable to a good frame ground on the
disabled truck away from the battery needing
CAUTION: Do not crank engine with an electric
assist.
starter for more than 30 seconds. Severe damage
to starter motor can result from overheating.
Allow two minutes for starter motor cooling before
attempting to start engine again.
• If engine does not start, turn key switch “Off”,

wait for at least two minutes, and repeat the
above procedure.
• Under normal conditions, there is no need to
use the Manual Cold Start Switch.
(Refer to “Instrument Panel and Indicators”,
this Section.)
If it is very cold, and the prelube runs a long
time, the manual switch can be used to main-
tain pre-heating.

AFTER ENGINE HAS STARTED
• After starting engine, operate engine at ap- 4. Check Parking Brake capacity.
proximately 1000 rpm, until engine lubricating • With the machine on flat ground, check that the
oil temperature and coolant temperature air pressure gauge is indicating “normal”
gauges are indicating “normal” (green) range. (green) range.
• Check also that the air pressure gauge is indi- • Move the Parking Brake Valve Lever to the
cating “normal” (green) range. PARKING (“locked”) position.
• Become thoroughly familiar with steering, Mo ve t he Shift
braking, and emergency controls. Lever to any posi-
tion other than “N”,
and check that the
central warning
During the following safety checks, if actuation or lamp flashes.
release of any steering, brake, or emergency con-
• Set shift lever to
trol circuit does not appear normal, shut engine
the D position, and gradually raise the engine
down immediately and notify maintenance person-
speed to 1770 rpm.
nel.
Check that the machine does not move.
Do not operate truck until circuit in question is fully If machine moves, notify maintenance person-
operational. nel to adjust parking brake.
Do not operate truck until parking brake is
fully operational.
1. Test the truck steering in extreme right and left
directions.
5. Check for normal actuation of the Emergency
Brake.
2. Check for normal actuation of the foot brake.
• With the machine on flat ground, check that the
• With the machine on flat ground,
air pressure gauge is indicating “normal”
depress Foot Brake pedal.
(green) range.
• Move Shift Lever • Move the Emergency Brake Lever to the
to the D position, BRAKE (“unlocked”) position.
and gradually raise
• Set Shift Lever to
the engine speed
the D position, and
to 1680 rpm.
gradually raise the
engine speed to
Check that the machine does not move. full throttle. Check
that the machine
does not move.
3. Check for normal actuation of the retarder. If machine moves, notify maintenance person-
• With the machine on flat ground, pull Retarder nel immediately to repair brakes.
Lever (1) fully. Do not operate truck until emergency brake
is fully operational.
• Set Shift Lever
(2) to the D posi-
tion, and gradu- 6. Check gauges, warning lights and instruments
al l y rai se t he before moving the truck to insure proper system
engine speed to operation and proper instrument functioning.
1240 rpm. Give special attention to braking and steering
circuit warning lights. If warning lights come on,
Check that the machine does not move.
shut down the engine immediately and notify
maintenance personnel to determine the cause.
7. Insure headlights, worklights and taillights are in
proper working order. Good visibility may prevent
an accident. Check operation of windshield wiper
and washer.

8. When truck body is in dump position, do not allow 5. Observe all regulations pertaining to the job site’s
anyone beneath it, unless body-up retaining de- traffic pattern. Be alert to any unusual traffic pat-
vice is in place. tern. Match the truck speed to haul road condi-
tions and slow the truck in any congested area.
9. Do not use the fire extinguisher for any purpose
Obey the spotter’s signals at shovel and dump.
other than putting out a fire! If extinguisher is
discharged, report the occurrence so the used 6. Do not allow engine to run at “Idle” for extended
unit can be refilled or replaced. periods of time.
10. Do not allow unauthorized personnel to ride in the 7. Check parking brake periodically during working
truck. Do not allow anyone to ride on the ladder shift. Use parking brake for parking and at
or on the deck of the truck. shovel and dump only.
Do not attempt to apply parking brake while truck
8. Do not leave truck unattended while engine is
is moving!
running. Shut down engine before getting out of
cab. 8. Proceed slowly on rough terrain to avoid deep ruts
or large obstacles. Avoid traveling close to soft
edges and the edge of fill area.
MACHINE OPERATION SAFETY 9. Truck operation requires concentrated effort by

the driver. Avoid distractions of any kind while
PRECAUTIONS
operating the truck.
After the truck engine is started and all systems are
functioning properly, the operator must follow all local
safety rules to insure safe machine operation.
LOADING
1. Pull into the loading area with caution. Remain at
a safe distance while truck ahead is being loaded.
If any of the red warning lights come “On” or if any 2. Do not drive over unprotected power cables.
gauge reads in the red area during truck operation, 3. When approaching or leaving a loading area,
a malfunction is indicated. Stop truck as soon as watch out for other vehicles and for personnel
safety permits, shut down engine if problem indi- working in the area.
cates and have problem corrected before resum-
ing truck operation. 4. When pulling in under a loader or shovel, follow
“Spotter” or “Shovel Operator” signals. The truck
operator may speed up loading operations by
1. Always sound the warning horn before moving the observing the location and loading cycle of the
truck. When backing the truck, give back-up sig- truck being loaded ahead, then follow a similiar
nal (three blasts on air horn); when starting for- pattern.
ward, two blasts on air horn. These signals must
be given each time the truck is moved forward or 5. Operator should remain in truck cab with engine
backward. Look to the rear before backing the running while truck is being loaded. Place Trans-
truck. Watch for and obey ground spotter’s hand mission Range Selector in “Neutral” and apply
signals before making any reverse movements. Parking Brake lever.
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 If operator must leave truck cab during loading,
the cab compartment while truck is in operation. engine must be shut down and parking brake ap-
Keep a firm grip on steering wheel at all times. plied. DO NOT use emergency brake for parking.
Remain far enough away from truck to avoid being
3. Check that all mirrors are not damaged, clean,
struck by flying material.
and are properly positioned for optimum view.
4. Check gauges and instruments frequently during
operation for proper readings. 6. When truck is loaded, pull away from shovel as
quickly as possible, but with extreme caution.

HAULING
1. Always stay alert! If unfamiliar with the road, drive If the Brake Oil Temperature exceeds this limit,
with extreme caution. move the transmission range selector lever to a
lower gear and use the foot-operated service
2. Govern truck speed by the road conditions, brakes to reduce the truck ground speed. This will
weather and visibility. allow the transmission to shift to the next lower
3. Operate truck so it is under control at all times. gear range for more efficient cooling.
4. Use extreme caution when approaching a haul If the Brake Oil Temperature continues to exceed
road intersection. Maintain a safe distance from 248°F (120°C), select a safe area out of the way
oncoming vehicles. of other traffic, stop the truck, move the transmis-
sion range selector lever to the Neutral (N) posi-
5. Obey all road signs. tion, and operate the engine at approximately
6. Always dim headlights when meeting oncoming 1200 RPM until the Brake Oil Temperature gauge
vehicles. registers in the "green" range.
7. Maintain a safe distance when following another For better control under dry road conditions, the
vehicle. Never approach another vehicle from the optional front wheel brakes may be turned on.
rear, in the same lane, closer than 15 m (50 ft).
When operating on a down grade, stay at least 30
m (100 ft) away.
8. During normal operation, the retarder control
lever should be used to control the speed of the
truck and to stop the truck instead of using the
foot-operated service brake pedal. Use of this
lever allows the operator to apply the REAR
oil-cooled brakes only, thus extending the life
of the front caliper disc pads while still maintaining
maximum control of the truck. The foot-operated
brake pedal should be used when maneuvering
in tight places, at the shovel and dump, and when
quick stops or severe braking is required.
Retarder Operation
Before starting down a grade, maintain a speed
that will insure safe driving and provide effective
retarding under all conditions.
Refer to the "Retarding Capacity" decal which is
applied to the upper left-hand corner of the cab
windshield. This decal is designed to help the
operator maintain a safe vehicle speed while
descending a grade with a loaded truck.
For efficient retarder operation, the operator
should: 9. When operating truck in darkness or when visibil-
• Preselect a ground speed and gear range for a ity is poor, do not move truck unless headlights
known grade that will permit continous retarder are on. Do not back truck if back-up horn or lights
operation within the LIMITS OF THE CHART. are inoperative.
• Maintain engine RPM between 1800 — 2400 10. When backing the truck, give back-up signal
RPM, and (three blasts on air horn); when starting forward,
two blasts on air horn. These signals must be
• Observe the Brake Oil Temperature gauge to given each time the truck is moved forward or
make certain the Brake Oil Temperature does not backward.
exceed 248°F (120°C).

11. Do not stop or park on a haul road unless unavoid- To Raise dump body:
able. If you must stop, move truck to a safe place,
apply parking brake, shut down engine, block
wheels securely and notify maintenance person-
nel for assistance.
12. If the “Emergency Steering” light and/or “Low Air The dumping of very large rocks (10% of payload,
Pressure” warning light come on during opera- or greater) or sticky material (loads that do not flow
tion, steer the truck immediately to a safe stop- freely from the body) may allow the material to
ping area, away from other traffic if possible. move too fast and cause the body to move RAP-
Refer to item 11 above. IDLY and SUDDENLY. This sudden movement may
jolt the truck violently and cause possible injury to
13. Report haul road conditions immediately. Muddy the operator, and/or damage to the hoist cylinders,
or icy roads, pot holes or other obstructions can frame, and/or body hinge pins. If it is necessary to
present hazards. dump this kind of material, refer to the CAUTION
14. Cab doors should remain closed at all times while in the following procedure:
truck is in motion or unattended.
15. Check for flat tires periodically during shift. If truck 4. Pull dump lever up to the
has been run on a “flat”, it must not be parked “RAISE” position and release
in a building until the tire cools. lever.
PASSING
5. Raise engine RPM to accelerate hoist speed.
1. Do not pass another truck on a hill or blind curve! Refer to the CAUTION below. When body is near
2. Before passing, make sure the road ahead is the maximum angle, reduce engine RPM (reduce
clear. If a disabled truck is blocking your lane, foot pressure on the accelerator pedal) to reduce
slow down and pass with extreme caution. shock load to the hydraulic system and hoist
cylinders.
3. Use only the areas designated for passing.
DUMPING
1. Pull into dump area with extreme caution. Make
If dumping very large rocks or sticky material as
sure area is clear of persons and obstructions,
decribed in WARNING above, slowly accelerate
including overhead utility lines. Obey signals di-
engine RPM to raise body.
rected by the spotter, if present.
When the material starts to
Avoid unstable areas. Stay a safe distance from move, move hoist lever to
edge of dump area. “HOLD” position. If material
Position truck on a solid, level surface before does not continue moving and
dumping. clear body, repeat this proce-
dure until material has cleared
body.
6. When the dump body rises to the set position

As body raises, the truck Center of Gravity (CG) (adjusted position of body positioner) dump lever
will move. TRUCK MUST BE ON LEVEL SURFACE returns to the “HOLD” position. If desired to raise
to prevent tipping / rolling! the body further, move dump lever to raise posi-
tion and dump will rise. If dump lever is released,
lever will return to hold position. Dump body will
2. Carefully maneuver truck into dump position. stop in that position.
When backing truck into dump position, use only
the foot-operated brake pedal to stop and hold 7. After material being dumped clears body, lower
truck. body to frame.
3. When in dump position, place transmission range

selector at the “Neutral” position, and apply the
Park Brake lever/switch.

To Lower Body: SAFE PARKING PROCEDURES
7. After material being dumped The operator must continue the use of safety precau-
clears body, move dump tions when preparing for parking and engine shut-
lever to the “LOWER” posi- down.
tion and dump body will start
to move down. In the event that the equipment is being worked in
consecutive shifts, any questionable truck perform-
8. Release the lever and it will ance the operator may have noticed must be checked
return automatically to the by maintenance personnel before the truck is released
“ FLOAT” position. The to another operator.
body will move down under 1. The truck should be parked on level ground, if at
its own weight. all possible. If parking must be done on a grade,
the truck should be positioned at right angles to
If dumped material builds up at body tailgate and the grade.
body cannot be lowered, shift Transmission
Range Selector to “D” (Drive), release park brake 2. The parking brake must be applied and/or chocks
lever, and drive forward to clear material. Stop, placed fore/aft of wheels so that the truck cannot
shift Transmission Range Selector to “N” (Neu- roll. Each truck should be parked at a reasonable
tral), apply park brake lever and lower body. See distance from another.
NOTE : * below. 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 with flares at
night.
The truck is not to be moved with
the dump body raised except for
emergency moves only. Failure
to lower body before moving SHUTDOWN PROCEDURE
truck may cause damage to hoist
cylinders, frame and/or body The following sequence of shutdown procedure is
hinge pins. important and should be followed at each shutdown.
NOTE: When traveling, always place the dump lever

at the FLOAT position, regardless of whether or not 1. Stop truck, reduce engine RPM to low idle. Place
the truck is loaded. Transmission Range Selector in “Neutral” and
* If the transmission range selector is moved to any apply parking brake.
position other than “N” (neutral) when the dump lever 2. Allow engine to cool gradually by running at low
is not at the FLOAT position, the central warning lamp idle for 3 to 5 minutes.
will flash and the alarm buzzer will sound intermittently.
3. Turn keyswitch “Off” to stop engine.
9. With body returned to frame, move Transmission 4. Close and lock all windows, remove key from key
Range Selector to “D” (Drive), release park brake switch and lock cab to prevent possible unauthor-
lever, and leave dump area carefully. ized truck operation. Dismount truck properly.

TOWING
Prior to towing a truck, many factors must be carefully 3. If the engine is NOT operable, never haul the truck
considered. Serious personal injury and/or significant over 800m (2,625 ft).
property damage may result if important safety prac- If the towing distance surpasses that limit, be sure
tices, procedures and preparation for moving heavy to remove the drive shaft between the transmis-
equipment are not observed. sion and the differential case (if final drive sun
gears have not been removed).
The towing speed must not be greater than 8 km/h
(5 mph).
Both right and left planetary sun gears/drive axles
should be removed before any towing. Refer to 4. Inspect tow bar for capacity (it should be strong
Section “G” in the Service Manual for these in- enough to tow 1.5 times the gross vehicle weight
structions. Extensive secondary damage can oc- of truck being towed).
cur to final drive components and/or transmission, 5. Determine that towing vehicle has adequate ca-
if truck is towed without first removing sun pacity to both move and stop the towed truck
gears/drive axles. under all conditions.
6. Protect both operators in the event of tow bar
failure.
7. Release disabled truck brakes and remove all
blocking.
The truck must not be towed except in emergen- Do not tow the truck any faster than 8 kph (5 MPH).
cies.
When towing becomes necessary, use the tow hook 8. Sudden movement may cause tow bar failure.
installed under the front frame and take the following Smooth and gradual truck movement is preferred.
precautions: 9. Minimize tow angle at all times - NEVER EXCEED
o
30 .
1. Block disabled truck to prevent movement while The towed truck must be steered in the direction
attaching tow bar. of the tow bar.
2. If the engine is operable; keep the engine running
while towing the machine, so that the steering and
braking can be used.
If there is a failure in the air circuit, the brakes
cannot be used, so be extremely careful when
towing. When air pressure in air reservoir abnor-
mally drops due to leakage from air circuit, park- BRAKE RELEASE
ing brake and emergency brake are actuated.
When towing truck, both brakes must be re- Releasing Parking Brake And Emergency Brake
leased. Refer to “BRAKE RELEASE” following After Being Actuated In An Emergency
these" TOWING" instructions.
If the pressure inside the air tank drops abnormally due
If the engine is NOT operable, it is possible to to some problem, such as leakage of air from the air
steer using the emergency steering, but do not circuit, the parking brake and emergency brake are
use it for more than 90 seconds, and travel at a automatically actuated.
speed of less than 5 km/h (3 mph).

RELEASE OF PARKING BRAKE
The parking brake is a dry disc brake mounted on the Refer to Section 4, Lubrication & Service, Parking
rear drive shaft at the differential input with two (2) Brake Inspection and Adjustment, for instructions for
spring-applied, air-released calipers. Each caliper is reconnecting and adjusting park brake.
individually applied/released through separate air
chamber actuators (spring cylinder assemblies). If the
parking brake can not be released after its emergency
application – even if the parking brake valve lever is RELEASE OF EMERGENCY BRAKE
put in RELEASE position – take the following actions When the emergency brake has been applied, do not
to release the parking brake: continue to drive the machine. This will cause seizure
of the brake discs and linings.
If the emergency brake can not be released after its
emergency application – even if the emergency brake
valve lever is put in RELEASE position – release the
emergency brake in the following manner:
Before releasing the air pressure from the emergency
brake reservoir, confirm safety in the surrounding area
and put chocks against the tires.
1. Block disabled truck to prevent movement and

confirm safety in the surrounding area.
2. At the parking brake relay valve, remove both air
hoses (4) connected to the air chambers of the
parking brake spring cylinder assemblies (5).
3. Connect these hoses together using a “tee” fitting
with compatible thread ends.
4. Connect third connector of “tee” to a hose from RELEASING EMERGENCY BRAKE
an air supply of sufficient capacity to release 1. Air Quick Disconnect 2. Drain Valve
calipers. Apply air and release brake. Pull Rings
5. With parking brake released, turn adjustment bolt
(2) counterclockwise, and check for “play” in link-
1. After making preparations to tow the machine, pull
age (3). Remove pin (1). Repeat for other caliper.
rings (2) on the 4 drain valves on the front air tanks
Disconnect air supply.
to release the air pressure.
6. With parking brake disconnected, remove block-
2. After exhausting all air pressure, release rings (2).
ing and immediately move the truck to a safe
place. Refer to INSTRUCTIONS FOR TOWING 3. Drain the rear air tank by pulling and holding the
THE MACHINE. ring on the air drain valve mounted on the frame
in front of the right rear suspension. Keep drain
valve open until all air is exhausted from tank.
This will allow the emergency brake to release.
If the air system is not operating, the service

brakes will not apply; this is very dangerous. Be
sure to tow the truck at low speed, keeping the
engine running (if possible) and always be ready
to steer.

NOTES

WARNINGS AND CAUTIONS
The following paragraphs 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 model, but because of customer options,
individual trucks may have plates and decals that are different from those shown here.
The plates and decals must be kept clean and legible. If any decal or plate becomes worn or unable to be read, it
should be replaced with a new one.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
This caution plate is located inside the cab on the left-hand door panel under the arm rest. It contains (3) CAUTIONS
- Operating Machine Safely, Driving Over A Long Distance, and Hoist Control Lever operation. These decals stress
the importance of reading and understanding the operators manual prior to the operation of equipment.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TIRE AIR PRESSURE Caution plate is located inside

the cab on left-hand door panel under the arm rest.
Extreme caution should be used when taking a pres-
sure reading. Tire is under high pressure.
A04028 11/98 Warnings and Cautions A4-1

This instruction plate contains (4) WARNINGS -
Inspection and Maintenance With Body In Raised Up
Position, Emergency Steering System Operation, the
Engine Shut Down Procedure, and the Retarder Oil
Temperature Warning Light.
These “ WARNINGS” stress the importance of reading
and understanding the operators manual prior to the
operation of equipment.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caution plates are mounted at the air tank on center

top deck, also at rear frame just below tail light assem-
blies. Caution should be used when opening drain
valves. System under high pressure.
. . . . . . . . . . . . . . . . . . . . . . .
DANGER plates are mounted on each suspension
cylinder. These plates warn that the suspensions are
charged with high pressure nitrogen. No servicing of
any kind should be attempted until the service manual
has been referenced and proper and safe procedures
are followed.
A Brake Cooling Oil decal is located between the filler

cap and sight gauge on the right hand side of the
hydraulic tank.
A4-2 Warnings and Cautions A04028 11/98

This CAUTION plate is located on left hand side of
radiator shroud. Extreme care should be taken when
working around fan and belts. Hands and loose articles
A CAUTION plate is attached to the hydraulic tank, of clothing should be kept away when machine is
alerting the service person that the engine must always operating.
be shut down and cooled before removing fillercap. . . . . . . . . . . . . . . . . . . . . . . .
This plate also alerts the service person of HOT oil
under pressure. Hydraulic oil becomes heated and
pressurized during operation. Care must be taken to
avoid burns when it is necessary to open the hydraulic
system.
Hydraulic fluid escaping under pressure can have

sufficient force to enter a person’s body by pene-
trating the skin and cause serious injury and pos-
sible death if proper medical treatment by a
A plate is mounted on the left hand side of the trans-
physician familiar with this injury is not received
mission oil pan to provide instructions for proper trans-
immediately.
mission oil level check.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Steering and Hoist Oil decal is located to the left of the A Caution plate is located next to the sight gauge on
left hand filler cap on left hand side of hydraulic tank. the front brake oil tank, mounted on air tank top right
hand deck. The Caution plate alerts service person to
use only SAE-10W oil.
Brake system components are not compatible with
other fluids which can cause component deterioration.

A service indicator plate is located on the center air
cleaner housing.
A plate is located next to filler cap on fuel cap which Service filter element when red signal reaches service
specifies Diesel Fuel Only. Care should be taken to level in dust indicator.
open cap slowly and bleed off pressure that may be in
tank when removing filler cap.
Operation and Maintenance Manual refered to is from
Engine Manufacturer. When using compressed air, wear safety glasses
. . . . . . . . . . . . . . . . . . . . . . . and all other safety equipment required when
cleaning.
. . . . . . . . . . . . . . . . . . . . . . .
Attached to the interior of battery box lid is a DANGER

plate. This plate stresses the need to keep from mak-
ing 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 connec-
tions. When connecting auxiliary power cables, posi-
tively maintain correct polarity; connect the positive (+)
leads together and then connect the negative (-) lead
of the auxiliary power cable to a good frame ground.
Do not connect to the negative post of the truck battery
or near the battery box. This hookup completes the
circuit but minimizes danger of sparks near the batter-
ies.
Sulfuric acid is corrosive and toxic. Use proper safety
gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Avoid contact with
skin, eyes or clothing. In event of accident, immedi-
ately flush with plenty of water and call a physician. A caution plate is located on the right hand inside door
KEEP OUT OR REACH OF CHILDREN! panel and also on the lid of the battery box. These
instructions must be followed when welding is done on
the truck to avoid damage to the electronic compo-
nents.

A Caution plate is located next to the sight gauge on
A Caution plate is located on center deck floor next to the radiator cooling water reserve tank on top of right
radiator fill access cover plate. When actual tempera- hand deck just aft of battery box.
ture differs with the indication, change the ratio of
antifreeze to match ambient conditions. Keep coolant level between “FULL” and “LOW”
when engine is cold.
Service personnel should use caution when serv-
icing radiator. The system is pressurized because . . . . . . . . . . . . . . . . . . . . . . .
of thermal expansion of coolant. “DO NOT” re-
move radiator cap while engine is hot. Severe
burns may result.
. . . . . . . . . . . . . . . . . . . . . .
The Action Code decal is located on the inside of the

Warning plates are mounted on the truck frame in front
cab in the upper left-hand corner of the windshield.
of and to the rear of both front tires to alert all persons
This decal explains what action to take when an action
to stay clear when the truck is being steered.
code is displayed on the monitor panel on the operator
monitor and indicator panel.

An informational plate for solenoid valve and relays is mounted to the inside lid of the electrical console behind the
operator and passenger seats.
A "Retarding Capacity" decal is applied to the upper left-hand corner of the cab windshield. This decal is designed
to help the operator maintain a safe vehicle speed while descending a grade with a loaded truck.
For efficient retarder operation, the operator should:

• Preselect a ground speed and gear range for a
known grade that will permit continous retarder
operation within the LIMITS OF THE CHART.
• Maintain engine RPM between 1800 — 2400
RPM, and
• Observe the Brake Oil Temperature gauge to
make certain the Brake Oil Temperature does not
exceed 248°F (120°C).
If the Brake Oil Temperature exceeds this limit, move
the transmission range selector lever to a lower gear
and use the foot-operated service brakes to reduce the
truck ground speed. This will allow the transmission to
shift to the next lower gear range for more efficient
cooling.
If the Brake Oil Temperature continues to exceed
248°F (120°C), select a safe area out of the way of
other traffic, stop the truck, move the transmission
range selector lever to the Neutral (N) position, and
operate the engine at approximately 1200 RPM until
the Brake Oil Temperature gauge registers in the
"green" range.

An informational plate for the fuse table is located to the left of the solenoid valve and relay plate. This is mounted
inside of lid of the electrical console behind the operator and passenger seats.
A product identification plate is located on left hand front fender on the inside top. This lists the vehicle model number,
maximum G.V.W. and Product Identification Number. The Product Identification Number (vehicle serial number)
contains information which will identify the original manufacturing bill of material for this unit. This complete number
will be necessary for the proper ordering of many service parts and/or warranty consideration.

The lubrication chart is located on the left hand front fender behind the ladder. Refer to Section P, "Lubrication and
Service", for more complete lubrication instructions.

STANDARD CHARTS AND TABLES
This manual provides dual dimensioning for many specifications. Metric units are specified first, with U.S. standard
units in parentheses. References throughout the manual to standard torques or other standard values will be to
one of the following Tables.
For values not shown in any of the charts or tables, standard conversion factors for most commonly used measure-
ments are provided in the conversion table below.
INDEX OF TABLES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page
TABLE I STANDARD TIGHTENING TORQUE COMMON CONVERSION MULTIPLIERS
METRIC To ENGLISH
. . . . . . . . . . . . . . . . For Capscrews and Nuts A5-2
Multiply
To Convert From TO By
millimeter (mm) inch – in. 0.0394
TABLE II STANDARD TIGHTENING TORQUE
centimeter (cm) inch – in. 0.3937
. . . . . . . . . . . . . . . . . . .For Split Flange Bolts A5-2
meter (m) foot – ft. 3.2808
meter (m) yard – yd. 1.0936
TABLE III . . . . . .TIGHTENING TORQUE FOR kilometer (km) mile – mi. 0.6210
2) in.2 0.1550
sq. centimeters (cm sq. in. –
. . . . . . . . . . . Flared Tube And Hose Fittings A5-2
sq. centimeters (cm2) sq. ft. – ft.2 0.001
cu. centimeters (cm3) cu. in. – in.3 0.061

TABLE IV . . TEMPERATURE CONVERSIONS A5-3
liters (l) cu. in. – in.3 61.02
cu. meters (m3) cu. ft. – ft.3 35.314

TABLE V . . . . . . . . TORQUE CONVERSIONS liters (l) cu. ft. – ft.3 0.0353
. . . . . . . . . . kilogram meters To foot pounds A5-3 grams (g) ounce – oz. 0.0353
milliliter (ml) fluid ounce – fl. oz. 0.0338
kilogram (kg) pound (mass) 2.2046
TABLE VI . . . . . . . . TORQUE CONVERSIONS
Newton (N) pound (force) – lbs. 0.2248
. . . . . . . . kilogram meters To Newton meters A5-3 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
TABLE VII . . . . .PRESSURE CONVERSIONS
kilogram.meters (kg.m) Newton.meters (N.m) 9.807
. . . . . . . . . . . . . . . . . . . . . . . .kg/cm2 To (psi) A5-4 Kilopascals (kPa) psi (pressure) 0.1450
megapascals (MPa) psi (pressure) 145.038
2 2 psi (pressure) 14.2231
kilograms/cm (kg/cm )
TABLE VIII . . . . .PRESSURE CONVERSIONS
2 2 kilopascals (kPa) 98.068
kilograms/cm (kg/cm )
. . . . . . . . . . . . . . . . . . . . . . . . kg/cm2 To kPa A5-4
kilogram (kg) ton (short) 0.0011
metric ton ton (short) 1.1023
TABLE IX . . . . . PRESSURE CONVERSIONS liters (l) quart – qt. 1.0567

liters (l) gallon – gal. 0.2642
. . . . . . . . . . . . . . . . . . . . . . . . . . . psi To kPa A5-4
Watts HP (horsepower) 0.00134
kilowatts (kw) HP (horsepower) 1.3410
A05002 05/04 Standard Charts and Tables A5-1

TABLE I. STANDARD TIGHTENING TORQUE FOR
METRIC HEX HEAD CAPSCREW AND NUT ASSEMBLY
Capscrew Thread Width Kilogram meters Newton meters Foot Pounds

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

SPLIT FLANGE BOLTS
Capscrew Thread Width Kilogram meters Newton meters Foot Pounds

Diameter Across Flat (kg.m) (N.m) (ft.lbs.)
10 14 6.7 65.7 48
12 17 11.5 112 83
16 22 28.5 279 206
This Table represents standard values only.
Do not use these values to replace torque values which are specified in the Service Manual instructions.
TABLE III. TIGHTENING TORQUE FOR

FLARED TUBE AND HOSE FITTINGS
Thread Width Kilogram meters Newton meters Foot Pounds

Diameter of Nut Across Flat (kg.m) (N.m) (ft.lbs.)
14 19 2.5 25 18
18 24 5 50 36
22 27 8 80 58
24 32 14 140 101
30 36 18 175 130
33 41 20 195 145
36 46 25 245 180
42 55 30 295 215
A5-2 Standard Charts and Tables 05/04 A05002

TABLE IV. TEMPERATURE CONVERSIONS
Formula: F° - 32 ÷ 1.8 = C° or C° x 1.8 + 32 = F°
CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT
C° F° C° F° C° F°
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 –1 30 86
113 235 455 54 130 266 –4 25 77
110 230 446 52 125 257 –7 20 68
107 225 437 49 120 248 –9 15 59
104 220 428 46 115 239 – 12 10 50
102 215 419 43 110 230 – 15 5 41
99 210 410 41 105 221 – 18 0 32
96 205 401 38 100 212 – 21 –5 23
93 200 392 35 95 293 – 23 – 10 14
91 195 383 32 90 194 – 26 – 15 5
88 190 374 29 85 185 – 29 – 20 –4
85 185 365 27 80 176 – 32 – 25 – 13
82 180 356 24 75 167 – 34 – 30 – 22
79 175 347 21 70 158 – 37 – 35 – 31
77 170 338 18 65 149 – 40 – 40 – 40
74 165 329 15 60 140 – 43 – 45 – 49
71 160 320 13 55 131 – 46 – 50 – 58
68 155 311 10 50 122 – 48 – 55 – 67
66 150 302 7 45 113 – 51 – 60 – 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit (F°). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit (F°). If
starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.
TABLE V. TORQUE CONVERSIONS

kilogram.meter - kg.m To Foot Pounds - (ft.lbs.)
1 kg.m=7.2339 ft.lbs.
kg.m 0 1 2 3 4 5 6 7 8 9
0 (ft.lbs) 7.23 14.5 21.7 28.9 36.2 43.4 50.6 57.9 65.1
10 72.3 79.6 86.8 94.0 101.3 108.5 115.7 123.0 130.2 137.4
20 144.7 151.9 159.1 166.4 173.6 180.8 188.1 195.3 202.5 209.8
30 217.0 224.2 231.5 238.7 245.9 253.2 260.4 267.6 274.9 282.1
40 289.3 296.5 303.8 311.0 318.2 325.5 332.7 339.9 347.2 354.4
50 361.6 368.9 376.1 383.3 390.6 397.8 405.0 412.3 419.5 426.7
60 434.0 441.2 448.4 455.7 462.9 470.1 477.4 484.6 491.8 499.1
70 506.3 513.5 520.8 528.0 535.2 542.5 549.7 556.9 564.2 571.4
80 578.6 585.9 593.1 600.3 607.6 614.8 622.0 629.3 636.5 643.7
90 651.0 658.2 665.4 672.7 679.9 687.1 694.4 701.6 708.8 716.1
TABLE VI. TORQUE CONVERSIONS

kilogram meter - kg.m To Newton meters (N.m)
1 kg.m=9.807 N.m
kg.m 0 1 2 3 4 5 6 7 8 9
0 (N.m) 9.8 19.6 29.4 39.2 49.0 58.8 68.6 78.5 88.3
10 98.1 107.9 117.7 127.5 137.3 147.1 156.9 166.7 176.5 186.3
20 196.1 205.9 215.8 225.6 235.4 245.2 255.0 264.8 274.6 284.4
30 294.2 304.0 313.8 323.6 333.4 343.2 353.1 362.9 372.7 382.5
40 392.3 402.1 411.9 421.7 431.5 441.3 451.1 460.9 470.7 480.5
50 490.4 500.2 510.0 519.8 529.6 539.4 549.2 559.0 568.8 578.6
60 588.4 598.2 608.0 617.8 627.6 637.5 647.3 657.1 666.9 676.7
70 686.5 696.3 706.1 716.0 725.7 735.5 745.3 755.1 764.9 774.8
80 784.6 794.4 804.2 814.0 823.8 833.6 843.4 853.2 863.0 872.8
90 882.6 892.4 902.2 912.1 921.9 931.7 941.5 951.3 961.1 970.9

TABLE VII. PRESSURE CONVERSIONS
2 2
kilograms/cm (kg/cm )To pounds per sq. in. (psi)
1 kg/cm2=14.2231 psi
2 0 1 2 3 4 5 6 7 8 9
kg/cm
0 (psi) 14.2 28.4 42.7 56.9 71.1 85.3 99.6 113.8 128.0
10 142.2 156.5 170.7 185.0 199.1 213.3 227.6 241.8 256.0 270.2
20 284.5 298.7 312.9 327.1 341.4 355.6 369.8 384.0 398.2 412.5
30 426.7 440.9 455.1 469.4 483.6 497.8 512.0 526.3 540.5 554.7
40 568.9 583.1 597.4 611.6 625.8 640.0 654.3 668.5 682.7 696.9
50 711.2 725.4 739.6 753.8 768.0 782.3 796.5 810.7 824.9 839.2
60 853.4 867.6 881.8 896.1 910.3 924.5 938.7 952.9 967.2 981.4
70 995.6 1009.8 1024.1 1038.3 1052.5 1066.7 1081.0 1095.2 1109.4 1123.6
80 1137.8 1152.1 1166.3 1180.5 1194.7 1209.0 1223.2 1237.4 1251.6 1265.9
90 1280.1 1294.3 1308.5 1322.7 1337.0 1351.2 1365.4 1379.6 1393.9 1408.1
TABLE VIII. PRESSURE CONVERSIONS

2 2
kilograms/cm (kg/cm )To kilopascals (kPa)
2
1 kg/cm =98.068 kPa
2 0 1 2 3 4 5 6 7 8 9
kg/cm
0 (kPa) 98 196 294 392 490 588 686 785 883
10 981 1079 1177 1275 1373 1471 1569 1667 1765 1863
20 1961 2059 2157 2256 2354 2452 2550 2648 2746 2844
30 2942 3040 3138 3236 3334 3432 3530 3629 3727 3825
40 3923 4021 4119 4217 4315 4413 4511 4609 4707 4805
50 4903 5001 5100 5198 5296 5394 5492 5590 5688 5786
60 5884 5982 6080 6178 6276 6374 6472 6571 6669 6767
70 6865 6963 7061 7159 7257 7355 7453 7551 7649 7747
80 7845 7944 8042 8140 8238 8336 8434 8532 8630 8728
90 8826 8924 9022 9120 9218 9316 9415 9513 9611 9709
TABLE IX. PRESSURE CONVERSIONS

Pounds/sq. in. [psi] To kilopascals (kPa)
Formula: psi x 6.895 = kPa
psi 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6
NOTE: Tables such as Table V, VI, VII, VIII, and IX may be used as in the following example:
Example: Convert 955 kg.m to foot pounds (ft.lbs.). 4. Go to kg.m row 0, column 5; reads 49.0
5 kg.m = 49 ft.lbs. Add to step 3.
1. Select Table V.
5. 950 + 5 kg.m = 6871 + 49 = 6920 ft.lbs.
2. Go to kg.m row 90, column 5; reads 687.1
955 kg.m = 6920 ft.lbs.
95 kg.m = 687.1 ft.lbs.
3. Multiply by 10:
950 kg.m = 6871 ft.lbs.

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

Nomenclature Code Part Number Applications
LT-1A TB1521 Used to apply rubber pads, rubber gaskets and cork plugs.
Used to apply resin, rubber, metallic and non-metallic parts when a fast,
LT-1B 790-129-9050
strong seal is needed.
Adhesives
LT-2 VE7533 Preventing bolts, nuts and plugs from loosening and leaking oil.
LT-3
Used as adhesive or sealant for metal, glass and plastic.
(2 part epoxy)
LG-1 Used with gaskets and packings to increase sealing effect.
LG-3 1400266H1 Heat-resistant gasket for precombustion chambers and exhaust piping.
Used by itself on mating surfaces on the final drive and transmission
LG-4 1400265H1
cases. Thickness after tightening: 0.07-0.08 mm (0.0027-0.0032 in)
Liquid Gasket
Used by itself to seal grease fittings, tapered screw fittings and tapered
LG-5 790-129-9080
screw fittings in hydraulic circuits of less than 50 mm (2 in) in diameter.
LG-6 TB1215 Silicone rubber - used to seal oil pan, final drive case mating surfaces.
LG-7 TB1207C Silicone rubber - used to seal oil pan, flywheel housing mating surfaces.
Molybdenum
Applied to bearings and taper shafts to facilitate press-fitting and to pre-
Disulphide LM-P 09940-00040
vent sticking, burning or rusting.
Lubricant
Grease General purpose - applied to bearings, sliding parts and oil seals for lubri-
G2-LI SYG2-400LI-A
cation, rust prevention and facilitation of assembly work.
:
PART NUMBERS
Three Bond Komatsu
TB1374 VE7533
TB1521 TB1521
TB1104 1400265H1
TB1107 1400266H1
TB1110 790-129-9080

NOTES

STANDARD VALUE TABLES
ENGINE STANDARD VALUES
MODEL HD785-5LC
ENGINE SA12V140Z-2
ITEM MEASUREMENT CONDITIONS UNIT Standard Value Permissible Value
Power Mode 2350 ± 50 2350 ± 50
High Idle Economy Mode rpm 2300 ± 50 2300 ± 50
Engine Speed HI 1000 ± 50 1000 ± 50

Low Idle Lo rpm 650 ± 25 650 ± 25
Power Mode 2000 ± 50 2000 ± 50
Rated Speed Economy Mode rpm 1900 ± 50 1900 ± 50
A06002 Standard Value Tables A6-1

CHASSIS STANDARD VALUES
ITEM MEASUREMENT CONDITIONS UNIT STANDARD PERMISSIBLE
VALUE VALUE
TRUCK PERFORMANCE
F1 6.6 ± 5% 6.6 ± 5%
F2 9.3 ± 5% 9.3 ± 5%
• Engine water temperature.:
F3 12.4 ± 5% 12.4 ± 5%
Within operating range.
Travel F4 MPH 16.6 ± 5% 16.6 ± 5%
• Transmission oil temperature:
Speed 70°- 90°C
F5 22.0 ± 5% 22.0 ± 5%
• Empty truck
F6 30.0 ± 5% 30.0 ± 5%
• Traveling resistance: 3.3%
F7 40.0 ± 5% 40.0 ± 5%
R 7.1 ± 5% 7.1 ± 5%
ENGINE SPEED
Shift up 2100 ± 50 2100 ± 50
High Power
1450 ± 50 1450 ± 50
Mode
Automatic Shift Control
Shift down
1400 ± 50 1400 ± 50
(F2ŸF1 only) (F2ŸF1 only)
Shift up 2000 ± 50 2000 ± 50
Economy RPM
1350 ± 50 1350 ± 50
Mode
Shift down
1300 ± 50 1300 ± 50
(F2ŸF1 only) (F2ŸF1 only)
• Engine water temp.:
Braking Shift up Within operating range. 2450 ± 50 2450 ± 50
Mode • Transmission oil temp.: 70° - 90°C
Shift down 1550 ± 50 1550 ± 50
• Hydraulic oil temp.: 70° - 90°C
Set F1, F2 1500 1500
Auto Lock-up
• "Braking Mode" refers to when the

F3 - F7 accelerator is OFF or the rear 1250 ± 50 1250 ± 50
brake is ON. RPM
F1, F2 1200 1200
Reset F3 - F7 1100 ± 50 1100 ± 50
Set 2600 ± 10 2600 ± 10
Protection
Overrun
Reset RPM 2350 ± 10 2350 ± 10
Same as shift down Same as shift down

Down-shift Inhibitor RPM for automatic shift for automatic shift
control (see above) control (see above)
TORQUE CONVERTER
• Transmission oil temp.: 70° - 90°C POWER MODE
Engine Speed at Torque Converter • Hydraulic oil temp.: 70° - 90°C RPM 2040 ± 100 2040 ± 100
Stall
• Engine water temp.:
within operating range ECONOMY MODE
RPM 1950 ± 75 1950 ± 75
A06002 Standard Value Table A6-2

CHASSIS STANDARD VALUES (Continued)
VALUE VALUE
ACCELERATOR PEDAL
Starting to depress • Operating effort at a point (Electronic governor (Electronic governor
Operating effort 150 mm (5.9 in.) from pedal kg (lbs) specification truck) specification truck)
fulcrum
Fully depressed 1.8 ± 0.5 (4.0 ± 0.7) 1.8 ± 0.5 (4.0 ± 0.7)
+2.0 / - 4.9
42.1 42.1 +2.0 / - 4.9
Travel Starting to depress • Travel at a point 150 mm (5.9 mm +0.07 / -0.19) +0.07 / -0.19)
(1.6 (1.6
in.) from pedal fulcrum (inches)
⇔Fully 44 ± 5(1.7 ± 0.2) 44 ± 5(1.7 ± 0.2)
GEARSHIFT LEVER
Operating effort • At center of lever knob kg 1.6 ± 0.4 Max. 2
(lbs.) (3.5 ± 0.8) (4.4)
R-N
N-D
Travel D-5 mm 18.5 ± 1 18.5 ± 2

5-4 (inches) (0.73 ± 0.04) (0.73 ± 0.08)
4-3
3-L
TORQUE CONVERTER
Oil pressure at Engine @ high idle 8 ± 1 (113 ± 15) 8 ± 1 (113 ± 15)
inlet port
Engine @ low idle 1.3 ± 0.5 (18.5 ± 7) 1.3 ± 0.5 (18.5 ± 7)
Oil pressure at Engine @ high idle • Oil temperature: 4 ± 0.5 (57 ± 14) 4 ± 0.5 (57 ± 14)
70° - 90°C (158° - 194°F)
outlet port
Engine @ low idle • Engine water temperature: kg/cm2 1.0 ± 0.5 (14 ± 7) 1.0 ± 0.5 (14 ± 7)
Lock-up oil Engine @ high idle Within operating temperature (psi) 16.0 ± 0.5 (230 ± 10) 16.0 ± 0.5 (230 ± 10)
pressure Engine @ low idle • Hydraulic oil temperature: 16.0 ± 0.5 (230 ± 10) 16.0 ± 0.5 (230 ± 10)
50° - 80°C (122° - 176°F)
Main relief Engine @ high idle 39.0 ± 2 (555 ± 29) 39.0 ± 2 (555 ± 29)
pressure
Engine @ low idle 34.5 ± 2 (490 ± 29) 34.5 ± 2 (490 ± 29)
TRANSMISSION CONTROL VALVE SET PRESSURE
Engine @ high idle 16.5 ± 1.5 (235 ± 20) 16.5 ± 1.5 (235 ± 20)
L, H, 4th clutch Engine @ low idle 16.5 ± 1.5 (235 ± 20) 16.5 ± 1.5 (235 ± 20)
On actual truck
Engine @ high idle 20.5 ± 1.5 (290 ± 20) 20.5 ± 1.5 (290 ± 20)
3RD clutch
Engine @ low idle 20.5 ± 1.5 (290 ± 20) 20.5 ± 1.5 (290 ± 20)
Engine @ high idle 31.5 ± 1.5 (450 ± 20) 31.5 ± 1.5 (450 ± 20)
1st, 2nd clutch • Oil temperature:
Engine @ low idle 70° - 90°C (158° - 194°F) 31.5 ± 1.5 (450 ± 20) 31.5 ± 1.5 (450 ± 20)
Engine @ high idle • Engine water temperature: kg/cm2 30 ± 1.5 (435 ± 20) 30 ± 1.5 (435 ± 20)
R clutch Within operating temperature (psi)
Engine @ low idle 30 ± 1.5 (435 ± 20) 30 ± 1.5 (435 ± 20)
• Hydraulic oil temperature:
Engine @ high idle 17 ± 2 (242 ± 28) 17 ± 2 (242 ± 28)
modulation Checker
50° - 80°C (122° - 176°F)

L, 4th clutch
Engine @ low idle 17 ± 2 (242 ± 28) 17 ± 2 (242 ± 28)
When using
Engine @ high idle 20 ± 2 (284 ± 28) 20 ± 2 (284 ± 28)

H, 3rd clutch
Engine @ low idle 20 ± 2 (284 ± 28) 20 ± 2 (284 ± 28)
1st, 2nd, R Engine @ high idle 33 ± 2 (469 ± 22) 33 ± 2 (469 ± 22)
clutch Engine @ low idle 33 ± 2 (469 ± 22) 33 ± 2 (469 ± 22)

VALUE VALUE
TRANSMISSION
• Engine water temperature.: Within
operating range.
Lubricating Oil Pressure • Engine: Full throttle kg/cm2 1.25 ± 0.5 1.25 ± 0.5
• Oil temp.: 60° - 80°C (140° - 176°F) (psi) (18 ± 7) (18 ± 7)
(using EO10-CD) or 70° - 90°C (158° -
194°F) (using EO30-CD)
TIRE INFLATION PRESSURE
27.00 R49 7.0 ± 0.1 7.0 ± 0.1
Standard Tires (front and rear (100 ± 2) (100 ± 2)
wheels) • When empty kg/cm2
27.00-49-48PR (psi) 5.60 5.60
Optional Tires (front and rear (80) (80)
wheels)
STEERING WHEEL
• Oil temp.: 50° - 80°C (122° - 176°F)
Operating Force • Truck stopped and empty. If impossible kg Max. 3.0 Max. 3.6
(Steering wheel turning speed: 30 rpm) when truck is stopped, travel at low (lbs.) (Max 6.6) (Max 8.0)
speed with engine @ low idle.
Play • Length at circumference of steering mm 130 ± 30 130 ± 30
wheel. (in.) (5 ± 1.2) (5 ± 1.2)
• Engine stopped
No. of Turns • Lock ⇒Lock Turns 3.5 ± 0.4 3.5 ± 0.6
Left ⇒Right • Oil temp.: 50° - 80°C (122° - 176°F) Max. 4 Max. 5
Turning Time • Engine speed: Full range sec.
Right ⇒ Left • Lock ⇒Lock Max. 4 Max. 5
STEERING VALVE
Engine @ Hi idle 210 +15 / - 0.0
210 +15 / - 0.0
• Oil temp.: 50° - 80°C (122° - 176°F) kg/cm2 (2986 +215 / - 0.0)
(2986 +215 / - 0.0)
Relief Pressure (psi)
Engine @ Lo idle • Engine: Full throttle
185 +10/ - 0.0 185 +10/ - 0.0
• Demand valve relief valve +140 / - 0.0 ) +140 / - 0.0)
(2630 (2630
BRAKE PEDAL
Operating Force kg Max 30 Max 30
(lbs.) (Max. 66) (Max. 66)
• Tip of pedal
Travel mm (in.) 78 ± 8 78 ± 15
(3 ± 0.3) (3 ± 0.6)
RETARDER CONTROL LEVER
Operating Force kg 1.0 - 4.0 0.5 - 6.0
• At point 10 mm (0.4 in) from tip of lever (lbs.) (2.2 - 8.8) (1.1 - 13.2)
Travel degrees 0 - 90 ± 3 0 - 90 ± 3
PARKING BRAKE LEVER
Operating Force • Tip of lever kg (lbs.) Max. 2.0 (Max. 4.4) 3.0 (6.6)
EMERGENCY BRAKE LEVER
Operating Force • Tip of lever kg 0.01 - 0.02 Max. 0.05
(lbs.) (0.02 - 0.04) (Max. 0.10)
AIR GOVERNOR
• Pressure at which air is stored and
Set pressure circuit is unloaded when air pressure is 8.3 ± 0.3 8.3 ± 0.3
kg/cm2
raised from 0 kg/cm 2 (0 psi) with (120 ± 4.3) (120 ± 4.3)
(psi)
engine at full throttle.

VALUE VALUE
BRAKES
Service brake 91 ton payload Max. 29 (95) Max. 29 (95)
braking distance
Empty • Initial speed: 32 km/h (20 MPH) Max. 22.3 (73) Max. 22.3 (73)
m (ft)
Retarder brake 91 ton payload • Distance from starting speed to stop Max. 29 (95) Max. 38 (125)
braking distance • Max. actuating air pressure:
Empty Max. 22.3 (73) Max. 30 (98)
8.3 kg/cm2 (120 psi)
Front chamber Min. 160 (2275) Min. 160 (2275)
• Max. hydraulic pressure:
Rear chamber kg/cm2 Min. 45 (640) Min. 45 (640)
Brake actuating Rear: 45 kg/cm2 (640 psi)
(service) (psi)
pressure Front: 187 kg/cm 2 (2660 psi)
Rear chamber Min. 45 (640) Min. 45 (640)
• On flat, dry road surface
(retarder)
Stopping distance when emergency • Carrying 91 ton payload
brake is applied • Initial speed: 32 km/h (20 mph) m Max. 60.9 Max. 60.9
• On flat, dry road surface (ft) (200) (200)
PARKING BRAKE
• With 91 ton payload
Braking Capacity (sin θ) • After adjusting clearance between disc % Min. 15 Min. 15
and pad
Starting Test • F2 rpm Min. 2070 Min. 2070
• Torque converter stall
HOIST LEVER
HOLD ⇒ Max. 10 (22) Max. 10 (22)
RAISE
RAISE ⇒ Automatically reset Automatically reset
HOLD
Operating HOLD ⇒ kg 5 - 10 (11 - 22) 5 - 10 (11 - 22)

• Center of control lever knob
Force FLOAT (lbs.)
FLOAT ⇒ 3 - 6 (7- 13) 3 - 6 (7- 13)
HOLD
LOWER ⇒ Automatically reset Automatically reset
FLOAT
FLOAT ⇒ Max. 13 (29) Max. 13 (29)
LOWER
RAISE ⇒ 15 ± 2 15 ± 2
HOLD (A) (0.6 ± 0.07) (0.6 ± 0.07)
Travel HOLD ⇒ (Refer to Figure 6-1 for hoist lever positions mm 11 ± 2 11 ± 2
"A", "B", and "C") (in.)
FLOAT (B) (0.4 ± 0.07) (0.4 ± 0.07)
FLOAT ⇒ 11 ± 2 11 ± 2
LOWER (C) (0.4 ± 0.07) (0.4 ± 0.07)
HOIST VALVE
Engine @ High • Oil temp.: 50° - 80°C (122° - 176°F) 200 +15 / - 0.0
200 +15 / - 0.0
Relief Idle • Engine: Full throttle kg/cm2 +210 / - 0.0) +210 / - 0.0)
(2845 (2845
Pressure (psi)
• Measure at end of stroke when raising +10 / - 0.0 +10 / - 0.0
body 185 185
Engine @ Low Idle +142 / - 0.0) +142 / - 0.0)
(2630 (2630

VALUE VALUE
BODY
Lifting Speed • Oil temp.: 50° - 80°C (122° - 176°F) 13 ± 1.5 13 ± 1.5
Lowering Speed • Engine: Full throttle sec. 17 ± 1.5 17 ± 1.5
• Use FLOAT when lowering
• Oil temp.: 50° - 80°C (122° - 176°F)
Hydraulic Drift • Set with No. 2 cylinder extended 200 mm Max. 85 170
mm (7.8 in.) (in.) (3.4) (6.7)
• Hydraulic drift after 5 minutes
SUSPENSION CYLINDER
FRONT [A] • On flat road surface 262 ± 10 (10.3 ± 0.4) 262 ± 10 (10.3 ± 0.4)
Installed • When empty mm
FRONT [B] 484 ± 10 (19 ± 0.4) 484 ± 10 (19 ± 0.4)
Length (in.)
REAR [A] 242 ± 10 (9.5 ± 0.4) 242 ± 10 (9.5 ± 0.4)
FRONT (Refer to Figure 6-2 for dimension "A" and 39.5 ± 5 (561 ± 70) 539.5 ± 5 (561 ± 70)
kg/cm2
Pressure "B" locations.)
REAR (psi) 26.0 ± 5 (370 ± 70) 26.0 ± 5 (370 ± 70)
CHECKING BRAKE PERFORMANCE
Service Brake • F2 Min. 1930 Min. 1930
Retarder Brake • Torque converter stall Min. 1540 Min. 1540
• Engine water temperature within
Emergency Brake Min. 1930 Min. 1930
operating range
2 RPM
• Air pressure: 8.3 kg/cm (120 psi)
Parking Brake • Transmission oil temperature: Min. 2070 Min. 2070

70° - 90°C (158° - 194°F)
• Hydraulic oil temperature:
50° - 80°C (122° - 176°F)
FIGURE 6-1. HOIST LEVER POSITIONS FIGURE 6-2. SUSPENSION CYLINDERS

STANDARD VALUES FOR ELECTRICAL PARTS
COMPONENT CONNECTOR COMPONENT TEST TABLE MEASUREMENT
No. CONDITIONS
ENGINE CONTROLLER
Verify normal voltages listed below:
1. Turn key switch ON.
Accelerator at Approx.
2. Insert T-adapter.
FULL position Between 3.55 - 3.75 V
Accelerator Sensor AS2 B-C 3. Accelerator LO ⇔ FULL.
Accelerator at Approx.
LOW position 0.35 - 0.55 V
Verify normal resistances listed below:
Water Temp. 25°C Approx.
Engine Water CT1 1. Turn key switch OFF.
(normal) Between 9 K - 10 KΩ
Temperature Sensor 2. Disconnect CT1.
Water temp. 100° C A-B Approx.
0.62 K - 0.65 KΩ
TRANSMISSION CONTROLLER
Engine Oil Pressure EP1 Verify normal voltages listed below: 1. Start engine.
Sensor 2. Insert T-adapter.
Between B - C Approximately 1.1 - 2.1 V
Verify normal voltages listed below:

Voltage Value
When Selected Not Selected
Between (3) - (2) [R] >1.0 V < 15.0 V 1. Turn key switch ON.
Between (4) - (2) [N] >1.0 V < 15.0 V
Shifter Lever SF (male)
Between (5) - (2) [D] >1.0 V < 15.0 V
Between (6) - (2) [5] >1.0 V < 15.0 V
Between (7) - (2) [4] >1.0 V < 15.0 V
Between (8) - (2) [3] >1.0 V < 15.0 V
Between (9) - (2) [L] >1.0 V < 15.0 V
Between (1) - (2) 11.0 - 13.0 V

HPS (male)
LPS (male) 5 - 25Ω 1. Turn key switch OFF.
Between (1) - (2)
Pressure Control Valve RPS (male Note: resistance should be 13.85Ω ± 5%
Solenoid at 20°C (68 °F)
1PS (male)
2PS (male)
3PS (male)
4PS (male)
Verify normal resistance value listed below: 1. Turn key switch OFF.
Lock-up Solenoid L/CT (male)
Between (1) - (2) 30 - 80Ω 2. Disconnect L/CT
Exhaust Brake Verify normal resistance value listed below: 1. Turn key switch OFF.
Solenoid SL5 (male)
Between (1) - (2) 20 - 60Ω 2. Disconnect SL5.

No. CONDITIONS
TRANSMISSION CONTROLLER (Continued)
Rear Brake (Overrun SL4 (male) Verify normal resistance value listed below: 1. Turn key switch OFF.
Protection) Solenoid 2. Disconnect SL4.
Between (1) - (2) 20 - 60Ω

Oil Temperature Measure Resistance
Transmission Oil SL5 (male) 1. Turn key switch OFF.
Temperature Sensor Normal temperature: 37 k- 50 kΩ 2. Disconnect SL5.
25°C (77°C) Between (1) - (2)
100°C (212°F) 3.5 k - 4.0 kΩ

Relay R01 - R29 Between (1) - (2) 100 - 500Ω
(Check as Individual (Except R09, Check as individual part
Part) R11) Between (3) - (4) <0.1 Ω
Between (1) - (2) >1 MΩ

Between (5) - (6) 100 - 500Ω
Relay R09 - R11 Check as individual part
(Check as Individual Between (3) - (6) <0.1 Ω
Part) Between (3) - (5) >1 MΩ
HSW (male)
LSW (male)
Fill Switch RSW (male) Verify normal resistances listed below: 1. Turn key switch OFF.
2. Disconnect switch
1SW (male) Switch OFF Between (1) and >1 MΩ
chassis connector
2SW (male)
3SW (male)
4SW (male)
Verify normal voltage listed below:

Alternator Engine running @ 1/2 throttle or above: 27.5 - 29.5 V
Alternator Terminal 1. Start engine.
(NOTE: If the battery is old or after starting in cold areas, voltage
R - Chassis
may not rise for some time.)

Air Pressure: Approx. 160 Ω or
8.3 kg/cm2 (120 psi) less, or approx. 320Ω 1. Turn key switch OFF.
Air Pressure Sensor SR5 (male) 2. Disconnect SR5.
Between (1) - (2)
Air Pressure: Approx. 640 Ω or
5.2 kg/cm 2 (75 psi) approx. 800 Ω

No. CONDITIONS
Verify normal resistance value listed below:
Normal temperature: Approx. 9 - 10Ω
Engine Water CT1 1. Turn key switch OFF.
25°C (77°C) Between A - B
Temperature Sensor 2. Disconnect CT1.
100°C (212°F) Approx. 0.62 - 0.65Ω

Torque Converter Oil TC.SE (male) Normal temperature: 37 k- 50 kΩ
1. Turn key switch OFF.
Temperature Sensor 25°C (77°C) Between (1) - (2)
2. Disconnect TC.SE, and
Retarder Oil 64 (male) 100°C (212°F) 3.5 k - 4.0 kΩ 64.
Temperature Sensor

Full Approx 12Ω or less
Fuel Level Sensor 61 (male) (1) - sensor flange 2. Disconnect 61
Empty Approx. 85 - 110Ω
Transmission Shaft Verify normal resistances listed below:

Speed Sensors
Input Shaft N1 (male) Between (1) - (2) 500 - 1000Ω
Intermediate Shaft N2 (male) Between (1) - (2) 500 - 1000Ω 2. Disconnect N1 - N3.
Output Shaft N3 (male) Between (1) - (2) 500 - 1000Ω
Engine Speed Sensor E12 Verify normal resistance listed below: 1. Turn key switch OFF.
(male) Between (1) - (2) 500 - 1000Ω 2. Disconnect E12
Verify no continuity in circuit as listed below:

Normal
temperature: No continuity
Steering Oil 21(male) 2. Disconnect 21
Between B and chassis 25°C (77°C)
Temperature Sensor
Oil temperature: No continuity
>123°C (250°C)
Verify normal conditions in circuit as listed below:

Air pressure Min.:
Continuity 1. Turn key switch OFF.
1.4 kg/cm2 2. Disconnect AS3
Retarder Switch AS3 (male) (20 psi)
Between (1) - (2)
Air pressure Max.:
0.6 kg/cm2 No continuity
(8.5 psi)

No. CONDITIONS
Air pressure Min.:
Service Brake Switch AS5 (male) 0.6 kg/cm2 Continuity

Between (1) - (2) (8.5 psi) 2. Disconnect AS5
Air pressure Max.: No continuity
0.2 kg/cm2
(3 psi)

Air pressure Min.:
Emergency Brake AS4 (male) (70 psi) 2. Disconnect AS4
Between (1) - (2)
Switch Air pressure Max.:
3.7 kg/cm2 Continuity
(53 psi)

Air pressure Min.:
Parking Brake Switch AS2 (male) 1. Turn key switch OFF.
Between (1) - (2) (81 psi) 2. Disconnect AS2
Air pressure Max.:
(53 psi)

Dump lever @ No continuity
FLOAT
Body FLOAT Switch RH2 (male) 2. Disconnect RH2
Between (1) - (2) Dump lever at a
position other than Continuity
FLOAT

Body seated No continuity
Body Seated Switch DB1 (male) Between (1) - (2) 2. Disconnect DB1
Body not seated Continuity

Tilt 17° or more No continuity
Tilt Sensor SR3 (male) 2. Disconnect SR3
Between (1) - (2) Tilt 13° or less Continuity

Dump lever @ No continuity
RAISE
Body RAISE Switch RH2 (male) 1. Turn key switch OFF.
Between (7) - (8)
Dump lever at a 2. Disconnect RH2
position other than Continuity
RAISE

No. CONDITIONS
Transmission Filter 52 (male) 1. Turn key switch OFF.
Filter normal No continuity
Clogging Sensor 2. Disconnect 52
Between (1) - (2) Filter clogged Continuity

Brake Stroke Switch BLSR (male) Stroke normal Continuity 1. Turn key switch OFF.
BLSL (male) 2. Disconnect BLSR, BLSL.
Between (1) - (2)
Large stroke No continuity

Air pressure Min.:
Exhaust Brake Switch AS4 (male) (53 psi) 2. Disconnect AS4
Between (1) - (2)
Air pressure Max.:
(47 psi)
Emergency Steering Relay terminal Engine running: Minimum 20 V 1. Start engine.

Timer Relay 78 - chassis
SUSPENSION CONTROLLER
Radiator water Continuity
level normal 1. Turn key switch OFF.
Radiator Water 03 (male) 2. Disconnect 03.
Between (1) - (2)
Level Switch Radiator water No continuity
level abnormal

Switch ON Continuity
Power Mode Switch PW (male) Between (2) - (4) 2. Disconnect PW
Switch OFF No continuity
Verify normal resistances listed below: 1. Remove sensor from

FR Suspension 63 (male) suspension cylinder.
Pressure Sensor Between each
3. Verify there is no open or
FL Suspension 62 (male) connector - (3) - chassis 500 - 1000Ω
shorted circuit in wiring
Pressure Sensor harness.
Transmission Output Verify normal resistance in circuit as listed below: 1. Turn key switch OFF.
Shaft Speed Sensor N3 (male) 2. Disconnect N3.
Between (1) - (2) 500 - 1000Ω

No. CONDITIONS
SUSPENSION CONTROLLER (Continued)
Air pressure Min.:
Emergency Brake AS4 (male) (70 psi) 2. Disconnect AS4.
Between (1) - (2)
Switch Air pressure Max.:
(52 psi)

Air pressure Min.:
Service Brake Switch AS5 (male) (8.5 psi) 2. Disconnect AS5.
Between (1) - (2)
Air pressure Max.:
(2.8 psi)

Shift Limit Switch SH (male) 1. Turn key switch OFF.
Between (2) - (4) 2. Disconnect SH.
SL1 (male) Verify normal resistance value listed below: 1. Turn key switch OFF.
Suspension Control 2. Disconnect SL1, SL2,
SL2 (male) Between (1) - (2) 20 - 60Ω
Solenoid Valve SL3.
3. Put black pole of tester in
SL3 (male) contact with (1); put red
pole in contact with (2).

Lever @ FLOAT No continuity
Body FLOAT Switch RH2 (male) 1. Turn key switch OFF.
Lever @ position other Between (7) - (9)
2. Disconnect RH2.
than FLOAT. Continuity
PAYLOAD METER
FR Suspension 39 (male) 1. Remove sensor from
Pressure Sensor suspension cylinder.
FL Suspension 13 (male) Verify voltages are within the range as listed below:
Pressure Sensor 3. Verify there is no open or
shorted circuit in wiring
RR Suspension 63 (male) Between each connec- Approximately 0.45 - 1.50 V harness.
Pressure Sensor tor (3) - chassis 4. Turn key switch ON.
FL Suspension 62 (male)
Pressure Sensor

No. CONDITIONS
PAYLOAD METER (Continued)
Verify voltage is within the range as listed below: 1. Park truck on level
ground.
Clinometer PM3 Between (1) - (2) Approximately 2.1 - 3.1 V shorted circuit in wiring
harness.
CHASSIS MONITOR
Verify voltage is within the range as listed below: 1. Disconnect terminal.
Engine Oil Pressure 27 (male) 2. Insert T-adapter.
Between B - C Approximately 1.1 - 2.1 V
Sensor 3. Start engine.
Verify voltage is within the range as listed below:

Alternator Alternator
Engine running @ 1/2 throttle or above: 27.5 - 29.5 V
terminal R - 1. Start engine.
chassis (NOTE: If the battery is old or after starting in cold areas, voltage
may not raise for some time.)
Verify (normal) resistances listed below:

Air Pressure: 8.3 kg/ Approx. 160Ω or less,
or approx. 320Ω 1. Turn key switch OFF.
Air Pressure Sensor SR5(male) cm2 (120 psi) 2. Disconnect SR5.
Between (1) - (2)
Air Pressure: 5.2 kg/ Approx. 640Ω or
cm2 (75 psi) approx. 800Ω
Engine Water CT1 (male) Verify (normal) resistance value listed below:
Temperature Sensor
Torque Converter Oil TC.SE (male) Normal temperature: Approx. 9 - 10Ω
Temperature Sensor 25°C (77°C) Between (1) - (2) 2. Disconnect CT1, TC.SE,
and 64.
Retarder oil 64 (male) 100°C (212°F) Approx. 0.62 - 0.65Ω
Temperature Sensor
Verify (normal) resistances listed below:

Fuel Level Sensor 61 (male) 1. Turn key switch OFF.
Full Approx 12Ω or less
(1) - sensor flange 2. Disconnect 61.
Empty Approx. 85 - 110Ω
Transmission Output Verify (normal) resistance in circuit as listed below: 1. Turn key switch OFF.
Shaft Speed Sensor N3 (male) 2. Disconnect N3.
Between (1) - (2) 500 - 1000Ω

Transmission Filter 1. Start engine.
Filter normal Continuity
Clogging Sensor 52 (male) 2. Disconnect 52.
Filter clogged Between (1) - (2) No continuity

No. CONDITIONS
CHASSIS MONITOR (Continued)
Caution Pilot Lamp GK1 (male) 2. Disconnect GK1
Switch OFF Between (1) - (2) No continuity
Bulb Check Switch

Exhaust Brake Switch EXH (male) Between (2) - (4) 2. Disconnect EXH.

AISS Switch A1 (male) 2. Disconnect A1.
Between Verify normal conditions in circuit as listed below:

Mode Change Switch 1 Switch Switch ON Between Switch Continuity 1. Turn key switch OFF.
Terminals
Terminals
MS11 - MS12 Switch OFF No continuity
MS11 - MS12
Between Verify normal conditions in circuit as listed below:

Mode Change Switch 2 Switch 1. Turn key switch OFF.
Switch ON Between Switch Continuity
Terminals Terminals
MS21 - MS22 Switch OFF No continuity
MS21 - MS22

Hazard Switch HAZ (male) 1. Turn key switch OFF.
2. Disconnect HAZ.

Fog Lamp Switch FL (male) Switch ON Continuity 1. Turn key switch OFF.
2. Disconnect FL.
Between (2) - (4)

Front Brake Cut Switch FB (male) 1. Turn key switch OFF.
Between (2) - (4) 2. Disconnect FB.

No. CONDITIONS
CHASSIS MONITOR (Continued)
Verify normal conditions in circuits as listed below:
Lamp switch ON Continuity
Between (5) - (7)
Lamp switch OFF No continuity
Lamp switch ON Between (5) - (6), Continuity

(6) - (7)
Lamp switch OFF No continuity
Turn signal lamp at LEFT Continuity 1. Turn key switch OFF.

Combination Switch CM (male) Between (3) - (8) 2. Disconnect CM.
Turn signal lamp at N No continuity
Turn signal lamp at Continuity

RIGHT Between (3) - (4)
Turn signal lamp at N No continuity
Dimmer switch at high Between (2) - (7) Continuity

beam
Dimmer switch at low Between (1) - (7) No continuity
beam
PMC SYSTEM
Air Cleaner Clogging MM13 (male) 1. Start engine.
Air cleaner normal Between (1) and Continuity
Sensor chassis 2. Disconnect MM13
Air cleaner clogged No continuity

Full-flow Filter clogging MM10 (male) 1. Start engine.
Filter normal Between (1) and Continuity
Sensor
Filter clogged chassis No continuity

Hydraulic Filter 54 (male) Filter normal Continuity 1. Start engine.
Clogging Sensor 2. Disconnect 54.
Between (1) - (2)
Filter clogged No continuity

Hydraulic Retarder 53 (male) 1. Start engine.
Filter normal Continuity
Clogging Sensor Between (1) - (2) 2. Disconnect 53.
Filter clogged No continuity

Engine Oil level normal Continuity
Engine Oil Level MM9 (male) 2. Disconnect MM9.
Engine Oil level Between (1) - (2) No continuity
Sensor
abnormal

Hydraulic Oil level Continuity
Hydraulic Oil Level MM14 (male) 2. Disconnect MM14.
normal Between (1) and
Sensor chassis
Hydraulic Oil level No continuity
abnormal

No. CONDITIONS
PMC SYSTEM (Continued)
Retarder oil level Continuity
Retarder Oil Level MM15 (male) 2. Disconnect MM15.
normal Between (1) and
Sensor chassis
Retarder oil level No continuity
abnormal

Brake Oil Level Sensor MM12 (male) 1. Start engine.
Brake oil level normal Continuity
Between (1) - (2) 2. Disconnect MM12.
Brake oil level abnormal No continuity

Battery electrolyte level
Battery Electrolyte MM11 (male) 1. Start engine.
normal Between (1) - 4 V or above
Level Sensor chassis or (-) 2. Disconnect MM11.
Battery electrolyte level
terminal
abnormal 0V
Verify normal conditions in circuit as listed below: 1. Start engine.

Retarder Wear Sensor MM19 (male) 2. Disconnect MM19 and
No retarder wear Continuity
MM20 (male) Between (1) - (2) MM20.
Retarder wear No continuity 3. Actuate retarder brake.
Air pressure 0.6 kg/cm 2 No continuity

Service Brake Switch AS5 (male) (8.5 psi) or above 2. Disconnect AS5.
Between (1) - (2)
Air pressure 0.2 kg/cm 2 Continuity
(2.8 psi) or above
Air pressure 4.9 kg/cm 2 No continuity

1. Start engine.
(70 psi) or above
Emergency Brake AS4 (male) Between (1) - (2) 2. Disconnect AS4.
Switch Air pressure 3.7 kg/cm 2 Continuity
(52 psi) or above
Transmission Input N1 (male) Verify normal resistance in circuit as listed below:

Shaft Speed Sensor 1. Turn key switch OFF.
2. Disconnect N1 and N3.
Transmission Output N3 (male) Between (1) - (2) 500 - 1000 Ω
Shaft Speed Sensor
Verify normal resistance in circuit as listed below:

Engine Speed E12 (male) 1. Turn key switch OFF.
Between (1) - (2) 500 - 1000 Ω
Sensor B

No. CONDITIONS
PMC SYSTEM (Continued)
Verify normal voltage in circuit as listed below: 1. Remove sensor from

FR Suspension 39 (male) suspension cylinder.
Between (3) and Approximately 0.45 - 1.50 V
Pressure Sensor chassis 2. Insert T-adapter.
short circuit in wiring
harness.
Verify normal voltage in circuit as listed below: 1. Remove sensor from

FL Suspension 13 (male) Between (3) and Approximately 0.45 - 1.50 V suspension cylinder.
Pressure Sensor 2. Insert T-adapter.
chassis
short circuit in wiring
harness.

NOTES

SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1

GRILLE AND HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
LEFT DECK STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-2
RIGHT DECK STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
CENTER DECK STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-2
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY-UP PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4

Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
QUICK FUEL OPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-2
B01014 Index B1-1

NOTES
B1-2 Index B01014

STRUCTURAL COMPONENTS
GRILLE AND HOOD DECKS
Removal The truck left and right decks are mounted to the
frame structure using rubber mounting pads. These
1. Remove grille. pads are placed between the deck and the mount-
2. Attach lifting device to the radiator hood. ing structure to reduce noise and vibration. These
3. Disconnect air horn hoses and headlight wire rubber mounts should be checked periodically and
on the left side of the radiator. worn or defective mounts should be replaced.
4. Remove the three plugs, capscrews, and nuts The center deck section of the truck is rigidly
from across the top of the radiator hood that mounted in the front and rubber mounted in the rear.
secures it to the cross brace below.
5. Remove six (6) mounting capscrews at the
base of the radiator hood.
6. Lift radiator hood off of truck.
7. Check the number of shims under hood mount- The decks of the trucks are also covered with
ing so all shims can be placed back to their anti-slip surfaces. These anti-slip coverings
original location during installation. should be kept clean and replaced as they
become worn. Anti-slip material on the decks
Installation must be inspected and maintained for safety of
personnel.
1. Install deck in reverse order to removal. Tighten
all hardware to standard torque.
FIGURE 2-1. DECK LAYOUT
1. Capscrew 5. Center Deck 9. Ladder Deck

2. Capscrew 6. Engine Lid 10. Cab
3. Cab Mounting Capscrews 7. Capscrew 11. Walkway
4. Right Deck 8. Front Grill
B02011 09/97 Structural Components B2-1

LEFT DECK AND CAB
Removal Installation
1. Disconnect the ground wire between the nega- 1. Lower cab and deck section onto truck and align
tive terminal of the batteries and the frame. capscrew mounting holes. Remove lifting
2. Remove capscrews (2, Figure 2-2) and washers device.
from each corner of the left deck section. 2. Adjust left hand deck rubber mounts;
3. Disconnect all electrical wiring, air lines, and a. Temporarily assemble the mounting parts
hydraulic lines that would interfere with the without shims.
removal of the cab deck.
b. Measure dimension "a" (Figure 2-2) at four
4. Attach lifting device with wood blocks (5,Figure (4) places on each mounting pad as shown.
2-3) and lift deck section up and away from
truck. c. Add shims to the side where dimension "a" is
largest, and adjust so that the difference
5. Mark shims (4) so they will be installed in the
between dimension "a" at the four places is
same location when the cab and deck are
within 0.5 mm (0.02 in.).
installed.
3. Tighten capscrews to 35-43.5 kg.m (254-315
ft.lbs.) torque.
FIGURE 2-2. RUBBER MOUNTING PADS

(LEFT DECK)
1. Cover 5. Rubber Mounting

2. Capscrew 6. Flatwasher FIGURE 2-3. CAB AND DECK
3. Special Washer 7. Nut 1. Cab 4. Door
4. Shims 2. Strap 5. Wood Block
3. Lifting Device
B2-2 Structural Components 09/97 B02011

RIGHT DECK
1. Disconnect the ground wire between the nega- 1. Lower deck section onto truck and align cap-
tive terminal of the batteries and the frame. screw mounting holes.
2. Disconnect all air hoses and electrical wiring 2. Remove lifting device and
leading from the right deck. Disconnect ground 3. Install capscrews (2, Figure 2-4) and washers.
strap between right deck and frame. Tighten capscrews to standard torque.
3. Attach a lifting device to the deck.
4. Remove the four (4) mounting capscrews (2,
Figure 2-4).
5. Remove deck from truck.
Inspect the rubber mounting pads for cracks, tears or

other damage. Replace with new if damaged.

(RIGHT DECK)

2. Capscrew 6. Bushing
3. Special Washer 7. Nut
4. Washer
B02011 09/97 Structural Components B2-3

CENTER DECK
1. Disconnect the ground wire between the nega- 1. Install deck on truck and align mounting holes
tive terminal of the batteries and the frame. and the rear rubber mounting studs.
2. Remove the three plugs, capscrews and nuts 2. Tighten all mounting hardware. Install the covers
from the front of the center deck. over the front access holes.
3. Remove the two nuts (2, Figure 2-5) and lock- 3. Connect the ground wire between the negative
washers from the two rear rubber mounts. terminal of the batteries and the frame.
4. Remove deck from truck.
FIGURE 2-5. REAR MOUNTING PADS FOR

CENTER DECK

2. Nut 4. Capscrew Pad
B2-4 Structural Components 09/97 B02011

DUMP BODY
Removal
1. Park truck on hard level surface and block all 2. Remove mud flaps from both sides of the truck.
wheels. Using special sling (561-98-61350) con- Pin rock ejectors in the up position.
nect cables and lifting device to the dump body
3. On each side of the dump body, remove the hoist
and take up slack as illustrated in Figure 3-1.
cylinder pin retainer capscrew and washer (4 and
5, Figure 3-2) from the dump body brackets (1).
Before raising or lifting body be sure there is Some means of supporting hoist cylinders will be
adequate clearance between body and overhead necessary prior to removing hoist cylinder pin.
structures or electric power lines.
4. Remove the top hoist cylinder pin (3, Figure 3-2)

from the dump body.
Be sure that lifting device is rated for at least a 35

ton capacity (31780 kg).
FIGURE 3-2. HOIST CYLINDER MOUNTING

FIGURE 3-1. DUMP BODY REMOVAL
1. Lifting Cables 2. Guide Rope 1. Body Brackets 4. Capscrew
2. Hoist Cylinder 5. Washer
3. Pin/Retainer Structure
B03015 Dump Body B3-1

5. Remove the capscrew and washer (2, Figure 3-3) Installation
securing the pivot pin (3). Remove the pivot pin
from each dump body pivot point. Pivot pin spac-
ers (4), will come out after pin is removed. Store 1. Attach lifting device to dump body and lower over
spacers in a manner so they will be installed in the truck frame. Align the dump body pivot with
the same location they were removed. frame mounting bracket.
6. Lift dump body clear of truck and move to storage 2. Install the spacers (4, Figure 3-3) as removed and
or work area. Place on blocks. body pivot pins (3) on each side of truck. If nec-
essary, adjust body to center it between the frame
7. Inspect bushings (6) in the body pivots for wear
rails. Refer to Figure 3-3.
or damage. Replace, if necessary.
NOTE: After installation, check to insure that the side

of the canopy and the side of the operators cab are in
alignment within 30mm (1.2 in). If necessary, adjust
body with shims at body pivot.
3. Secure pivot pin in place with capscrew and

washer (3, Figure 3-3). Tighten capscrews to
25-31.5 kg.m (181-228 ft.lbs.) torque.
4. If equipped, check engine exhaust tube in heated
body. Tube should be centered in body opening.
5. Align top eye of hoist cylinder and install hoist
cylinder pins. Secure pins with capscrews and
washers (4 and 5, Figure 3-2). Tighten capscrews
to 16-20 kg.m (116-145 ft.lbs.) torque.
6. Install mud flaps and release rock ejectors on
dump body.
FIGURE 3-3. BODY PIVOT PIN CROSS SECTION
1. Dump Body 4. Spacer

2. Capscrew & Washer 5. Frame Pivot Structure
3. Pivot Pin 6. Seal
7. Bushing
B3-2 Dump Body B03015

BODY PAD BODY PAD ADJUSTMENT (SIDE)
Removal With pads in place.

NOTE: It is not necessary to remove the dump body 1. Completely lower empty dump body until in con-
for replacing the body pads. Replace pads if worn tact with frame rail. Check all eight (8) pads to
excessively. insure full contact with frame. If not, adjust with
shims.
1. Raise dump body to sufficient height for removal
of body pads.
With pads removed.

1. Install a 55mm (2.16 in) spacer (1, Figure 3-5)
between the front of dump body and the frame.
Measure and record the distance between the
Place blocks between dump body and frame. Se- dump body and frame at four (4) locations on
cure blocks in place. each frame rail. Refer to Figure 3-5.
2. Subtract 35mm (1.38 in) from each dimension
2. Remove capscrews, lockwashers and rubber recorded above.
body pads with shims from body pad mounting 3. Raise body high enough to install pads and block
surface. Refer to Figure 3-4. in position to prevent body from lowering. Assem-
ble a shim pack for each pad as determined in
Installation Step 2 and install with capscrews, flatwashers,
1. Install new rubber body pads and shims. Install and nuts.
capscrews and lockwashers. 4. Remove blocking and spacer and lower body
completely.
5. Check all eight (8) pads to insure full contact with
frame. Adjust with shims if necessary.
FIGURE 3-4. BODY PAD AND GUIDE

FIGURE 3-5. BODY PAD ADJUSTMENT
1. Capscrew & Nut 5. Frame
2. Mounting Surface 6. Guide 1. 55mm (2.16 in) spacer 2. Body Pads
3. Shims a. Gap 1-2 mm
(4 locations)
4. Body Pad (0.040-0.080 in)

BODY PAD ADJUSTMENT (FRONT) BODY GUIDE
At time of body pad replacement, wear plates, which
NOTE: Adjust after lower body pads have been ad- the body guides contact, should be inspected for serv-
justed. iceability. Prior to checking the gap between the body
guides and wear plates, insure the body is centered on
the frame. The gap between the guides and wear
1. Total thickness of rubber pad (1, Figure 3-6) plates should be 1-2 mm (0.040-0.080 in.). Refer to
should be 50mm (2.0 in). Figure 3-4.
2. If not, adjust with shims (2). NOTE: Size of weld for body guide and wear plate is
0.31 inch (7.87 mm) unless otherwise specified. Use
AWS E 70 Series, Low Hydrogen Type Welding Rods,
such as E7016 or E7018.
BODY PIN
The body pin is located under the dump body at the

rear of the truck. This pin is intended to be used as a
safety to hold the body in the up position while the
technicians work under it.
Always store pin in body storage hole. Placement

of the pin in mainframe or matching body-up holes
located on the body can cause damage to frame or
body during dumping cycle.
Never work under a raised body unless body
FIGURE 3-6. FRONT BODY PAD safety pin is in the proper position to hold body up.
1. Pad 3. 50mm (2.0 in)

2. Shims 4. Capscrew

ROCK EJECTORS
Rock ejectors are placed between the rear dual wheels
to keep rocks or other material from lodging between
the dual tires. Failure to keep ejectors in working order
could allow debris to build up between the dual wheels
and cause damage to the tires. The rock ejectors can
be pinned up out of the way if desired.
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 surfact, the arm
structure should be approximately 4.88 in. (124
mm) away from the wheel spacer ring.
FIGURE 3-7 ROCK EJECTOR
NOTE: With Rock Ejector Arm (2, Figure 3-7) hang-
ing vertical, there must be NO GAP at stop on 1. Pin Structure 3. Cotter Pin
bracket (4). 2. Rock Ejector Arm 4. Rock Ejector Bracket
3. If the arm (2) becomes bent, it must be removed

and straightened.
4. The wear plates must be replaced if severely
worn.
5. Inspect the mounting brackets, pins (1) and stops
at each shift change for wear and/or damage, and
repair as necesary.

NOTES

FUEL TANK
The truck is equipped with a fuel tank mounted in front 2. Remove wire from tank sender if equipped with
of the rear tires on the right side. The tank is equipped fuel level indicator in instrument panel.
with an external fuel gauge and optional electric
3. Disconnect the fuel supply and return lines. Cap
sender for the instrument panel gauge.
all hoses and tank openings to prevent contami-
nation.
Removal
4. Connect a suitable lifting device to the tank and
1. Drain all fuel from tank to reduce weight to be
take up slack.
handled.
FIGURE 4-1. FUEL TANK INSTALLATION

1. Fuel Tank 9. Drain Cock 17. Nut 25. Straight Fitting
2. Fuel Gauge 10. Gasket 18. Washer 26. Return Hose
3. Gasket 11. Cover 19. Pipe Plug 27. Tapping Screw
4. Capscrew 12. Lockwasher 20. Breather Cap 28. Lockwasher
5. Lockwasher 13. Capscrew 21. Elbow Fitting 29. Collar
6. Filler Cap 14. Mounting Plate 22. Shutoff Valve 30. Bolt
7. Strainer 15. Mounting Plate 23. Nipple
8. Bushing 16. Bolt 24. Supply Hose
B04014 Fuel Tank B4-1

5. Loosen the bottom and top mount capscrews (16, If a tank has been damaged and requires structural
Figure 4-1) and take up slack on lifting device. repair, carry out such repairs before final cleaning. A
Remove capscrews and move tank to safe work- small amount of light oil should be sprayed into the tank
ing area. to prevent rust if the tank is to remain out of service.
All openings should be sealed for rust prevention.
6. Remove sending unit (2) and cover (11) on tank,
and other fittings as required to carry out interior
cleaning.
VENT
The fuel tank is vented through a small breather cap
Installation (20, Figure 4-1) installed in a port on the top of the tank.
1. Thoroughly clean the mounting areas on the This vent should be cleaned periodically and can be
frame and the tank. blown out with solvent. The vent must be free of caked
mud and debris that would cover the vent and prevent
2. Lift the fuel tank into position near the frame and proper fuel suction and return.
lower into position. Install capscrews (16), lock-
washers and nuts. Refer to Section “M” for information on various quick
fill systems, if equipped.
3. Tighten capscrews (16) evenly to 50-62 kg.m
(362-450 ft. lbs.) torque.
4. Connect fuel lines and fuel sender wire.
QUICK FUEL INSTALLATION (OPTION)
5. Close the tank drain cock, fill with fuel and check
for leaks. An optional quick fuelling system may be installed in
place of cover (11, Figure 4-1).
If a tank is to be weld repaired, special precautions

are necessary to prevent fire or explosion. Consult
local authorities if necessary, on safety regula-
tions 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 for-
eign 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 re-
moval. 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
gauges, and hose connections should be removed and
temporarily sealed. After all scale, rust, and foreign
material have been removed, the temporary plugs can
be removed.
B4-2 Fuel Tank B04014

SECTION C
ENGINE, RADIATOR & AIR CLEANER
INDEX
COOLING SYSTEM
RADIATOR
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
BRAKE OIL COOLER
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
FAN
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
FAN BELT
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-5
ENGINE
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-4
DRIVE LINE ADAPTER
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-6
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-7
AIR FILTRATION SYSTEM

AIR CLEANER
Service Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
MAIN FILTER ELEMENT
Main Filter Element Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Air Intake Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
C01016 Index C1-1

NOTES
C1-2 Index C01016

COOLING SYSTEM
RADIATOR 3. Remove grille and steering oil cooler (2, Figure
3-1).
Engine cooling is accomplished by circulating the cool-
ant through the engine water jacket and the radiator. 4. Remove hood according to “Removal” instruc-
Air is pulled through the radiator core by an engine tions in Section “B”.
driven fan to remove heat from the circulating coolant. 5. If equipped with air conditioning, remove the
capscrews retaining the condenser core to the
Removal radiator and rotate the condenser core towards
1. Disconnect the negative and then the positive the left fender. Secure refrigerant lines and con-
battery cable. denser core away from radiator to prevent possi-
ble damage during radiator removal. If it is
necessary to remove the condenser from the
truck, refer to Section “M” and discharge the
refrigerant from the system, then remove the
condenser.
Before removing any cooling system components,

release cooling system pressure by turning radia-
tor cap counterclockwise to the first notch. Failure
to release pressure may result in hot coolant being
expelled causing serious injury.
Wear a face shield and protective gloves while
venting refrigerant from the air conditioning sys-
2. Position a container (completely clean if the cool- tem. Contact with the refrigerant will cause skin
ant is to be reused) under the drain cocks on the and tissue freezing (frostbite).
radiator and brake oil cooler. Be prepared to catch
as much as 256 l (67.6 gal.) of coolant. Open drain
cocks and allow coolant to drain completely. 6. Disconnect headlight wire (1, Figure 3-2) and air
horn hoses (2) on the left side of the radiator.
FIGURE 3-1. OIL COOLER FIGURE 3-2. WIRING AND HORN

1. Radiator 2. Steering Oil 1. Headlight Wiring 2. Air Horn Hoses
Cooler
C03018 Cooling System C3-1

10. Remove thermostat outlet hoses (2 & 3).
11. Disconnect de-aeration hose (4) and bypass hose
(5).
12. Remove radiator outlet hose (1, Figure 3-5) and
radiator bypass hose (2).
13. Remove torque converter oil cooler hoses (3 & 4).
FIGURE 3-3. RADIATOR HOOD

1. Radiator Hood 3. Radiator Support
2. Damper 4. Capscrews
7. Remove the three plugs, capscrews, and nuts

from across the top of the radiator hood that
secures it to the cross brace below.
8. Remove six (6) mounting capscrews (4, Figure
3-3) at the base of the radiator hood and remove.
Tag the shims for proper placement during as-
sembly.
9. Remove fan guard (1, Figure 3-4).
FIGURE 3-5. COOLANT AND OIL LINES

1. Outlet Hose 3. Torque Converter
2. Bypass Hose Hose
4. Torque Converter
FIGURE 3-4. RADIATOR COMPONENTS

1. Fan Guard 4. De-Aeration Hose
2. Thermostat Outlet Hose 5. Bypass Hose
3. Thermostat Outlet Hose
C3-2 Cooling System C03018

Service
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
Radiator assembly weighs approximately 410 kg that a specialized radiator shop be used for service and
(904 lbs.) Use adequate lifting device. repair on the radiators.
14. Attach a sling or hoist to the radiator and take up
the slack. Remove radiator top mounting rod by
removing nuts (1, Figure 3-6).
Installation
15. Remove radiator bottom mount capscrews (4) and
remove radiator and torque converter oil cooler
assembly. Move radiator to a clean work area for 1. Inspect dampers (5, Figure 3-6) for cracks or
service. excessive stress. Replace as required.
2. Install radiator with torque converter oil cooler
assembly with radiator bottom mount capscrews
(4) .
3. Install radiator top mounting rod with nuts (1).
Tighten nuts on each end of tie rod and center the
rods between the brackets to position the radiator
so that the fan blades are centered in the shroud.
4. Install torque converter oil cooler hoses (3&4,
Figure 3-5).
5. Install radiator outlet hose (1) and radiator bypass
hose (2).
6. Connect de-aeration hose (4, Figure 3-4) and
bypass hose (5).
7. Install thermostat outlet hoses (2&3).
8. Install fan guard (1).
9. Install six mounting capscrews (4, Figure 3-3) at
the base of the radiator hood and remove.
10. Install the three plugs, capscrews, and nuts from
across the top of the radiator hood that secures it
to the cross brace below.
11. Connect headlight wire (1, Figure 3-2) and air horn
hoses (2) on the left side of the radiator.
12. If equipped with air conditioning, install the con-
denser core to the radiator. Refer to Section “M”
to evacuate and recharge the system.
13. Install hood according to “Installation” instructions
in Section “B”.
FIGURE 3-6. RADIATOR MOUNTING 14. Install oil cooler (2, Figure 3-1) and radiator grille.
1. Nut 5. Damper 15. Make sure all coolant drains are closed and all
2. Washer 6. Washers hoses installed. Service cooling system with the
3. Rubber Mount 7. Radiator Support proper mixture of antifreeze as recommended in
4. Capscrews & 8. Capscrews the Lubrication and Service Section. Check for
Lockwashers static leakage and correct any leaks.

16. Install the battery cables as follows: 4. Attach a suitable lifting device to the brake oil
a. Install the battery positive cable first. cooler and remove mounting bolts from brackets
at right and left sides of the cooler. Lower cooler
b. Install the negative cable next.
from truck.
17. Start engine and run until cooling system reaches
operating temperature, recheck the cooling sys- Installation
tem for leakage during engine operation.
1. Lift cooler up in place and secure with mounting
capscrews.
2. Connect brake cooling oil lines and water coolant
lines to cooler.
If air is not completely bled from cooling system 3. Fill radiator and brake cooling oil tank to proper
during refill, additional coolant may be required levels with proper fluids as specified in Section
due to air entrapped which will gradually dissipate "P", "Lubrication and Service".
as the engine comes up to temperature. Refill
radiator as required before putting machine to FAN
work.
Removal
BRAKE OIL COOLER 1. Remove radiator, hood, grill, and water piping as
specified in Section “B” or earlier in this section.
Removal
2. The fan guard may be separated and removed or
1. Drain engine coolant and the brake cooling oil. can be moved back toward the engine clear of the
2. Disconnect the two cooling water hoses (1, 2, fan hub.
Figure 3-7) from the right side of the brake cooler. 3. Remove capscrews and lockwashers and lift fan
3. Disconnect the brake oil cooling lines (3, 5) from and spacer from pulley hub.
the brake oil cooler.
Bent or cracked fan blades cannot be repaired. The

fan must be replaced. Do not attempt to repair
The brake oil cooler weighs 247 kgs (545 lbs). Use damaged blades.
a suitable lifting device that can safely handle 247
kgs (545 lbs). Installation
1. Inspect fan carefully before installation. If blades
are bent or cracks are evident, install a new fan.
2. Clean mounting surfaces thoroughly and install
spacer on fan hub.
3. Lift fan into position and install over pilot diameter
of hub.
4. Install the capscrews and lockwashers and torque
to standard torque. Use alternating pattern and
increasing levels of torque until all capscrews are
evenly torqued.
5. Install fan guard around fan if separated during
removal.
FIGURE 3-7. BRAKE OIL COOLER 6. Install radiator, hood, grille and water piping as
1. Water Outlet Hose 4. Brake Oil Cooler specified in Section “B” or earlier in this section.
2. Water Inlet Hose 5. Oil Outlet Tube 7. Refill with coolant.
3. Oil Inlet Tube

FAN BELT Installation
The Poly-Vee type belt can be changed by removing 1. Work the belt around fan blades and into the area
the fan guard without dismantling or removing the fan of the pulleys.
from the engine. Care must be exercised in doing this 2. With a long one inch drive wrench, have one
however as the belt will be a tight fit around edge of person rotate the belt tensioner clockwise until
blades and sheet metal of shroud. the belt can be installed over the grooves of both
pulleys. Make sure the belt is on the correspond-
Removal ing grooves of both pulleys and slowly release the
The belt tension is automatically maintained by spring belt tensioner pulley against the belt.
pressure to the idler pulley. Manual adjustment is not
necessary.
1. Poly-Vee belt removal will require 2 people. With
a long handled one inch drive wrench, turn the
tension hub clockwise against spring pressure to
release tension on the fan belt. This will take
considerable effort against the spring pressure.
Refer to Figure 3-8.
2. Remove belt from pulleys and work around fan to
remove from truck. Note that considerable spring
tension is involved and it must be released care-
fully until the tensioner pulley is fully released
counter clockwise.
FIGURE 3-8. FAN BELT REMOVAL

NOTES

ENGINE
ENGINE
The Model 330M truck is equipped with a Komatsu
SA12V140Z-1 turbocharged diesel engine. Engine
power is transmitted to the TORQFLOW transmission
by a drive line adapter with damper assembly, and a
drive shaft with two universal joints.
Removal
1. Position the truck in work area with adequate
overhead clearance to permit raising the dump
body.
2. Apply parking brake and block wheels to prevent
truck movement. Raise body and install safety
pin.
FIGURE 4-2. PIPES AND WIRING

Do not work under raised body without first mak- 1. Water Pipes 3. Hose
ing sure the safety pin is securely installed. 2. Ground Terminal 4. Alternator Wire
3. Close the fuel supply valve. NOTE: Prior to disassembly or removal, tag or mark
all air lines, oil lines, fuel lines and electrical connec-
4. Remove grille according to procedure in Section
tions to assure correct assembly at time of engine
“B”. Remove radiator according to “Radiator Re-
installation. Plug all ports and cover all hose fittings or
moval” procedure in this section.
connections when disconnected to prevent dirt or for-
5. Disconnect the negative, then the positive battery eign material from entering.
cables. Disconnect the electrical lead from the
7. Disconnect water pump pipes (1, Figure 4-2) and
battery charging alternator.
hose (3).
6. Disconnect by-pass filter hoses (3, Figure 4-1)
8. Disconnect ground terminal (2) and alternator wire
and fuel filter hoses (4).
(4).
9. Disconnect starter motor wiring (1, Figure 4-3) and
ground terminals (2).
FIGURE 4-1. OIL LINES

FIGURE 4-3. STARTING MOTOR
1. By-pass Filter 3. By-pass Filter Hose
2. Fuel Filter 4. Fuel Filter Hose 1. Starter Motor 2. Ground Terminals
Wiring
C04019 3/00 Engine C4-1

FIGURE 4-4. ENGINE HOSES AND WIRING FIGURE 4-6. INTAKE AND EXHAUST PIPING
1. Priming Hose 1. Intake Pipes 2. Exhaust Pipes

4. Shut-off Valve
2. Return Hose Wiring
3. Engine Control Cable 5. Air Hose
10. Disconnect priming hose (1, Figure 4-4), return

13. Remove intake pipes (1, Figure 4-6), and exhaust
hose (2), engine control cable (3), and shut-off
pipes (2).
valve wiring (4).
14. Remove cover (1, Figure 4-7).
11. Disconnect air hose (5), and temperature sensor
wire (6).
12. Disconnect water temperature sensor connector
(1, Figure 4-5), heater hose (2), and hoses (3).
FIGURE 4-7. COVER

1. Cover
FIGURE 4-5. ENGINE HOSES AND WIRING
1. Sensor Connector 3. Hoses
2. Heater Hose
C4-2 Engine C04019 3/00

FIGURE 4-8. ENGINE WIRING AND LINES FIGURE 4-10. OIL LINES
1. Air Compressor Tube 3. RPM Sensor 1. Brake Cooling Hose 2. Tubes
2. Switch Wire Wiring
17. Remove brake cooling hose (1, Figure 4-10), and

tubes (2).
15. Disconnect air compressor tube (1, Figure 4-8), 18. Remove drive shaft guard (1, Figure 4-11), and
engine oil temperature switch wire (2), and RPM drive shaft (2).
sensor wiring (3).
16. Disconnect engine ground terminals (1, Figure
4-9).
The complete engine module weighs approxi-
mately 3,200 kgs (7,050 lbs.). Make sure sling,
hoist, and spreader bar is of adequate capacity.
During engine removal, insure that engine removal
path is clear of personnel and equipment.
19. Attach lifting device to engine and remove from

frame. Move engine to a clean work area and
mount on work stands or cribbing.
FIGURE 4-9. GROUND CONNECTIONS
1. Engine Ground Terminal
FIGURE 4-11. DRIVE SHAFT

1. Drive Shaft Guard 2. Drive Shaft
C04019 3/00 Engine C4-3

Installation
10. Connect priming hose (1, Figure 4-4), return hose
(2), engine control cable (3), and shut-off valve
wiring (4).
The complete engine module weighs approxi- 11. Connect starter motor wiring (1, Figure 4-3) and
mately 3,200 kgs (7,050 lbs.). Make sure sling, ground terminals (2).
hoist, and spreader bar is of adequate capacity. 12. Connect ground terminal (2) and alternator wire
During engine removal, insure that engine removal (4).
path is clear of personnel and equipment.
13. Connect water pump pipes (1, Figure 4-2) and
hose (3).
1. Attach lifting device to engine and install in frame.
Tighten engine mounting capscrews to 56 ±6 14. Connect by-pass filter hoses (1, Figure 4-1).
kg.m (405±43 ft.lbs.) 15. Connect the negative, then the positive battery
NOTE: Refer to the procedure for centering the engine cables. Connect the electrical lead from the bat-
assembly and transmission assembly in Section tery charging alternator.
“F”,"Transmission Installation". 16. Refer to “Radiator Installation” procedure, this
section and install the radiator. Install grille ac-
2. Install drive shaft guard (1, Figure 4-11), and drive cording to procedure in Section “B”.
shaft (2). Apply a thread tightener (Three Bond 17. Open the fuel supply valve.
#1374) to capscrews. Tighten capscrews to 18 ±2
18. Adjust throttle cables per instructions in “Engine
kg.m (130 ±14 ft.lbs.) torque.
Components”, this Section.
3. Install brake cooling hose (1, Figure 4-10), and
19. Recheck engine to be assured all air, oil, electric,
tubes (2).
and fuel lines have been reconnected to the
4. Connect engine ground terminals (1, Figure 4-9). proper locations and that all connections are se-
cure.
5. Connect air compressor tube (1, Figure 4-8),
engine oil temperature switch wire (2), and RPM NOTE: Refer to Section “P”, Lubrication and Service
sensor wiring (3). for the proper fluids.
6. Install cover (1, Figure 4-7).
20. Fill engine oil to the specified level. Refill radiator
7. Install intake pipes (1, Figure 4-6), and exhaust
with coolant to the specified level and run the
pipes (2).
engine to circulate the oil and coolant through the
8. Connect water temperature sensor connector (1, system until temperatures are stabilized. Then
Figure 4-5), heater hose (2), and hoses (3). check fluid levels again. Check for oil, fuel or
coolant leakage.
9. Connect air hose (5), and temperature sensor wire
(6).
C4-4 Engine C04019 3/00

Drive Line Adapter
If a new, or replacement engine, is to be installed, it 7. Remove bearing (1, Figure 4-15) for cleaning,
may be necessary to remove and install the drive line inspection, and fresh lubrication, or replacement,
adapter. if necessary.
Drive Line Adapter Removal

overhead clearance to permit raising the dump
body.
Do not work under raised body without first mak-

ing sure the safety pin is securely installed.
pin. FIGURE 4-13. OUT PUT SHAFT
3. Remove drive shaft guard (1, Figure 4-11). Re- 1. Snap Ring 2. Damper Cover
move capscrews (5, Figure 4-12) from cross and 3. Capscrew
bearing assembly (2) at both ends of drive shaft,
and then remove drive shaft assembly (1).
4. Remove output drive flange (6). Remove cap-
screws (7) and bearing cover (3).
5. Remove snap ring (1, Figure 4-13). Remove re-
taining capscrews (3) around damper cover (2),
and then with sling, eye bolts, and guide bolts,
remove damper cover (2).
6. Remove capscrews holding damper assembly to
flywheel (12, Figure 4-16). Attach a sling and
lifting device and remove output shaft damper
assembly (1, Figure 4-14).
FIGURE 4-14. OUTPUT SHAFT DAMPER ASSEMBLY
1. Output Shaft Damper Assembly 2. Housing

1. Drive Shaft 4. Damper Cover
2. Cross & Bearing Assy. 5. Capscrews FIGURE 4-15. PILOT BEARING
3. Bearing Cover 6. Output Drive Flange 1. Bearing 2. Flywheel
7. Capscrews
C04019 3/00 Engine C4-5

Drive Line Adapter Installation
overhead clearance to raise the dump body.
Do not work under raised body without first mak-

ing sure the safety pin is securely installed.
pin.
3. Refer to “Drive Line Adapter Damper Assembly”
for assembly of the adapter, if this was disassem-
bled.
4. If removed, use a push tool, and press fit bearing
(1, Figure 4-15 / 9, Figure 4-16) into flywheel.
Bearing must be packed and roller surface lubri-
cated with Komatsu lubricant, 427-12-11871, for
long life. Refer to “Recommended Lubricants”
later in this section.
5. Apply thread tightener (Three Bond #1374) to
FIGURE 4-16. ADAPTER CROSS SECTION
capscrews (12, Figure 4-16) and install output
1. Oil Seal 7. Rubber
shaft damper assembly (1, Figure 4-14) to fly-
2. Bearing 8. Outer Body
wheel. Tighten capscrews (12, Figure 4-16) to
3. Output Shaft 9. Pilot Bearing
11.5 ± 1 kg.m (83 ± 7 ft lbs) torque. 4. (not shown) Damper Assembly 10.Capscrew
6. Use eye bolts and guide bolts to install damper (includes 3*, 5*, 6*, 7*, & 8*) 11. Capscrew
cover (2, Figure 4-13). Apply thread tightener to 5. Flange 12. Capscrew
capscrews and tighten capscrews (3, Figure 4-13 6. Inner Body 13. Capscrew
/13, Figure 4-16) to 3.2 kg.m (23 ft lbs) torque.
NOTE: Do not over pack fill points. Forcing too
7. Bearing (2, Figure 4-16 / 13, Figure 4-18) must be much grease into cavities could displace seals.
packed with Komatsu lubricant, 427-12-11871.
(Refer to “Recommended Lubricants” and Figure
4-17 for packing bearing and cavity with grease.)
If removed, press fit bearing (13, Figure 4-18) in
cover (11). Install retaining ring (14).
8. Apply thread tightener to capscrews (18) and
install bearing cover (15). Tighten capscrews to
11.5 ± 1 kg.m (83 ± 7 ft lbs) torque.
9. Install oil seal (19) into bearing cover (15). Push
drive flange onto output shaft (3, Figure 4-16).
10. Attach a sling and lifting device and move drive
shaft assembly (1, Figure 4-12) into position.
11. Install cross and bearing assembly (2) between
drive shaft and flange at both ends of drive shaft
with capscrews (5). Tighten cross and bearing to
flange capscrews (5) to 18 ±2 kg.m (130 ±14 ft.
lbs.) torque.
12. Install drive shaft guard (1, Figure 4-11). FIGURE 4-17. PACKING BEARING AND CAVITY
C4-6 Engine C04019 3/00

Drive Line Adapter Damper Disassembly
1. Remove oil seal (19, Figure 4-18) from bearing 4. Disassemble output shaft damper assembly as
cover (15), if not previously removed. follows.
2. Remove bearing (13) from damper cover (11), if a. Match mark positions of flanges (6A/B), inner
not previously removed. body/shaft (10), and outer body (8), before
disassembling.
3. Do not remove output shaft from damper assem-
b. Remove flanges (6A/B), inner body/shaft (10),
bly (4). The inner body/output shaft assembly (10)
and rubber dampers (9) from outer body (8).
is provided as a one-piece part. No effort should
be made to separate the pieces. If shaft appears 5. If not previously removed, remove bearing (2)
loose in inner body, replace this assembly. from flywheel for cleaning, inspection, and fresh
lubrication, or replacement, if necessary.
NOTE: To keep the balance when reassembling, mark
the set positions of flanges (6A/6B), outer body (8), and
inner body/shaft (10) before disassembling.
FIGURE 4-18. DRIVE LINE ADAPTER

1. Flywheel Housing 8. Outer Body 15. Bearing Cover
2. Pilot Bearing 9. Rubber Damper (large) 16. Breather
3. Capscrew & Washer 9A. Rubber Damper (small) 17. Plug
4. Damper Assembly 10. Inner Body/Output Shaft 18. Capscrew & Washer
5. Capscrew & Washer 11. Cover 19. Oil Seal
6A. Flange 12. Capscrew & Washer 20. Output Drive Flange
6B. Flange 13. Bearing 21. Cap Plate
7. Dowel Pin 14. Retaining Ring 22. Retaining Ring
C04019 3/00 Engine C4-7

Drive Line Adapter Damper Assembly 6. Apply adhesive (Three Bond #1104) on flange
(6B, Figure 4-18) and install according to balance
1. Replace any worn or damaged parts.
lines that were made during disassembly.
2. Coat mating surface of outer body (8, Figure 4-18)
7. Align the balance lines of the outer body, inner
and mating surface side of flange (6A) with adhe-
body, and flange, then assemble.
sive (Three Bond #1104), then assemble accord-
ing to balance lines that were made during 8. Apply a thread tightener (Three Bond #1374) on
disassembly. Apply a thread tightener (Three flange mounting bolts (5) and tighten to 18 ±2
Bond #1374) on flange mounting bolts (5) and kg.m (130 ±14 ft.lbs.) torque.
tighten to 18 ±2 kg.m (130 ±14 ft.lbs.) torque.
9. Refer to “Drive Line Adapter Installation, steps 4
3. Install inner body/output shaft (10) according to through 12", for remaining installation of all other
balance lines that were made during disassem- related parts, and driveline.
bly.
4. Coat outer body (8), inner body/shaft (10), and RECOMMENDED LUBRICANTS
rubber dampers (9) with LW008-27 grease. Refer The instructions listed in these pages contain refer-
to “Recommended Lubricants”. ences to lubricants that are used in Haulpak manufac-
5. After assembling rubber dampers (2 & 5, Figure turing and assembly processes. These lubricants may
4-19), fill the space (3, shaded portion) uniformly be identified and obtained as follows:
with LW008-27 grease. Refer to “Recommended NOTE: “Approved source” indicates the material prop-
Lubricants”. erties have been approved for Haulpak manufacturing.
This is not a commercial endorsement for the product.
The rubber damper area requires LW008-27,
Multi-Purpose NLGI #2 grease. This is a multi-
NOTE: Do not over pack fill space. Forcing too purpose extreme pressure lubricating grease,
much grease into cavities could displace rubber consisting of a lithium complex soap base and
dampers. mineral oil.
Approved source:
Mobilgrease HP, from Mobil Oil Corp.
The bearings are to be packed with LW030-27.
The present source for this lube, is Komatsu
Parts Distribution, part number 427-12-11871,
which is a one gallon container.
This amount is enough for two installations.
Recommended Lubricants & Sealants

A Komatsu Lubricant 1 gallon Can -
(427-12-11871) Order from Haulpak
B LW008-27 grease. Mobil Grease HP
3 Tubes*
C Thread Tightener Three Bond #1374*
D Liquid Gasket Three Bond USA-
LW067-78 grade #1104*
FIGURE 4-19. * - Obtain locally

1. Outer Body Member 4. Inner Body Member
2. Large Rubber Damper 5. Small Rubber NOTE: Refer to Section “P”, Lubrication and Service,
3. Grease Area Damper for periodic inspections of this drive area.
C4-8 Engine C04019 3/00

AIR FILTRATION SYSTEM
AIR CLEANER Filter Element Replacement
Air used by the diesel engine passes through the air
cleaner assembly mounted on the right side deck of
the truck. This dry type air cleaner filters particles as
air passes through the filter elements.
The truck engine MUST NEVER be operated with
Service Checks elements removed. Engine operation with filter
elements removed can cause serious engine
damage. Run the engine ONLY with the air
cleaner assembly completely assembled and
closed.
The truck engine must be shut down before ser- Main filter element restriction is registered by a ser-
vicing the air cleaner assembly or opening the vice indicator located above the air filter assembly.
engine air intake system. As filter becomes clogged with dirt, a vacuum differ-
1. Inspect and empty air cleaner dust collector at ential is created by engine demand for air causing
regular intervals. Daily inspections are recom- indicator float to expose red area. Filter service is
mended. needed when red area is exposed.
2. Before operation or after the engine has been 1. Shut engine down. Clean area around filter ele-
shut down, observe the air cleaner service vac- ment cover and remove outer wing nut (3, Fig-
uum indicator which is located above the air fil- ure 5-1) and cover
ter assembly. Filter service is required when the 2. Loosen inner wing nut (3) on air cleaner to free
indicator shows maximum restriction (RED). main element assembly. Pull main element
3. Make certain that the air inlet on the air cleaner clear of assembly.
is free of obstruction. Inlet must not be clogged 3. Inspect filter element carefully for possible dam-
or damaged. age, holes, breaks, etc., which might affect
4. Check engine air intake tube, hoses and reuse of element. If element appears service-
clamps. All connections and joints must be air able other than being dirty, proceed with the
tight to prevent entrance of dirty air. cleaning procedure. If defects are found, dis-
card element.
5. Air cleaner housing fasteners and mountings
must be tight.
6. After filter service has been accomplished, reset
air cleaner service vacuum indicator by pushing
the reset button on top of indicator.
Have a new safety (secondary) filter element at

hand before removing old one. Do not keep
intake system open to atmosphere any longer
than absolutely necessary.
C05010 12/91 Air Filtration System C5-1

FIGURE 5-1. AIR CLEANER ASSEMBLY
1. Air Intake Cover 4. Primary Filter Element

2. Safety Filter Element Nut 5. Safety Filter Element
3. Outer and Inner Wing Nuts
C5-2 Air Filtration System 12/91 C05010

4. Install new safety element and secure with wing b. Rinse element with a stream of fresh water in
nut. Tighten wing nut to 10 ft. lbs. (13 N.m) the opposite direction of normal air flow until
torque. rinse water runs clear. Maximum permissible
5. Install clean or new main filter element into air water pressure is 40 psi (276 kPa). A com-
cleaner and secure with wingnut. Tighten wing plete, thorough rinse is essential.
nut hand tight, do not use a wrench or pliers. If c. Dry the element thoroughly. If drying is done
filter element is being reused, make sure seal- with heated air, the maximum temperature
ing gasket is not damaged, the gasket must must not exceed 140°F (60°C) and must be
seal completely. circulated continually. Do not use a light bulb
6. Install cover and tighten outer wing nut. for drying elements.
7. Close and latch the dust collector on the bottom d. When the element is thoroughly clean,
of air cleaner assembly. inspect carefully for even the slightest rup-
tures or punctures and for damaged gaskets.
A good method to detect ruptures in the
paper filter material is to hold a light inside fil-
ter element as shown in Figure 5-2 and
inspect outer surface of element, any holes
or ruptures will be easily spotted. If holes or
ruptures are found, do not reuse the ele-
ment, discard and install a new unit.
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
FIGURE 5-2. INSPECTING FILTER ELEMENT material.
b. As shown in Figure 5-3, direct stream of air
from nozzle against inside of filter element.
This is the clean air side of the element and
Main Filter Element Cleaning air flow should be opposite of normal air flow.
NOTE: Remember that only the main (primary) filter
element may be cleaned, and then only if it is
structurally intact. Do not reuse any element which is
damaged. DO NOT clean and reuse the safety
(secondary) filter element. Replace this item when
clogged or damaged.
After inspection, determine if the element should be
cleaned by using either washing or compressed air
methods. If element is clogged with dust, com-
pressed air will clean element. If element is clogged
with carbon, soot, oil and/or dust, the complete wash-
ing procedure will produce the best results.
1. Wash elements with water and detergent as fol-
lows:
a. Soak the element in a solution of detergent
and water for at least 15 minutes. Rotate ele-
ment back and forth in the solution to loosen FIGURE 5-3. CLEANING FILTER ELEMENT WITH
dirt deposits. DO NOT soak elements for COMPRESSED AIR
more than 24 hours.
C05010 12/91 Air Filtration System C5-3

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 ele-
ment as shown in Figure 5-2 and if holes or
ruptures are noted, replace the element with
a new item.
Air Intake Troubleshooting

To insure maximum engine protection, be sure that
all connections between air cleaner 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 seal-
ing.
3. Check air cleaner elements, main and safety, for
ruptures, holes or cracks.
4. Check air cleaner assembly for structural dam-
age, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.
C5-4 Air Filtration System 12/91 C05010

SECTION D
ELECTRICAL SYSTEM
INDEX
24VDC ELECTRICAL SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
Maintenance and Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . D2-2
Spillage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-4
ENGINE PRELUB SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . D3-1

VEHICLE MONITOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
Vehicle Monitor Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Sensors, Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
MONITOR PANEL DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
INSTRUMENT PANEL INDICATORS, TEST SWITCH . . . . . . . . . . . . . . . . . D3-10
ELECTRONIC ACCELERATOR PEDAL SYSTEM . . . . . . . . . . . . . . . . . . . D3-12
AISS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
TRANSMISSION CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-14
POINTS TO REMEMBER WHEN TROUBLESHOOTING . . . . . . . . . . . . . . . . . . D4-1

POINTS TO REMEMBER WHEN CARRYING OUT MAINTENANCE . . . . . . . . . . . . D4-2
Points to remember when handling electric equipment . . . . . . . . . . . . . . . . . . D4-2
Handling of controller boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-7
Precautions when performing arc welding on the truck . . . . . . . . . . . . . . . . . . D4-7
Points to remember when troubleshooting electric circuits . . . . . . . . . . . . . . . . D4-7
Points to remember when handling hydraulic equipment
CHECKS BEFORE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . D4-10
TYPE OF CONNECTOR AND POSITION OF INSTALLATION . . . . . . . . . . . . . . D4-12
FOR ARSC (AUTOMATIC RETARDER SPEED CONTROL) . . . . . . . . . . . . . . . D4-17
CONNECTOR PIN ALLOCATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . D4-18
CONNECTION TABLE FOR CONNECTOR PIN NUMBERS . . . . . . . . . . . . . . . . D4-23
EXPLANATIONS OF FUNCTIONS (CONTROL MECHANISM) OF ELECTRICAL SYSTEM D4-33
Explanation of functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-33
Explanation of self-diagnostic display functions . . . . . . . . . . . . . . . . . . . . D4-33
Checking operation of electrical system . . . . . . . . . . . . . . . . . . . . . . . . D4-35
D01021 8/99 Index D1-1

MONITOR PANEL ACTION CODES AND SERVICE MODE . . . . . . . . . . . . . . . . D4-39
Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-39
Action code display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-39
Service mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-40
Method of deleting trouble data from memory . . . . . . . . . . . . . . . . . . . . . . D4-48
Precautions when operating service mode . . . . . . . . . . . . . . . . . . . . . . . D4-48
Table 1 bit numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-51
Brake air pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-52
SELF-DIAGNOSTIC DISPLAY METHOD FOR MONITOR PANEL AND CONTROLLERS . D4-53
Monitor panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-53
Transmission controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-53
Self -diagnostic display code table . . . . . . . . . . . . . . . . . . . . . . . . . D4-53
Warning display table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-54
Method of re-enacting fault displayed . . . . . . . . . . . . . . . . . . . . . . . . D4-55
Operation of controller when fault is detected . . . . . . . . . . . . . . . . . . . . D4-55
Transmission mode display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-56
Saving self-diagnostic display to memory . . . . . . . . . . . . . . . . . . . . . . . . D4-56
Saving service code to memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-57
TABLE OF SERVICE CODES AND ACTION CODES
Table of service codes and action codes related to monitor panel . . . . . . . . . . . D4-58
Table of service codes and action codes related to transmission controller . . . . . . . D4-59
Table of service codes and action codes related to suspension controller . . . . . . . D4-62
Table of service codes and action codes related to PMC . . . . . . . . . . . . . . . . D4-63
METHOD OF USING TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4-64
METHOD OF USING TOUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . D4-65
Method of using troubleshooting chart for each troubleshooting fault . . . . . . . . . . D4-65
ADJUSTING ELECTRONIC MONITOR (Speedometer, module) . . . . . . . . . . . . . . D4-67
SETTING ROTARY SWITCH (Model and network data) when replacing trans. controller . D4-68
METHOD OF DELETING DATA FROM TRANS. CONTROLLER MEMORY . . . . . . . . D4-69
TRANSMISSION SHIFT CONTROLLER SYSTEM TROUBLESHOOTING . . . . . . . . . . D5-1

TROUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1
Troubleshooting Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5-1
MONITOR PANEL TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . D6-1

TROUBLESHOOTING CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-1
ENGINE ELECTRONIC DIAGNOSTIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . D7-1

Fault Code Information (T01-001) . . . . . . . . . . . . . . . . . . . . . . . . . . . D7-4
ELECTRICAL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7-6
HYDRAULIC & MECHANICAL SYSTEMS TROUBLESHOOTING . . . . . . . . . . . . . . D8-1

SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . D9-1
D1-2 Index D01021 8/99

24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION Service
Four (4) 12 volt storage batteries are located on the All batteries must be maintained periodically, espe-
right hand deck and are wired in a series and parrallel cially machines equipped with electric starters.
combination to provide 24VDC for the Truck electrical The electrolyte level of each cell should be checked at
system and components. the interval specified in the Lubrication and Service
When the engine is shut down and keyswitch is “Off”, Section “P”, and water added if necessary. The proper
24 volts is supplied to the circuits for the alternator, level to maintain is 3⁄8– 1⁄2 in. (10-13 mm) above the
keyswitch, and the hazard flasher. plates. To insure maximum battery life, use only dis-
tilled water or water recommended by the battery
With engine running and keyswitch “On”, all circuits
manufacturer. After adding water in freezing weather,
are capable of operating under the necessary condi-
operate the engine for at least 30 minutes to thoroughly
tions for the circuit. Whether a particular circuit is
mix the electrolyte.
activated depends on components in the circuit and
purpose.
The electric system is made up of many circuits that
warn, illuminate, start, control, and monitor the truck
electric components during operation. DO NOT SMOKE or allow flame around a dead
Refer to the Electrical Schematic, Section “R”, for battery or during the recharging operation. The
specific circuit details. expelled gas from a dead cell is extremely explo-
sive.
Excessive consumption of water indicates leakage or

overcharging. Normal water usage for a unit operating
Before welding on truck, be certain that each of eight hours per day is about one to two ounces per cell
these components are completely disconnected: per month. For heavy duty operation (24 hour) normal
consumption should run about one to two ounces per
• Transmission Controller cell per week. Any appreciable increase over these
• Batteries figures should be considered a danger signal.
• Battery Charging Alternator
Storage
BATTERY Idle batteries should not be allowed to stand unat-
The four (4) 12 volt storage batteries are of the lead- tended. If equipment is to stand unused for more than
acid type, each containing six 2-volt cells. During two weeks, the batteries should be removed and
operation, the storage batteries function as an electro- placed in a cool, dry place where they may be checked
chemical device for converting chemical energy into periodically and charged when necessary.
the electrical energy required for operating the acces-
All batteries will self discharge over a period of time if
sories when the engine is shut down.
not used and charged. A fully charged battery will lose
25% of its power in as little as 30 days in warm
weather. A 50% power loss will occur in 60 days. This
self discharge takes place even though the battery is
not connected in a circuit and is more pronounced in
Lead-acid storage batteries contain sulphuric warm weather than in cold.
acid, which if handled improperly may cause seri- The rate of self-discharge of a battery kept at 100°F
ous burns on skin or other serious injuries to (38°C) is about six times that of a battery kept at 50°F
personnel. Wear protective gloves, aprons and eye (19°C) and self-discharge of a battery kept at 80°F
protection when handling and servicing lead–acid (27°C) is about four times that one at 50°F (10°C).
storage batteries.
See the precautions in Section “A” of this manual Over a thirty day period, the average self-discharge
to insure proper handling of batteries and treat- runs about 0.002 specific gravity per day at 80°F
ment for accidents involving sulphuric acid. (27°C).
D02020 04/00 24VDC Electric Supply System D2-1

Some possible causes for an undercharged battery
Specific Gravity Freezing Temperature are:
Corrected to 80°F (27°C) Degrees
Sulfated battery plates
1.280 -90°F (-70°C)
Loose battery connections
1.250 -60°F (-54°C)
Defective wire in electrical system
1.200 -16°F (-27°C)
Loose alternator drive belt
1.150 +5°F (-15°C)
A defective alternator
1.100 +19°F (-7°C)
Overcharging, which causes overheating, is first indi-
cated by excessive use of water. If allowed to continue,
To offset the results of self-discharge, idle batteries cell covers will push up at the positive ends and in
should receive a booster charge (not a quick charge) extreme cases the battery container will become dis-
at least once every thirty days. Batteries allowed to torted and cracked.
stand for long periods in a discharged condition are
attacked by a crystallization of the lead sulfate on the A battery can discharge if it is not clean and dry. A fully
plates. Such batteries are called sulfated and are, in charged battery can become discharged to a level low
the majority of cases, irreparably damaged. In less enough to prevent it from starting an engine in as little
severe cases, the sulfated battery may be restored to time as one week. The problem may be acid film and
limited service by prolonged charging at a low rate dirt lying on top of the battery. This creates a path for
(approximately 1⁄2 normal rate). electricity to travel between the terminals, thus dis-
charging the battery.
An undercharged battery is extremely susceptible to
freezing when allowed to stand in cold weather. Use either an analog or digital voltmeter to determine
if there is a path between the terminals.
The electrolyte of a battery in various stages of charge
will start to freeze at temperatures indicated in the a. Set the voltmeter at a range to indicate battery
tableabove. voltage.
The temperatures in the table indicate the points at b. Place the positive lead of the voltmeter on the
which the first ice crystals appear. Lower temperatures positive battery post.
must be reached for a solid freeze. Solid freezing of c. Place the negative lead so that it touches the
the electrolyte may crack the battery case and damage battery case approximately one inch away from
the positive plates. As will be noted, a 3⁄4 charged the positive post.
battery is in no danger of freezing, therefore, a 3⁄4
d. The voltmeter should indicate 0.0 volts. If any
charge or better is desirable, especially during winter
voltage is indicated, there is a path that will dis-
weather.
charge the battery. The higher the voltage, the
quicker the discharge rate.
e. Move the negative probe to several locations
(near the positive post) to verify the test results.
Do not attempt to charge a frozen battery. Serious If voltage was detected in the previous test, the battery
injuries to service personnel can result! should be cleaned. The top of the battery may be wiped
off with a damp cloth or washed with a baking soda or
ammonia solution. If the battery is washed, be sure
Maintenance and Troubleshooting none of the cleaning solution is allowed into the battery
cells. Be sure terminals are clean and tight. Clean
Two most common troubles that occur in the charging terminals are very important in a voltage regulated
system are undercharging and overcharging of the system. Be sure to clean the entire battery compart-
truck’s batteries. ment thoroughly as it may contain acid residue. Be
An undercharged battery is incapable of providing careful not to splash any overspray onto surrounding
sufficient power to the truck’s electrical system. components. Rinse the area completely to remove all
traces of battery acid from machine.
D2-2 24VDC Electric Supply System D02020 04/00

Leakage can be detected by continual wetness of the BATTERY DISCONNECT SWITCH (Optional)
battery or excessive corrosion of the terminals, battery
An optional battery disconnect switch (2, Figure 2-1)
carrier and surrounding area. (A slight amount of cor-
is available. This switch provides a quick and conven-
rosion is normal in lead–acid batteries). Inspect the
ient method of opening the battery positive (+) power
case, covers and sealing compound for holes, cracks
circuit without the need to remove cables from the
or other signs of leakage. Check battery hold down
battery terminals.
connections to make sure the tension is not great
enough to crack the battery, or loose enough to allow The battery disconnect switch is located on the front
vibration to open the seams. A leaking battery should side of the battery box (3) on the right deck (1). When
be replaced. the switch lever is moved to the right (away from the
cab) the switch is in the OFF position and the battery
To remove corrosion, clean the battery with a solution
circuit is open. Move the switch lever toward the cab
of ordinary baking soda and a stiff, non-wire brush and
to restore battery power.
flush with clean water. 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.
Maintaining clean batteries will provide longer service

life and a higher rate of performance.
Spillage
Addition of acid will be necessary if considerable elec-
trolyte has been lost through spillage. Before adding
acid, make sure battery is fully charged. This is accom-
plished 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 proce-
dure until all cells indicate a specific gravity of 1.260-
1.265 corrected to 80°F (27°C).
NOTE: Use 1.400 strength sulphuric acid when mak-
ing specific gravity adjustments. Acid of higher
strength will attack the plates and separators before it
has a chance to diffuse into the solution.
FIGURE 2-1. BATTERY DISCONNECT SWITCH

If the temperature of the electrolyte is not reasonably HOOKUP
close to 80°F (27°C) when the specific gravity is taken,
temperature should be corrected to 80°F (27°C): 1. R.H. Deck Structure 3. Battery Box
• For every 10°F (5°C) below 80°F (27°C), 0.004 2. Battery Disconnect 4. Battery Relay Switches
should be SUBTRACTED from the specific gravity Switch
reading.
• For every 10°F (5°C) above 80°F (27°C), 0.004
should be ADDED to the reading.

BATTERY CHARGING CIRCUIT BATTERY CHARGING ALTERNATOR
COMPONENTS A 24 volt alternator is used to supply electric current
Batteries - Four (4) 12 volt lead-acid type storage for the 24VDC circuits when the engine is running. The
batteries are located on the right hand deck and are alternator is equipped with an internal regulator system
wired in a series and parrallel combination to provide used to keep the batteries at full charge. Internal
24VDC for the Truck electrical system. diodes convert the alternator’s AC output to DC.
The only movable part in the assembly is the rotor,
which is mounted on a ball bearing at the drive end and
a roller bearing at the rectifier end. All current carrying
conductors are stationary. These conductors are the
field winding, the stator windings, the six rectifying
diodes and the regulator circuit components. The regu-
lator and diodes are enclosed in a sealed compart-
ment.
A fan located on the drive end provides air flow for
cooling. Grease reservoirs contain an adequate supply
of lubricant so that no periodic maintenance is re-
quired. For repair or maintenance contact your local
Alternator - Is located on the upper right front corner
Delco-Remy Distributor.
of the engine. The alternator produces 27.5 – 29.5 volt
output and is capable of up to 75 amperes. NOTE: The hex head bolt on the output terminal is
electrically insulated; no voltage reading can be ob-
Charge Warning Light - Is located on the left side of
tained by connecting to the hex head.
the instrument panel and, when illuminated while the
engine is running, indicates an abnormality in the
charging system. Normal indicated voltage at high idle
is 27.5 – 29.5 volts.
Before welding on truck, be certain that each of

these components are completely disconnected:
• Transmission Controller
• Batteries
• Battery Charging Alternator

Operation Capacitor C1 protects the generator diodes from high
transient voltages and suppresses radio interference.
The basic operating principles are explained as follows
Resistor R5 prevents current leakage through TR3 at
(Refer to Figure 2-2):
high temperatures. Diode D5 prevents high transient
As the rotor begins to turn, the permanent magnetism voltages in the field coil when the field current is
therein induces voltages in the stator windings. The decreasing. Resistor R7, capacitor C3, and resistor
voltages across the six diodes cause current to flow to R4, all act to cause transistors, TR2 and TR1, to turn
charge the battery. on and off more quickly.
Current from the stator flows through the three diodes
Magnetizing The Rotor
to resistor R6 and the base-emitter of TR2 and TR1 to
turn these transistors on. Current also flows from the The rotor normally retains magnetism to provide volt-
stator through the diode trio D1, D2 and D3, the field age build-up when the engine is started. After disas-
coil and transistor TR1, returning to the stator through sembly or servicing, however, it may be necessary to
the other three diodes. All stator current, except reestablish the magnetism. To magnetize the rotor
through the diode trio D1, D2 and D3, flows through connect the alternator to the battery in a normal man-
the six diodes connected to the stator. ner, then momentarily connect a jumper lead from the
battery positive post to the relay “R” terminal.
Current flow through R1, R2 and R3 causes a voltage
to appear at zener diode D4. When the voltage be-
comes high enough due to increasing generator
speed, D4 and the base-emitter of TR3 conduct cur-
rent and TR3 turns on. TR2 and TR1 then turn off,
decreasing the field current and the system voltage
decreases. The voltage at D4 decreases, D4 and TR3
turn off, TR2 and TR1 turn back on and the system
voltage increases. This cycle then repeats many times
per second to limit the system voltage as determined
by the setting of the potentiometer R2.
FIGURE 2-2. ALTERNATOR & REGULATOR SCHEMATIC

NOTES

ENGINE PRELUB SYSTEM
The Prelub system automatically, safely, and When the pressure switch opens at 0.18 kg/cm2 (2.5
quickly fills fills filters and all oil passages prior to psi), the circuit to the timer solenoid is opened. After a
cranking at each engine startup. In addition, the sys- 3 second delay, the Prelub starter will stop com-
tem prevents startup if there is no oil present in the pletely and the timer solenoid will provide current to
engine. the standard starter solenoid. The starter and pinion
gear will engage the flywheel ring gear and normal
The prelub system consists of the following compo-
cranking will occur.
nents:
• Pump
• Timer Solenoid
Pressure Switch
• Oil pressure switch
The pressure switch (7, Figure 2-3) is a 0.18 kg/cm2
• Oil suction line
(2.5 psi), normally closed (N.C.) switch, located so that
• Oil outlet line it can sense oil pressure after the engine oil has
• Check valve passed through the filters.
• Electrical harness
Check Valve
The Prelub starter is an electric starter motor which
has an extended armature shaft to drive an attached The oil pressure supply hose has a check valve in-
oil pump (1, Figure 2-4) at the brush end of the starter. stalled between the Prelub unit and the engine. The
check valve prevents the passage of oil from the
engine back to the pan after the engine is started. The
The Prelub Starter mounting is the same as that used oil flow through the valve is toward the engine as
for the standard starter. Engine oil is drawn through a indicated by an arrow on the valve.
suction hose attached to the oil pan, and then returned
to the engine through an outlet line attached to the Timer Solenoid
engine oil supply ahead of the filters.
The timer solenoid (6) controls the prelubrication cycle.
NOTE: Before starting engine in cold weather, refer to Current is supplied to the timer through the keyswitch.
the Operation & Maintenance Manual, Section 3 for The ground path is completed by the normally closed
proper starting procedure. pressure switch which is preset to open at 0.18 kg/cm2
(2.5 psi).
When the switch opens, current is redirected to the
standard starter solenoid for engine cranking, follow-
ing a 3 second delay.
OPERATION
The Prelub starter is activated when the operator
turns the key switch and holds it in the “start” position.
The normal starter solenoid is bypassed and the cur-
rent flows to the Prelub Starter Solenoid Timer.
When this Solenoid Timer is activated, current flows to
the Prelub Starter motor, but does not engage the
starter pinion gear. The motor drives the Prelub
pump assembly which will deliver approximately 57
liters (15 gallons) of oil per minute to the engine. DO NOT attempt to jump start the truck using the
terminals on the timer solenoid. INTERNAL DAM-
AGE TP THE TIMER WILL RESULT.
D02020 04/00 24 VDC Electric Supply System D2-7

with Prelub Starter
WIRE COLOR LEGEND
WH = White
OR = Orange
PK = Pink
RED = Red
PUR = Purple
BK = Black
YL = Yellow
GN = Green
WH/BK = White with black stripe
FIGURE 2-3. PRELUB SYSTEM ELECTRICAL DIAGRAM

1. Key Switch 4. Starter Safety Relay # 1 7. Prelub Oil Pressure Switch
2. 24VDC Battery (+) 5. Starter Safety Relay # 2 8. Prelub Starter
3. Alternator Supply 6. Timer Solenoid
D2-8 24 VDC Electric Supply System D02020 04/00

with Prelub Starter
MAINTENANCE
Prelub system maintenance should be performed
annually or at 5000 hour intervals as described below.
Prelub System Operation Brush dust will be present in all motors. Do not
Verify system operates according to the two phases of confuse brush dust with oil. Brush dust will appear
operation as listed in “Troubleshooting Prelub Starter as a black/brown, dry coating within the motor.
Circuit” on the following page. If a problem exists, refer
to the list of problems and possible causes for trou-
bleshooting system components. 4. If oil is present in the motor, install a 14 kg/cm2
(200 psi) gauge in the pump pressure test port (3)
If system is operating properly, continue with the in- located near the pump outlet hose.
spection of component parts below:
5. Close the battery disconnect switch or reconnect
Starter/Prelub Pump batteries and observe the pressure gauge while
the engine is started.
The starter motor (with the Prelub pump) should be
inspected as follows for possible oil leakage from the a. If there is any indication of pressure, remove
pump to the starter housing. and repair the the Prelub starting motor and
the check valve located between the pump
1. Disconnect batteries or open the battery discon- outlet and the engine/filters.
nect switch to prevent engine startup. b. If there is no indication of pressure, remove and
2. Remove the inspection plug (2, Figure 2-4). repair the Prelub starter motor only.
3. Using a flashlight (and mirror if necessary), in- 6. If no oil is present, carefully reinstall inspection
spect interior of starter motor housing for the plug (2).
presence of engine oil. Oil may be present in large
amounts or as a light mist. Oil in any quantity in
the housing indicates a failed motor and re-
pair or replacement is necessary. Perform
additional tests below to determine what compo- Check Valve
nents require repair. Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage back
to the Prelub pump will cause extensive damage to
the pump and starter motor.
If check valve replacement is required, be certain the
valve is installed with the arrow pointed toward the
engine, NOT toward the pump.
Timer Solenoid
Inspect Timer Solenoid for physical damage and to
verify wiring is in good condition.
FIGURE 2-4. PRELUB PUMP AND STARTER

1. Prelub Pump 2. Inspection Plug
3. Pressure Test Port

with Prelub Starter
Troubleshooting Prelub Starter Circuit
Two distinct phases are involved in a complete prelu-
brication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key 2. Delay and Crank Phase- Begins when the pres-
switch is held in the start position. A circuit is sure switch opens. A 3 second delay precedes
provided to ground through the normally closed the crank mode.
pressure switch. The circuit is interrupted upon
opening of the pressure switch when the Prelub
pressure reaches 0.18 kg/cm2 (2.5 psi).
Problem Probable Cause

1. Starter prelubricates only. Does not delay or 1. Indicates oil pressure is not sufficient to open the
crank. pressure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Gear pump failure.
c. Pressure switch has failed close and is holding
ground.
d. Oil pressure switch wire chafed and shorting to
block.
2. Starter prelubricates continuously regardless of 2. Indicates Prelub Timer Solenoid contacts have
key switch position. welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system, can
cause solenoid contacts to weld.
3. Starter delays and cranks. No prelubrication 3. If an operator indicates the ignition is totally dead,
mode. make certain the key is being held in the crank
position for 3 to 4 seconds. If the engine cranks
after a short delay, this indicates that a ground
connection to the pressure switch has been bro-
ken. Without a ground path, the prelubrication unit
will proceed to delay and crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open circuit
between the switch terminal and the switch
base. If open, replace the pressure switch.

with Prelub Starter
Problem Probable Cause
4. Starting circuit is irregular when in crank mode. 4. a. Check for low or dead batteries.
b. Check alternator output.
c. Check for bad ground strap or NO GROUND
wire from the starter battery ground post to “G”
terminal of starter bendix solenoid.
d. Check for bad starter safety relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is - 2
volts for starter control circuit.
5. Starter has very long prelubrication cycle. 5. Except for severe cold weather starts, the Prelub
cycle should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturer’s specifications).
c. Check for suction side air leaks, loose connec-
tions, cracked fittings, pump casting, or hose
kinks and blockage.
d. Make sure the suction hose is a -20. Reducing
hose diameter will reduce pump output dra-
matically.
e. Check the oil pressure switch for the correct
location. Be certain that it has not been moved
into a metered oil flow, as in a bypass filter or
governor assembly.
6. Starter has no prelubrication, no delay and no 6. If the starter is totally inoperative and no prelubri-
crank. cation, no delay and crank, this indicates a possi-
ble failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate machine starter switch for several
seconds.
a. If the starter delays- then cranks, the Prelub
Timer Solenoid is bad. Replace the timer sole-
noid assembly.
b. If the starter is still inoperative, check the vehi-
cle starter switch. Make sure proper voltage is
available to the Prelub Timer Solenoid when
the key is activated.
7. Starter prelubricates, delays, then does not crank. 7. Indication is either a timer failure, or a starter
problem.
a. Pace a jumper wire to the starter solenoid “S”
post. If the engine starts to crank, replace the
Prelub Timer Solenoid.
b. If the engine fails to crank when the “S” post is
energized with voltage, check out starter
bendix solenoid and starter pinion drive.

with Prelub Starter
NOTES

with Prelub Starter
24VDC ELECTRICAL SYSTEM COMPONENTS
VEHICLE MONITOR SYSTEM
General Description Service Mode

The vehicle monitor system observes the condition of The service mode provides diagnostic information to
the truck systems through sensors installed at various service personnel.
locations. It processes that information and displays it
1. Machine data monitoring mode:
on the monitor panel to inform the operator of the
condition of the machine. The input and output values supplied to the net-
work controller are displayed in real time.
The vehicle monitor system consists of the monitor
panel, various sensors, switches, and relays, alarm 2. Service code, travel data display mode:
buzzer, warning lamps and power source.
Displays the fault codes stored in the network
controllers.
The items displayed can be broadly divided into:
Network Signals
• “Caution” items: Used to display warnings if any
abnormality should occur in the truck. 1. Speed display
• “Gauge” section: constantly displays the condi- 2. Engine speed display

tions, such as gauges, speedometer, tachometer, 3. Shift light display
service meter, odometer, and pilot lamps.
4. Shift position display
5. Speed range display
The monitor panel has a normal mode and a service
mode. 6. Lockup display
7. Automatic gear shift (mechatronics) fault display
Normal Mode
8. Mode selection display
The normal mode primarily displays useful information
to the operator. 9. Air pressure display
1. Items always displayed include: 10. Coolant temperature display
Meters (speedometer, tachometer, service me- 11. Torque converter oil temperature display
ter, odometer). 12. Retarder oil temperature display
Gauges (air pressure, engine coolant tempera- 13. Fuel level display
ture, torque converter oil temperature, retarder oil
temperature, fuel level). 14. Caution/pilot lamp output
2. Items displayed when abnormal conditions occur:

Cautions, Action code display.
D03018 8/99 24VDC Electrical Components D3-1

FIGURE 3-1. MONITOR PANEL
D3-2 24VDC Electrical Components 8/99 D03018

VEHICLE MONITOR PANEL
FIGURE 3-2. ELECTRONIC MONITOR PANEL

1. Air pressure monitor 13. Tachometer 25. Suspension: Soft
2. Air pressure gauge 14. Shift limiter pilot lamp 26. Service Meter
3. Coolant temperature monitor 15. Lockup pilot lamp 27. Service Meter Indicator
4. Coolant temperature gauge 16. Transmission shift position pilot lamp 28. Odometer (total distance
5. Torque converter oil 17. Shift indicator traveled)
temperature monitor 18. Engine controller monitor 29. Power mode indicator (high)
6. Torque converter oil 19. Automatic transmission control 30. Power mode indicator
temperature gauge monitor (economy)
7. Retarder oil temperature 20. Faults in other control systems 31. Right hand module
monitor 32. Center module
21. Fuel level monitor
8. Retarder oil temperature gauge 33. Left hand module
22. Fuel level gauge
9. High beam pilot lamp 34 Speedometer compensation
23. Suspension: Hard
10. Turn signal pilot lamp (left) switch
24. Suspension: Medium
11. Turn signal pilot lamp (right)
12. Speedometer

VEHICLE MONITOR PANEL
The monitor panel consists of the L.H. module, center Specifications: Measuring between pins 1 & 2.
module, R.H. module, service meter, odometer, plate,
25°C (77°F) 37-50 Ω
and other structural parts.
100°C (212°F 3.5-4.5 Ω
The center module has one microcomputer mounted,
and it processes and displays the network and other
signals. • Engine coolant above 102° C (216° F)
A liquid crystal display is used. • Retarder oil above 120° C (248° F)
The monitors and gauges inside the R.H. module and • Torque Converter oil above 120° C (248° F)
L.H. module are actuated by signals from the center
module and the odometer is also actuated by signals
from the center module. AIR PRESSURE SENSOR
The service meter is actuated by a signal from the The air pressure sensor is installed to the air piping
alternator terminal R. behind the operator’s seat. It converts any changes in
the air pressure inside the wet tank to a change in the
SENSORS, SWITCHES resistance, and sends a signal to the shift controller.
ENGINE WATER TEMPERATURE SENSOR The signal is sent from the transmission shift controller
through the network to the machine monitor panel, and
RETARDER OIL TEMPERATURE SENSOR the air pressure is displayed. If the air pressure goes
below the specified pressure (5.3 kg/cm2, 75 psi), the
TORQUE CONVERTER OIL TEMPERATURE monitor panel lamp flashes and the alarm buzzer
SENSOR sounds to warn the operator of the abnormality.
The above sensors (refer to Figure 3-3) are installed

in the retarder oil piping, engine block, and transmis-
sion case.
Any change in the temperature is taken as a change
in the resistance of the thermistor, and a signal is sent
to the shift controller. The signal is then sent from the
shift controller through the network to the machine
monitor panel to display the temperature. When the
monitor panel display reaches a pre-determined value,
a corresponding lamp flashes and the buzzer sounds
to warn the operator of excessive temperature in the
affected system.
FIGURE 3-4. AIR PRESSURE SENSOR
1. Electrical 2. Pressure Tube
Connector
FIGURE 3-3. TEMPERATURE SENSOR

1. Connector 3. Thermistor
2. Plug

FUEL LEVEL SENSOR
The fuel level sensor (Figure 3-5) is installed to the side
face of the fuel tank and a float (4) moves up and down
in accordance with the fuel level. The movement of the
float is passed through an arm (3) to actuate a variable
resistor, sending a signal to the transmission shift
controller. The signal is sent from the shift controller
through the network to the dash monitor system to
display the fuel level. When the display on the monitor
panel reaches a certain position, the warning lamp
flashes.
FIGURE 3-6. ENGINE SPEED SENSOR
1. Magnet 4. Boot
2. Terminal 5. Connector
3. Case
3. Screw in sensor by hand until the tip of sensor

contacts gear tooth - do not force. Do not use a
wrench or other tool to tighten.
4. Turn counter-clockwise 1/4 - 1/2 turn from the
point where sensor contacts gear to obtain clear-
ance “a” (0.4 mm (0.016in.)).
Tighten locknut (2) to 6 ±1 kg.m (43 ±7 ft. lbs.).
FIGURE 3-5. FUEL LEVEL SENSOR 5. Reinstall harness connector. Be certain harness
is properly clamped and supported to prevent
1. Connector 3. Arm strain on connector and wiring.
2. Variable Resistor 4. Float
ENGINE SPEED SENSOR

The engine speed sensor (Figure 3-6) is installed in
the flywheel housing and generates a pulsed voltage
signal which varies in frequency with the speed of the
flywheel ring gear. The voltage signal is then sent to
the transmission shift controller and the monitor panel
to operate the tachometer display.
Adjusting Engine Speed Sensor

1. Disconnect sensor (1, Figure 3-7) electrical con-
nector, loosen locknut (2), and remove sensor.
FIGURE 3-7. ENGINE SPEED SENSOR
NOTE: Inspect sensor tip for iron particles or other ADJUSTMENT
contaminants. Inspect for damage.
2. Verify a gear tooth tip is aligned with the sensor 1. Sensor 3. Flywheel Teeth
mounting hole as shown. (If necessary, rotate 2. Locknut a. 0.4 mm (0.016 in)
flywheel to achieve alignment.)

MONITOR PANEL DISPLAYS
Figures 3-8 through 3-11 list the various monitor panel In addition, each function lists the conditions under
gauges, pilot lamps, caution lamps etc.. Each function which the display is ON or OFF and any additional
is listed in its display category and shows the symbol warnings such as the central warning lamp or buzzer.
(when applicable) that appears on the display area.
FIGURE 3-8. MONITOR PANEL DISPLAYS, FUNCTIONS




INSTRUMENT PANEL INDICATORS,
TEST SWITCH
Figures 3-12 and 3-13 lists the warning and caution The conditions under which the central warning lamp
devices located on the instrument panel, below the will illuminate and the buzzer will sound are listed
Monitor Panel. The central warning lamp, located to
the left of the indicators listed below, can be identified
by its Red convex lens.
FIGURE 3-12. INSTRUMENT PANEL INDICATORS, TEST SWITCH

FIGURE 3-13. INSTRUMENT PANEL INDICATORS, TEST SWITCH

ELECTRONIC ACCELERATOR PEDAL • (AS1) Idle Validation Switch signals
The accelerator pedal provides two digital signals
Operation to indicate whether the accelerator pedal is de-
pressed or released. These signals are used by the
The throttle/accelerator pedal is a foot-operated pedal transmission controller to allow upshift or down
containing a spring-loaded roller arm and inclinded shifts.
ramp, two electrical rheostats and a switch with elec-
trical connectos. • (AS2) pedal (throttle) signal:
This throttle signal is varied as the accelerator
The spring-loaded roller arm is connected to the switch pedal is depressed. As the pedal is depressed, the
and rheostats. As the roller arm travels along the output voltage signal increases and engine rpm
inclined ramp (when the operator depresses the increases. The signal goes to the engine controller.
pedal), electric signals are generated and sent to
various controllers to control fuel (engine rpm), throttle • (AS3) Transmission Controller Throttle signal.
position (pedal depressed/released), and transmis- This throttle signal is varied as the accelerator
sion shift controls. pedal is depressed. The transmission controller
uses this signal, as well as others to determine the
proper timing of up shifts and down shifts for maxi-
mum truck performance.
FIGURE 3-14. ELECTRONIC ACCELERATOR PEDAL

1. Pedal

AISS
(Automatic Idling Setting System)
This switch is used by the operator to control the idle When the switch is “out”, normal position, the light in
speed of the engine. The switch when pushed “in” the the switch “OFF”, this is the automatic position. In this
light in the switch will be “ON”, is in the manual position the engine is controlled automatically depend-
position. This provides for “LOW” engine idle speed. ing on operating status of the truck. The following chart
In this position the operator has greater control for outlines the conditions for the engine idle speed.
movement in confined spaces, such as parking or
driving in or out of service areas.
AISS OPERATIONAL CHART

ENGINE WATER
AISS SWITCH OPERATION OPERATING CONDITION IDLE SPEED
TEMPERATURE
ON Manual - - Low
30°C (90°F) - 50°C (120° F)
Retarder lever operated or parking
OFF automatic (when water temperature is Low
brake applied
above 50°C and goes down)
OFF automatic Above 50°C (120°F) Low
brake applied
30°C (90°F) - 50°C (120°F)
OFF automatic (when water temperature is High
brake applied
below 30°C and goes up)
OFF automatic Below 30°C (90°F) High
brake applied
Retarder lever not operated or
OFF automatic - High
parking brake released

4. Speed sensors are located at three points (trans-
OUTLINE
mission input shaft, intermediated shaft, and out-
This transmission controller is designed to control the put shaft) to make it possible to detect any
system, so it has a built-in computer. It has the follow- slipping of the transmission clutches. It also acts
ing features and functions. to protect the transmission when there is any
abnormality in the hydraulic system.
1. It has a high-power mode and economy mode and
it changes the shift pattern. 5. It is connected to the network and makes various
data common with other controllers.
2. The braking mode is when the brake is being
used. The shifting point is raised and the brake 6. It receives the input of model selection data (what
cooling pump speed increased to improve the machine the controller is mounted on ) and net-
cooling effect for the retarder. At the same time it work data (what controller is connected to the
enables the braking force of the engine to be used network), and contacts the other controllers
effectively. through the network.
3. It drives and controls the torque converter lock-up 7. It has a divided self-diagnostic function for both
solenoid valve, overrun prevention solenoid the input and output system.
valve, exhaust brake solenoid valve, and BCV
8. The content of the self-diagnostic display is shown
solenoid valve.
with 2-digit numbers.
9. When any failure is detected , it sends details to
the network, and displays it on the other display
panels.
FIGURE 3-15. TRANSMISSION CONTROLLER
1. Self Diagnostic Display Window 5. Model Selection Switch (Sw 1) 9. ATC5B

2. Connector 6. Network switch (Sw 2) 10. ATC5A
3. Case 7. ATC2 11. ATC4
4. Printboard 8. ATC1 12. ATC3B
13. ATC3A

10. The content of the self-diagnosis is recorded in OPERATION:
memory, so when the main switch is turned off it
is possible to check details of failures. The automatic shift control system receives the shift
lever position signal, accelerator pedal signal, trans-
11. It sends the trouble data to the network, and mission speed signal, and signals from other switches
displays this on the other display panels. and sensors, and based on the information received
12. The location of any existing failure is displayed on the transmission shift controller acts to automatically
the monitor panel. control the shift of the transmission to the optimum
speed range. The transmission shift controller also
13. It has an emergency travel function for use if there drives and controls the torque converter lockup sole-
is any failure in the electrical system. noid and overrun prevention solenoid valve. Each
14. It is located separately from the gearshift lever. clutch in the transmission is equipped with an elec-
tronically controlled modulation valve and is inde-
pendently controlled.
In addition, based on the information received by the
transmission controller, it drives the monitor panel
display, caution lamps, and pilot lamps and transmits
data to the network.

NOTES

POINTS TO REMEMBER WHEN TROUBLESHOOTING
For these reasons, it is necessary to carry out a
thorough prior investigation and to follow proper trou-
bleshooting procedures.
• Stop the truck on a level surface, and verify the
2. Questions to ask the operator:
body safety pin and wheel chocks are in place,
and the parking brake is applied. a. Have any other problems occurred apart from
the problem that has been reported?
• Be extremely careful of hot components or ro-
b. Was there anything strange about the machine
tating parts. Allow engine to cool thoroughly
before the failure occurred?
before removing the radiator cap.
c. Did the failure occur suddenly, or has the
• When troubleshooting with two or more work- problem occurred on previous occasions?
ers, keep strictly to the agreed signals, and do
d. Under what conditions did the failure occur?
not allow any unauthorized personnel in the
area. e. Had any repairs been performed before the
failure?
• If necessary to open any air, water, or hydraulic
oil piping, be certain all pressure has been re- 3. Checks before troubleshooting:
lieved before opening. a. Check for a history of operator reports of prob-
lems with the truck.
• When disconnecting wiring, always disconnect
the negative (-) terminal of the battery first. b. Refer to “Checks Before Troubleshooting” for
a list of items that must be checked and cor-
• When installing test equipment, be sure to con- rected if necessary before troubleshooting a
nect it properly. specific problem.
The aim of troubleshooting is to pinpoint the basic 4. Confirming the failure:
cause of the failure, to carry out repairs swiftly, and to
a. Verify an actual problem exists. Have the Op-
prevent reoccurrence of the failure.
erator try to repeat the problem; be certain the
When troubleshooting, an important point is of course problem is not actually a result of improper
understanding the function of all the truck’s operational operation procedures.
systems. However, a short cut to effective trou- b. When operating the truck to re-enact the symp-
bleshooting is to ask the operator various questions to toms, do not perform any operations that may
form some idea of possible causes of the failure that make the problem worse or increase damage
would produce the reported symptoms. to a component.
1. When troubleshooting, do not hurry to disassem- 5. Troubleshooting:
ble components. Use the results of the investigation and inspection
If components are disassembled immediately af- in Items 2 - 4 to narrow down the causes of failure,
ter any failure occurs: then refer to the appropriate section of this man-
• Components unrelated to the failure may be ual to for the specific component(s) that may
unnecessarily removed. cause the problem.
• It may become impossible to find the actual • Start with the most likely cause.
cause of the failure. • Try the simplest solution first.
This can also lead to a waste of man-hours, • Investigate other related parts or information.
replacement of properly functioning parts, or in-
6. Measures to remove primary cause of failure:
ternal contamination of parts from dirt grease, oil
Even if the failure is repaired, if the primary cause
etc.
of the failure is not repaired, the same failure will
occur again.
To prevent this, always investigate why the prob-
lem occurred, then remove the cause.
D04009 02/00 Introduction to Electrical Troubleshooting D4-1

POINTS TO REMEMBER WHEN PERFORMING MAINTENANCE
To maintain the performance of the truck over a long
period, and to prevent failures or other problems be-
fore they occur, correct operation, maintenance and
inspection, troubleshooting, and repairs must be car-
ried out. This section deals particularly with correct
repair procedures for mechatronics and is aimed at
improving the quality of repairs.
POINTS TO REMEMBER WHEN HANDLING

ELECTRIC EQUIPMENT
Handling wiring harnesses and connectors

Wiring harnesses consist of a connector used to con-
nect one component to another component. Connec-
tors used for connecting and disconnecting one wire
from another wire, and protectors or covers used for
protecting the wiring.
Unlike other electrical components fitted in boxes or
cases, these wiring harnesses (Figure 4-1) are more FIGURE 4-1. AFFECTS OF WEATHER
likely to be affected by rain, water, heat, or vibration.
Furthermore, during inspection or repair operations,
they are frequently removed and reinstalled, so they
are likely to suffer deformation or damage. For this
reason, it is necessary to be extremely careful when
handling wiring harnesses.
Failures that occur in wiring harness

1. Inadequate connection (Figure 4-2) caused by
faulty connector housings or connector pins.
Problems with defective connectors are likely to FIGURE 4-2. IMPROPER INSERTION
occur because the male connector is not properly
inserted into the female connector, or one or both
of the connectors are deformed. Also because
there is corrosion or oxidization of the pin sur-
faces.
Improper Crimp
2. Defective crimping or soldering of pins (Figure
4-3). The pins of the male and female connectors
are in contact with this wire at the crimped termi-
nal or soldered joint.
However, if the crimp or solder joint is improperly
completed, oxidization can occur causing a break
in the electrical connection.
FIGURE 4-3. IMPROPER CRIMP
D4-2 Introduction to Electrical Troubleshooting D04009 02/00

3. Damage to wiring during disconnecting
connectors
If the connectors are pulled apart by pulling on
the wires or components are removed with the
wires still connected, damage to the pin termi-
nals, solder joints, connector or the wires can
occur.
4. High-pressure water entering connector

The connector is designed to make it difficult
for water to enter (drip-proof structure), but if
high-pressure water is sprayed directly on the
connector, water may enter the connector, de-
FIGURE 4-4. IMPROPER HANDLING
pending on the direction of the water jet.
As stated above, the connector is designed to

prevent water from entering, but at the same
time, if water does enter, it is difficult for it to
drain. Therefore, if water should get into the
connector, the pins will be short-circuited.
If water gets in, immediately dry the connector
or take other appropriate action before allowing
current to flow through it.
5. Oil or dirt in the connector

If oil or grease have entered the connector, an
oil film can form on the mating surface between FIGURE 4-5. WATER COROSION
the male and female pins. This oil film will not
let current flow, resulting in an open circuit.
If there is oil or grease on the connector, wipe
it off with a dry cloth or blow it dry with com-
pressed air and spray it with a contact cleaner.
• When wiping the mating portion of the connec-

tor, be careful not to use excessive force or
deform the pins.
• If there is oil or water in the compressed air, the
contacts will become even dirtier. Completely
remove all oil and water from the compressed
air supply before cleaning the connections.
FIGURE 4-6. CLEANING THE CONNECTOR

Removing, installing, and drying connectors and
wiring harnesses.
1. Disconnecting connectors
When disconnecting the connectors, hold the con-
nectors and not the wires (Figure 4-7). For con-
nectors held by a screw, loosen the screw fully,
then hold the male and female connectors in each
hand and pull apart. For connectors which have
FIGURE 4-7. DISCONNECTING CONNECTORS
a lock tab, press down the tab with your thumb
and pull the connectors apart.
NOTE: Never pull with one hand.
2. When removing from clips

When removing a connector from a clip (Figure
4-8), pull the connector in a parallel direction from
the clip until the catches disengage (Figure 4-9).
NOTE: If the connector is twisted up and down or to FIGURE 4-8. CONNECTOR CLIPS
the left or right, the housing may break.
3. After removing connectors

After removing any connector, cover it with a vinyl
bag to prevent any dust, dirt, oil, or water from
getting in the connector (Figure 4-10).
NOTE: If the wiring harness is left disassembled for a
long period of time, it is likely the contacts will become
contaminated by dirt, oil etc. A cover will prevent this FIGURE 4-9. CATCHES
from occurring.
FIGURE 4-10. COVERING CONNECTOR

4. Connecting Connectors
A.. Check the connector visually.
1.) Verify there is no oil, dirt, or water in the
connector pins (mating portion).
2.) Verify the connector is not deformed, cor-
roded, and the connector pins are not dam-
aged.
c.) Verify there is no damage or cracks in the
connector housing.
NOTE: If there is any oil, water, or dirt in the connector,
wipe it off with dry cloth.
If there has been water inside the connector, warm the
inside Using a dryer. Do Not use excessive heat.
If there is any damage or breakage, replace the con-
nector. FIGURE 4-11. CONNECTING CONNECTORS
B. Install the connector properly

1.) Align the connector properly, then insert it
securely.
2.) For connectors with locking tabs, push in the
connector until the tab clicks into position.
C. For connectors fitted with boots, visually in-
spect the boot for damage, cracks, etc. Re-
place the boot if necessary.
D. If the wiring harness is misaligned, or the clamp
is out of position, reposition as necessary.
NOTE: If the connector cannot be connected easily,
remove the clamp and adjust the position.
NOTE: If the wiring harness or connector has been
removed from a clamp (Figure 4-13), be sure to rein-
stall it to its original position. Verify all clamps are
properly tightened.
FIGURE 4-12. INSTALLING CONNECTOR
FIGURE 4-13. HARNESS CLAMPS

E. Drying wiring harness
1.) If there is any oil or dirt on the wiring harness,
wipe it off with a dry cloth (Figure 4-14).
2.) Avoid washing it in water or using steam. If
the connector must be washed in water, do
not use high-pressure water or steam di-
rectly on the wiring harness.
If water gets directly on the connector, per-

form the following:
3.) Disconnect the connector and wipe off the
water with a dry cloth.
FIGURE 4-14. CLEANING THE CONNECTOR
4.) If the connector is blown dry with com-
pressed air, use only a clean, dry air source.
A contaminated air source can prevent
proper pin/socket contact.
F. Drying the inside of the connector with a dryer.

1.) If water gets inside the connector, use a
dryer to dry the connector (Figure 4-15).
DO NOT use excessive heat. Excessive heat can

distort the connector housing !
FIGURE 4-15. DRYING THE CONNECTOR
5. Connector continuity test

After drying, leave the wiring harness disconnected
and perform a continuity test to check for any short
circuits between pins caused by water (Figure 4-16).
After completely drying the connector, spray it with a
contact cleaner and reassemble.
Be certain contact cleaner is compatible with con-

nector housing material before spraying.
FIGURE 4-16. TESTING THE CONNECTOR

HANDLING CONTROLLER BOXES
The controller boxes contain a microcomputer and
electronic circuits. These control all of the electronic
circuits on the truck so be extremely careful when
handling the box.
• Do not open the cover of the controller box
unless necessary.
• Do not place objects on top of the controller box.
• Cover the connectors with tape or a vinyl bag.
• Never touch the connector contacts with your
hand.
• During rainy weather, do not leave the controller
box in a place where it is exposed to the
weather.
• Do not place the control box on oil, water, or dirt,
or in any hot place, even for a short time. Place
it on a suitable dry stand.
FIGURE 4-17. CONTROLLER BOX
Precautions when performing arc welding on the
truck.
• Disconnect all wiring harness connectors con-
nected to the controller box. Attach the arc
welding ground close to the welding point.
Points to remember when troubleshooting

electric circuits
• Always turn the power OFF before disconnect-
ing or connecting connectors.
• Before troubleshooting, check that all the re-
lated connectors are properly connected.
• Disconnect and connect the related connectors
several times to check.
• Always connect any disconnected connectors
before going on to the next step.
• If the power is turned ON with the connectors
still disconnected, unrelated fault codes may be
displayed.
• When troubleshooting electrical circuits (meas-
uring the voltage, resistance, continuity, or cur- FIGURE 4-18. THINGS NOT TO DO
rent), move the related wiring and connectors
several times and check that there is no change
in the reading of the tester. If there is any
change, there is probably a defective connec-
tion in that circuit.

POINTS TO REMEMBER WHEN SERVICING HYDRAULIC EQUIPMENT
The most common cause of failure in a hydraulic

system is dirt (foreign material). When adding hydrau-
lic oil, or when disassembling or assembling hydraulic
equipment, procedures must be followed to prevent
system contamination.
Be careful of the operating environment.

• Avoid adding hydraulic oil, replacing filters, or
repairing the truck in rain, or high winds, or
areas where there is a lot of dust.
Disassembly and maintenance work in the field

• If disassembly or maintenance work is carried
out on hydraulic equipment in the field, there is
danger of dust entering the equipment.
Disassembly and maintenance of hydraulic
equipment should be carried out in a specially
prepared dustproof workshop, and the perform- FIGURE 4-19. IMPROPER OIL HANDLING
ance should be confirmed with the appropriate
test equipment before reinstallation on the
truck.
Sealing openings
• After any piping or component is removed, the
openings should be sealed with caps, plugs,
tapes, or vinyl bags to prevent any dirt or dust
form entering. If the opening is left open or is
blocked with a rag, there is danger of dirt enter-
ing or of the surrounding area becoming dirty
from the leaking oil.
• Do not simply drain oil out on to the ground, FIGURE 4-20. OIL PUMP WITH FILTER
collect it and dispose of it properly.
Do not let any dirt or dust get in during refilling

operations.
• Be careful not to let any dirt or dust get in when
re-filling with hydraulic oil. Always keep the oil
filler and the area around it clean. Also use clean
pumps or oil containers.
• An oil filtering device is highly recommended.
If an oil filtering device is used, it is possible to
remove dirt that has collected during storage.

Change oil when the oil temperature is warm.
• When oil is warm, it flows easily. In addition, the
sludge can also be drained out easily from the
system together with the oil.
• When changing the oil, as much as possible of
the old oil should be drained out. (Drain the oil
from the tank; also drain the oil from the filter
and from the drain plug in the system).
• If any old oil is left, the contaminants and sludge
in it will mix with the new oil and will shorten the
life of the oil.
Flushing operations
• After disassembling and assembling the equip-
ment, or changing the oil, use flushing oil to
remove the contaminants, sludge, and old oil
from the system.
• Normally, flushing is carried out twice: primary
flushing is carried out with flushing oil, and FIGURE 4-21. OIL FLUSHING
secondary flushing is carried out with the speci-
fied oil.
Cleaning operations
• After repairing the equipment (pump, control
valve, etc.) or when running the truck, carry out
oil cleaning to remove the sludge or contami-
nants in the oil circuit.
• The oil cleaning equipment is used to remove
the ultra fine (about 3µ) particles that the filters
installed on the truck are unable to remove.
FIGURE 4-22. OIL PUMP WITH FILTER

CHECKS BEFORE TROUBLESHOOTING
Item Standard value Action

1. Check fuel level Fuel gauge Add fuel
2. Check for dirt or water in fuel - Clean, drain
3. Check for water in air tank - Drain
Air Circuit,
4. Check transmission oil level Oil level gauge Add oil
hydraulic oil,
5. Check hydraulic oil level Sight gauge Add oil
lubricating oil,
6. Check engine oil level (Level of oil in oil pan) Oil level gauge Add oil
cooling water,
7. Check cooling water level - Add water
8. Check condition of dust indicator Dust indicator Clean
9. Check front brake oil level (Level of oil in tank) Oil level gauge Add oil
10. Check for water in emergency brake air tank - Drain
11. Check play of steering wheel 100-140 mm -
12. Check operation of emergency steering Operation: 20 sec. Repair
13. Check length of suspension for proper charge Label Adjust
14. Check tire inflation pressure and damage - Charge air
1. 15. Check wheel mounting nuts - Tighten
Air,
16. Check operation of service brake - Adjust
Checks hydraulic,
17. Check operation of parking brake - Adjust or repair
before mechanical
18. Check operation of emergency brake - Adjust or repair
starting components
19. Check operation of steering - Adjust or repair
20. Check the right and left view mirror - Adjust
21. Check exhaust color and engine for abnormal noise - Adjust or repair
22. Check operation of retarder - Adjust or repair
23. Check wear of body pads - Adjust or repair
- Repair
24. Check air horn
- Repair or replace
25. Check function of lights
- Adjust or repair
26. Check function of gauges
- Adjust or replace
27. Check monitor panel
Electrical - Repair or replace
28. Check truck monitor system
equipment - Repair or replace
29. Check central warning light
- Re-tighten or clean
30. Check for loose or corroded battery terminals
31. Check for loose or corroded alternator terminals
32. Check for loose or corroded starting motor terminals
Hydraulic, 33. Check abnormal noise or smell - Repair

Mechanical 34. Check for oil leakage - Repair
components 35. Bleed air from all systems - Bleed air
36. Check battery voltage (engine stopped) Replace
37. Check level of battery electrolyte Add or replace
2. 20-30 V
38. Check for discolored, burnt, or bare wiring Replace
-
39. Check for missing wiring clamps, hanging wire Repair
Other check -
40. Checks for water leaking onto wiring Disconnect
Items Electrical -
(check carefully water leakage at connectors and terminals) connector and dry
components -
41. Check for broken or corroded fuses connection
-
42. Check alternator voltage Replace
27.5-29.5V
(engine running at over half throttle) Replace
-
43. Noise when battery relay is operated. Replace
(Switch starting switch from ON to OFF)

CONNECTOR TYPE AND LOCATION
The following tables identify the electrical harness connectors used

on the truck. It also lists the type connector, and the number of pins
used.
• The location (Loc.) column in the following tables shows the

X/Y position of individual electrical connectors on the truck in
Figures 4-23, 4-24, 4-25, 4-26 and 4-27.
• The connector number listed in these illustrations may be
preceded with a “CN-” on the electrical schematic.

Connec Con No. Con Con No.
tor nector of MOUNTING LOCATION Loc. nector nector of MOUNTING LOCATION Loc.
No. Type pins No. Type pins
01 SWP 14 Intermediate connector D7 1-pin
34 1 Clearance lamp A5
02 SWP 8 Intermediate connector conn.
03 X 2 Radiator water level sensor A6 1-pin

35 1 Clearance lamp A6
conn.
04 X 2 Air conditioner pressure switch B2
1-pin
06L - 3 Head lamp (Lo) D1 36 1 Turn signal lamp A5
conn.
07H - 3 Head lamp (Hi) C1 1-pin
37 1 Fog lamp A5
1-pin conn.
08 1 Clearance lamp D1
conn. 39 X 3 Suspension pressure sensor C7
1-pin 40 SWP 6 Payload meter display lamp (right) C7
09 1 Clearance lamp E1
conn.
41 M 1 Right side lamp B7
1.PS x 2 Transmission solenoid valve U9
51 X 2 Flow switch G1
1.SW x 1 Fill switch U9
52 X 2 Transmission oil filter sensor J3
2.PS x 2 Transmission solenoid valve V9
53 X 2 Retarder filter sensor
2.SW x 1 Fill switch U9
54 X 2 Hydraulic oil filter sensor
3.PS x 2 Transmission solenoid valve V9
55 X 2 BCV solenoid
3.SW x 1 Fill switch V9
59 SWP 6 Tail lamp J9
4.PS x 2 Transmission solenoid valve W9
60 SWP 6 Tail lamp K9
4.SW x 1 Fill switch V9
61 X 1 Fuel gauge sensor F9
1pin-
10 1 Turn signal lamp E1 62 X 3 Suspension pressure sensor K9
conn.
1pin 63 X 3 Suspension pressure sensor J9
11 1 Fog lamp D1
conn. 64 X 2 Retarder oil temperature sensor A3
12 - 2 Washer motor C7 1-pin
76 1 Auto drain valve heater
13 x 3 Suspension pressure sensor F1 conn.
Payload meter external display Emergency stop solenoid

14 SWP 6 G1 84 - 2 (mechanical governor
lamp (left)
specification)
15 M 1 Left side lamp C7
AISS motor (mechanical governor
17 - 1 Air conditioner compressor 86 - 8 -
specification)
18 - 2 Diode A3 Engine stop motor (mechanical
87 - 8 -
20 SWP 14 Intermediate connector governor specification)
21 X 1 Steering oil temperature sensor K3 90 - 2 Diode
24 X 2 Starting motor 99 - 2 Intermediate connector -
CTI X 2 Water temperature A1 KES1 1 Emergency escape switch Z3
EPI - 1 Engine oil pressure sensor A2 KES 1 Emergency escape switch Z3
Emergency stop solenoid AC1 M 4 Intermediate connector N7
28 - 2 (mechanical governor Al - 7 AISS switch O6
specification)
AS1 X 2 Exhaust brake switch T5
30 SWP 14 Intermediate connector B7
AS2 X 2 Parking brake switch T5
31 SWP 8 Intermediate connector
AS3 X 2 Retarder brake switch T5
32H - 3 Head lamp (Hi) A4
AS4 X 2 Emergency brake switch T5
33L - 3 Head lamp (Lo) A5
AS5 X 2 Service brake switch T5
ATC1 MIC 17 Transmission controller X1

Con Con Con Con
No. of No. of
nector nector MOUNTING LOCATION Loc. nector nector MOUNTING LOCATION Loc.
pins pins
No. Type No. Type
ATC2 MIC 21 Transmission controller X2 DB1 X 4 Body seated switch J9
ATC3A AMP040 20 Transmission controller X2 DB4 - 2 Diode -
ATC3B AMP040 16 Transmission controller X1 DLB X 2 Differential lock switch S4
ATC4 AMP040 12 Transmission controller X1 DP01 MIC 5 Monitor panel P9
ATC5A AMP040 20 Transmission controller X1 DP02 AMP040 8 Monitor panel P9
ATC5B AMP040 16 Transmission controller X1 DP03 Socket 2 Monitor panel O6
ATC6 X 4 Transmission controller DP04 AMP040 8 Monitor panel P9
BLSL X 2 Brake stroke sensor F8 DP05 AMP040 12 Monitor panel O6
BLSR X 2 Brake stroke sensor E8 DP06 Socket 2 Monitor panel P6
BT1 - - Fuse box T1 DP07 Socket 2 Monitor panel P9
BT2 - - Fuse box T2 DP08 AMP040 16 Monitor panel Q9
BT3 - - Fuse box S2 DP09 Socket 2 Monitor panel Q8
BZ M 2 Alarm buzzer O3 DP10 AMP040 8 Monitor panel R8
C1 - 1 Intermediate connector DP11 AMP040 16 Monitor panel R8
C2 - 1 Intermediate connector DP12 M 4 Monitor panel R5
1-pin DP13 Socket 2 Moniro panel R5
CA+ 1 AM/FM cassette
conn. EXH Socket 7 Exhaust brake switch O5
1-pin
CA- 1 AM/FM cassette
conn.
1-pin
CAB 1 AM/FM cassette
conn.
1-pin
CG1 1 Cigar lighter M6
conn.
1-pin
CG2 1 Cigar lighter M5
conn.
CK1 KES1 2 Bulb check switch N7
CM S 8 Combination switch Q8
CNS S 12 Intermediate connector O2
Transmission oil
C/V.T X 2 W6
temperature sensor
D04 - 2 Diode S2
D05 - 2 Diode X2
D06 - 2 Diode X2
D08 - 2 Diode O3
D1 - 2 Diode B2
D1 - 10 Message display
1-pin
D5-1 1 Horn valve
conn.
1-pin
D5-2 1 Horn valve
conn.
D12 - 2 Diode M4
D14 - 2 Diode S3

Con Con Con Con
No. of No. of
pins pins
No. Type No. Type
FB PA 7 Front brake cut switch P5 MS11 M 1 Model selection switch
FCM - 7 Intermediate connector MS12 M 1 Model selection switch
FCS - 7 Intermediate connector Q5 N1 X 2 Input shaft speed sensor W6
FL PA 7 Fog lamp switch O6 N2 X 2 Intermediate shaft speed sensor W8
FU - 2 Fuse unit N3 X 2 Output shaft speed sensor W8
HAZ socket 7 Hazard switch O5 P15 M 2 MPH selection connector P6
HEAT M 1 Heater PL1 S 10 Monitor lamp N6
1-pin Suspension pressure sensor
HN 1 Horn Q8 PL1 - 2 N6
conn. GND selection connector
H.PS X 2 Transmission solenoid valve T8 PL2 S 10 Monitor lamp O6
H.SW X 1 Fill switch T8 Suspension pressure sensor
PL2 - 2 06
HT PA 7 Preheat switch N6 GND selection connector
Intermediate connector PLS M 4 Monitor lamp M3

J01 S 16 S4
inside, outside cab PM1 MIC 21 Payload meter M8
Intermediate connector PM2 M 4 Payload meter G1
J02 S 16 S4
inside, outside cab PM3 X 3 Clinometer I2
Intermediate connector PM4 M 6 Intermediate connector M9
J03 S 16 S4
inside, outside cab
PM5 MIC 13 Payload meter (card type) N9
Intermediate connector
J04 S 12 T5 AMP04
inside, outside cab PM6 12 Payload meter (card type) O9
0
J06 terminal 1 S3 Suspension pressure sensor FR
inside, outside cab PM6 KES1 2 V1
selection connector
J07 terminal 1 S3 PM7 MIC 9 Payload meter (card type) O9
inside, outside cab
J09 S 12 Intermediate connector - PM7B MIC 9 Payload meter (card type)
J10 S 16 Intermediate connector - PM8 MIC 5 PC connector N7
J11 S 12 Intermediate connector -
Torque converter lock-up
L/C.T X 2 T8
solenoid
LPS X 2 Transmission solenoid valve U8
LS M 3 Rheostat R7
LSW X 1 Fill switch sensor T8

Con Con No. Con Con No.
nector nector of MOUNTING LOCATION Loc. nector nector of MOUNTING LOCATION Loc.
No. Type pins No. Type pins
PMCD X 2 For off-board PMC power source U1 R29 socket 6 Hazard lamp relay W4
PMR1 S 16 Intermediate connector RAD - 9 AM radio O6
PMR2 S 12 Intermediate connector RE1 socket 1 Resistor R6
PMR3 S 16 Intermediate connector RE2 socket 1 Resistor R6
PMR4 S 16 Intermediate connector RH1 S 10 Intermediate connector X3
PMRA S 12 Intermediate connector RH2 S 12 Intermediate connector W1
PMRB S 12 Intermediate connector RH4 S 8 Intermediate connector X3
PMRC S 16 Intermediate connector 1-pin
RL 1 Room lamp F9
PMS S 12 Intermediate connector conn.
PW PA 7 Power mode switch Q1 RPS X X Transmission solenoid valve U9
Suspension pressure sensor FR RSW X X Fill switch sensor U9

PWR KES1 2 W1
selection connector RT1 terminal 1 Timer for emergency steering
R01 socket 5 Engine starting relay U1 RT2 terminal 1 Timer for emergency steering
R02 socket 5 Transmission neutral relay T2 RT3 terminal 1 Timer for emergency steering
R03 socket 5 Service brake relay T2 RT4 terminal 1 Timer for emergency steering
R04 socket 5 BCV relay RT5 terminal 1 Timer for emergency steering
R05 socket 5 Backup alarm relay S3 RT6 terminal 1 Timer for emergency steering
R06 socket 5 Head lamp relay (Hi) RT7 terminal 1 Timer for emergency steering
R07 socket 5 Marker lamp relay U1 RT8 terminal 1 Timer for emergency steering
R08 socket 5 Head lamp relay (Lo) T2 Selection connector for each
R09 socket 6 Rear brake pilot relay S3 SCF KES1 2 suspension pressure sensor X3
specification
R11 socket 6 Payload meter relay S4
Selection connector for each
Payload meter external display SCFR KES1 2 suspension pressure sensor X3
R16 socket 5 X3
lamp relay specification
Payload meter external display SF S 12 Gearshift lever O1
R17 socket 5 W4
lamp relay
SH socket 7 Shift limit switch O2
Payload meter external display
R18 socket 5 V5 SL1 X 2 Suspension control solenoid W4
lamp relay
Payload meter external display SL2 X 2 Suspension control solenoid V4
R19 socket 5 V5
lamp relay SL3 X 2 Suspension control solenoid U5
Payload meter external display SL4 X 2 Over-run prevention solenoid W4
R20 socket 5 S4
lamp relay SL5 X 2 Exhaust brake solenoid V4
R21 socket 5 Parking brake relay X3 SL6 X 2 Front brake cut-off solenoid U5
Governor cut relay (electronic SL7 X 2 Front brake cut-off solenoid U5
R22E socket 5
governor specification)
SNUB X 2 AISS relay resistor W8
Governor cut relay (electronic
R23E socket 5 1-pin
governor specification) SP1 1 AM/FM cassette
conn.
R25 socket 5 Transmission cut relay V5
1-pin
R27 socket 5 Hazard relay U5 SP2 1 AM/FM cassette Z7
conn.
R28 socket 6 Hazard lamp relay X3 1-pin
SP3 1 AM/FM cassette
conn.
1-pin
SP4 1 AM c8
conn.

Con Con
No. of
nector nector MOUNTING LOCATION Loc.
pins
No. Type
1-pin
SP5 1 Speaker (right) c7
conn.
1-pin
SP6 1 Speaker (right) V9
conn.
1-pin
SP7 1 Speaker (left) H2
conn.0
1-pin
SP8 1 Speaker (left) I2
conn.
SR2 X 3 Steering sensor
SR3 X 2 Tilt sensor U1
SR4 M 3 Bimetal timer S2
SR5 X 2 Air pressure sensor T4
SSP1 MIC 21 Suspension controller X3
SSP2A AMP040 20 Suspension controller X3
SSP2B AMP040 16 Suspension controller X2
SU3 S 16 Intermediate connector X1
Selection connector for each
SU6 KES1 2 suspension pressure sensor V1
specification
Torque converter oil
TC.SE X 2 V5
temperature sensor
Torque converter oil
TC.SW X 2 N2
temperature switch
TM2 SWP. 14 Intermediate connector L4
TM3 SWP 14 Intermediate connector L4
TM4 SWP 14 Intermediate connector L4
TMA S 16 Intermediate connector V1
TMB S 16 Intermediate connector V1
TMC S 12 Intermediate connector W1
TMD S 16 Intermediate connector X2
WAS1 S 6 Acceleration sensor C2
Acceleration sensor
WAS2 X 3 (electronic governor C2
specification)
WL M 2 Caution lamp O4
WP1 S 8 Wiper switch N4
WP2 KES1 6 Wiper motor relay F1
WP3 KES0 6 Intermittent wiper relay R7

ARSC ( AUTOMATIC RETARDER SPEED CONTROL)
Con Con Con Con

No. of No. of
pins pins
No. Type No. Type
1-8 X 1 Selection connector d4 R4 Terminal 1 Travel speed display -
1-pin R5 Terminal 1 Travel speed display -
78/98 1 Model selection connector -
conn. R6 Terminal 1 Travel speed display -
8S X 1 Selection connector d4 RB Relay 5 RB relay Z6
250 - 2 Resistor a3 RW Relay 6 RW relay Y6
1020 - 2 Resistor Z3 RZ Relay 5 RZ relay Y6
1-pin SHIFT X 1 Selection connector c4
A1 1 ARSC caution lamp Z3
conn.
SHUT - 2 Air shut-off valve D8
1-pin
A2 1 ARSC caution lamp Z3 SOSW X 2 Air switch (air shut-off valve) D8
conn.
1-pin Suspension pressure
A6 1 ARSC stand-by lamp Y4 SP2 M 2 Z7
conn. selection connector
ARC1 MIC 21 ARSC controller Y6 Power source for
SP4 M 2 suspension pressure sensor c7
ARC2 AMP040 20 ARSC controller Y6 /sensor GND connection
ARC3 AMP040 16 ARSC controller a7 Power source for
BRJ M 8 Intermediate connector b7 suspension pressure
SP5 M 2 c7
BRR X 2 Air switch (brake solenoid) D8 sensor/sensor GND
connection
BSOR - 2 Brake solenoid valve (right) E8
Suspension pressure
BT3 - - Fuse box d4 SPR M 2 a7
selection connector
BZ-EL1 M 2 Buzzer b3 SPSW M 3 ARSC set switch b3
BZ-EL2 M 2 Buzzer b3 SW - 7 ARSC system switch c3
CR1 M 1 For clearing error code b8 Tire large diameter/small
TIRE1 X 1 c4
CR2 M 1 For clearing error code b8 diameter selection
D01 - 2 Diode d6 Tire large diameter/small
TIRE2 X 1 c4
diameter selection
D02 - 2 Diode d5
TMA1 X 16 Intermediate connector d7
D03 - 2 Diode d6
TMA2 X 16 Intermediate connector d5
1pin
FS1 1 Spare terminal d5 TMB1 X 16 Intermediate connector d7
conn.
J02-EL1 S 16 Intermediate connector b8 TMB2 X 16 Intermediate connector d5
J02-EL2 S 16 Intermediate connector c8 TMC1 X 12 Intermediate connector d7
J04-EL1 S 12 Intermediate connector c8 TMC2 X 12 Intermediate conector d5
J04-EL2 S 12 Intermediate connector c7 TMD1 X 16 Intermediate connector d7
1-pin TMD2 X 16 Intermediate connector d6
KO 1 ARSC stand-by lamp Y4
conn. WL-
M 2 Warning lamp c3
PH1- EL1
S 10 Intermediate connector -
EL1 WL-
M 2 Warning lamp b3
PH1- EL2
S 10 Intermediate connector -
EL2
PM4-1 M 6 Payload meter Y5
PM4-2 M 6 Payload meter Y5
R2 Terminal 1 Travel speed display -
R3 Terminal 1 Travel speed display -

CONNECTOR LOCATION (Chassis)
FIGURE 4-23. CONNECTOR LOCATIONS


CONNECTOR LOCATION, CONT. (Instrument Panel, Console)

CONNECTOR LOCATION, CONT. (Transmission, Rear Cab Area))

CONNECTOR LOCATION, CONT. (General Cab Area)
FIGURE 4-27. CONNECTOR LOCATION

CONNECTOR TYPE IDENTIFICATION CHARTS
The terms male and female refer to the pins, while the terms male housing and female housing refer to the mating
portion of the housing.

EXPLANATIONS OF FUNCTIONS (CONTROL MECHANISM) OF
ELECTRICAL SYSTEM
This section provides information for troubleshooting When the self-diagnostic display function is actuated,
the electrical system, and explains the functions and the fault occurrence data is transmitted from each
nature of checks for the transmission controller, moni- controller to the net-work and the monitor panel dis-
tor panel and if equipped, the suspension controller. plays the action code. The service code (fault) is
displayed and the warning lamp, and buzzer may also
be actuated.
SYSTEM FUNCTION The service codes which display the causes of these
problems can be viewed by pushing the bulb check
The electrical system control mechanism consists of
switch. In addition, the controllers share some of the
the transmission controller, monitor panel and the
sensor signals, such as the transmission out-put shaft
suspension controller (if equipped). They provide vari-
speed signal. If any problem occurs in these sensor
ous controls such as modifying engine output (power
signals, the same type of failure may be displayed for
mode), providing the most suitable transmission clutch
another controller.
oil pressure (full electronic modulation), and changing
the front suspension damping rates if equipped with Signal inputs from the switches and the relay listed
the automatic suspension option. below, do not have a specific service code. If a truck
operation problem occurs, refer to “checking Opera-
The monitor panel informs the operator of a problem if
tion of Electrical System” in this Section.
there is a component failure in each system. At the
same time, it uses the service mode to monitor the
input and output, such as the input voltage from the
Switches:
switch sensors of each controller and the output cur-
rent to the solenoids, and a monitor function for the • Shift Limiter
failure data stored in each controller’s memory. • Power Mode
• Key Switch
• Body Seated
• Body Float
SELF-DIAGNOSTIC DISPLAY FUNCTIONS • Rear Brake
• Service Brake
Each controller is equipped with a self-diagnostic trou-
bleshooting display. A service code will be displayed • Emergency Brake
if any electrical problem (disconnection, short circuit, • Tilt
internal short, or short circuit between wires, etc.) Relay:
occurs in output or input signals, or there is an input or
output that does not match the operation of the truck. • Engine Heater (Hot Start)

DATA DISPLAYED
• Troubleshooting information
• Action code
• Caution signal
• Transmission failure codes
• Alarm buzzer
• Suspension failure codes
(optional)
• Engine speed
• Truck speed (transmission,
Network Data output may p/u)
• Power mode
• Shift lever position
• Shift indicator
• Lock-up ON/OFF
• Shift limit
• Air pressure
• Retarder oil temp.
• Engine coolant temp.
• Transmission torque converter
temperature
• Retarder oil temp.
• Engine oil pressure
• Transmission oil filter
• Fuel level
• Parking brake ON/OFF
• Rear brake ON/OFF
• Body float
• Exhaust brake (optional)
• Lateral inclination
• Emergency steering
• Body seat switch
• Alternator. “R”
• Key Sw. “C” terminal
• Brake stroke Switch
FIGURE 4-28. MONITOR PANEL

CHECKING OPERATION OF ELECTRICAL SYSTEM (No System Faults)
When a sequence of operations is carried out using the procedure below, and if the monitor panel, transmission
controller, suspension controller, and payload meter controller perform as shown below, it means the input and output
signals, the monitor panel and the controllers are operating normally.
Perform the actuation check with the truck unloaded. (The actuation of the suspension controller (if equipped) differs
when the truck is loaded or unloaded, but it is possible to check all of the mode selections with the truck unloaded.)
Sequence of operations and CHECK ITEMS (Systems Normal)

truck conditions Monitor panel Engine controller Transmission controller Suspension controller (optional)
(1) Key switch OFF All OFF All OFF All OFF All OFF
Monitor panel liquid
Turn key switch to ACC 8.8 is displayed for 3
crystal display lights
seconds
Suspension mode Self-diagnostic display
* Parked: only with parking
soft portion lights lights up for 4.2
brake
(optional) seconds, then goes
Caution, pilot lamps out, and details of past
* Bulb check switch ON failures are displayed
all light up
for 3 seconds each.
(2) * Power mode selection switch- * Power mode After that, if the
"OFF" display condition is normal, 0.0
* Power mode switch-"ON" Economy/high or 0.c (in cold weather)
switch light “ON” power lights up is displayed.
Shift limiter liquid
* Shift limiter switch ON/OFF crystal display lights
up/goes out
Shift indicator N
* Shift lever set to N * Shift position 2-digit LED displays 0.0 (normal)
display: N
* Engine speed is
Start engine
displayed When transmission oil
* If water temperature is below
* On cooling water Engine speed temperature is below
40°C (105°F) automatic
temperature 1000 rpm 10°, 0.0 is displayed
warming-up operation is
(3) display, only lowest
actuated
segment lights up
* IF water temp is above 70°C When water temp When oil temperature
Engine speed:
(160°F) after completion of display is in green is below 10°, 0.0 is
650 rpm
warming-up operation range displayed
Engine speed rises
Parking lamp goes
out
Release parking brake and Rear brake lamp Engine speed:
apply the service brake only lights up 1000 rpm
Suspension mode
(4) display (if equipped)
Soft-medium
* Rear brake lamps
light up
Release service brake and pull Engine speed: Suspension mode switched
* Suspension mode
retarder lever 1000 rpm Soft-medium
soft portion lights up
(if equipped)
Apply parking brake and raise Suspension mode Suspension mode selection
(5)
body display Soft->hard Soft-hard
2-digit LED Body FLOAT
Shift indicator N displays 0.0 REVERSE safety
In condition (5), set shift lever * Shift position (normal) actuated
(6)
to R display R * When body is at
* Body FLOAT, truck travels in
reverse

CHECK ITEMS (Systems Normal)
Sequence of operations and
truck conditions Transmission Suspension
Monitor Panel Engine Controller
Controller Controller (Optional)
(7) Lower body, release parking
brake, then set shift lever to L
and travel forward Shift indicator 1 Travel speed range
Release brake Shift position display L F1-F2 Suspension mode
After truck moves off, press selection
accelerator pedal Hard -> soft
Shift limiter switch ON Shift limiter function
Switch light ON Shift indicator display 1/1-2 actuated F1
Shift limiter switch OFF fixed/shifts up to F2
(8) Shift indicator 3
Set shift lever to D and shift up Travel speed range
Shift position display D
to F3 or above F2-F7
Lock-up liquid crystal display
Exhaust brake is
Turn exhaust brake switch
actuated even Suspension mode
(EXH. BRAKE) ON and release
when retarder lever selection
accelerator pedal
is not actuated Hard -> Soft
Turn exhaust brake switch
(EXH. BRAKE) OFF and release Change in exhaust
accelerator pedal/Release brake logic
accelerator peedal and operate Not actuated
retarder lever
LOCK-UP FUNCTION CHECK

(Systems Normal)
(9) Check Lock-up function Monitor Panel Transmission Controller

Lock-up is not actuated when
Set shift lever to R Lock-up display does not light up
traveling in reverse
Set shift lever to D or 5 - L Lock-up range is F1 - F7
Set to F1 or F2, release accelerator pedal, and
(1) Lock-up display does not light up Lock-up is actuated
move truck without operating brake
(2) Engine speed 1500 rpm
Lock-up display lights up Lock-up is actuated
or more
Depress accelerator Engine speed 1200 rpm
Lock-up display does not light up Lock-up is not actuated
pedal or operate brake or less
After Switching shift indicator
Shift gear display, lock-up display goes out Lock-up is canceled when shifing gear
temporarily
(3) Lock-up display stays lit until shift Shifts down F7 - F6, F4-F3 with the
Release accelerator
indicator display is 4 lock-up still engaged.
pedal and do not Shift down
Lock-up display remains off after For F3 and down, transmission shifts
operate brake
shift indicator display becomes 3 down without engaging lock-up.

OPTIONAL CONTROLLERS
(If Installed)
Note: The following should be observed while performing steps 1 through 5, page 35.
Check items (when normal)

PMC controller (If equipped) Payload meter controller (If equipped)
(1) All OFF All OFF
0.x (x:a-d) is display for 1 second
(2) 8.8,8.8 display, external display lamps all light up
After that, if the condition is normal, the display changes to 0.0
Buzzer sounds for 3 seconds
* Engine speed: 1,000 rpm
(3) 9 items, such as payload meter switch settings, are displayed for
* Engine speed: 650 rpm 3 seconds each.
* Engine speed: 1,000 rpm After that, payload display is given
(4)
* Engine speed: 1000 rpm
(5) If condition is normal, 0.0 is displayed b-FL display, buzzer sounds

NOTES

MONITOR PANEL ACTION CODES AND SERVICE MODE
OUTLINE
If a failure is detected when the monitor panel is in the The displays (Figure 4-29 & 4-30) are repeated in turn
normal mode, the lamp or caution display for the for 1 second each.
applicable location lights up and an action code is
However, if a new fault occurs, data is sent while the
displayed according to the failure to aid the operator in
action code is being displayed and the action code for
taking suitable action. When an action code is dis-
the new fault has priority over the existing action code
played, the operator should follow the recommended
being displayed. The display will change to the new
action, and should also follow the Operation and Main-
action code. If the new code has a low priority, the
tenance Manual to display the service codes on the
display stays unchanged. In other words, the action
monitor panel to check the cause of the action code.
code with the highest priority is always displayed.
In addition, to make troubleshooting easier, there is a
There are seven types of action code from 01 to 07.
service mode on the monitor panel. This can display
(A decal is stuck to the top left of the window glass at
trouble data saved in the memory of the controllers on
the front of the cab to tell the operator what action to
the network and display the recognized values for the
be taken when a fault occurs). If an action code is
input and output signals from each controller.
displayed, have the operator check the service code
for the fault and then have him inform the service
ACTION CODE DISPLAY
department.
If any controller on the network detects a fault, the While the action code is being displayed, if lamp check
controller LED display panel will show the fault. The switch (1) is pressed for at least 2.5 seconds and then
monitor panel displays an action code according to the released, the applicable service code is displayed. If
fault transmitted to the network, and continues to dis- more than one fault has occurred, each fault is dis-
play it until the condition is corrected. played in turn for 3 seconds, and when all of the service
codes have been displayed, the system returns auto-
matically to the action code display.
FIGURE 4-29. DISPLAYING OCCURRENCE OF

AN ERROR (E-) FIGURE 4-30. DISPLAYING ACTION CODE (03)
FIGURE 4-31. SERVICE CODE FOR EXISTING FAILURE IS (A111)
D04009 02/00 Introduction of Electrical Troubleshooting D4-39

SERVICE MODE For Service Mode Switch operation and use, refer to
“Service Mode Operation” (page D4-44). This is the
The service mode is used when it is desired to know
mode to display the input values of the sensors and
the service codes for existing failures or failures that
switches recognized by the controllers, and the output
have occurred in the past. Also to monitor the values
values of the controllers. Each controller can monitor
recognized for the signals from the controllers.
up to several switch and sensor input values and
electric current or other output values.
The service mode contains the following:
• Service codes, (this mode displays the fault The illustration below (Figure 4-32) shows the monitor
occurrence data as well as faults saved in the display when engine speed is being monitored by the
memory of the controllers on the network) transmission controller.
• Truck data monitoring mode: (this mode dis-
plays the values for the inputs and outputs
recognized by the controller on the network)
The modes are switched by using the mode change

switches. IF the key switch is turned “OFF” when there
is a service code displayed, it is possible to start again
from the normal mode after the key switch is turned
“ON”. If the monitor panel or other controllers detect a
fault while in the service mode, the system automat-
ically returns to the normal mode and displays the
action code.
Truck data value monitoring mode FIGURE 4-32. MONITOR DISPLAYS

• Refer to chart - “Monitoring Items In Truck Data 1. This is a “b” which is the service code for the
Value Monitoring Mode” (page D4-49) for a list transmission.
of items that can be monitored by the control- 2. This is the monitoring code which is the engine
lers. speed. “05"
• The sequence in which the controllers appear 3. The display is in units of 10 rpm, so the display
on the display depends on the order of the means 2,050 rpm.
controller code listed below
Controller Display Sequence
Controllers will appear in the sequence shown in the
Figure 4-33 shows switch input conditions as recog-
chart below:
nized by the transmission controller:
Sequence
Code Description
No.
1 A Monitor panel
2 b Transmission controller
3 d Suspension controller (optional)
4 e PMC (optional)
5 f Payload Meter II (PLMII) (optional)
Note: To make it possible to display the controller

codes with the 7-segment LED, uppercase and lower
case letters are used.
Note: Controllers that are options and not installed on
the truck are automatically omitted and are not dis-
played.
D4-40 Introduction of Electrical Troubleshooting D04009 02/00

In the same way as with the truck data value monitoring
code, the controller display sequence order depends
on the order of the controller code, but controllers that
are options and are not installed are automatically
omitted.
Display of elapsed time since the code was de-
leted.
The display (Figure 4-35) shows the time elapsed
(service meter reading) since the latest trouble data
item was deleted form memory.
FIGURE 4-33. MONITOR DISPLAYS

1. This is a “b” which is the service code for the
transmission.
2. This is the monitoring code which is for
“switch check”
3. Bit 1 and bit 13 in item 3 are ON. This means
that the body seated switch is ON (seated)
and model selection signal 4 is ON (GND).
NOTE: Refer to Figure 4-45 for bit number assign- FIGURE 4-35. MONITOR DISPLAYS
ments. (Time since deletion)
Note: The elapsed time (101h) since the last

• The controller code and monitor code are dis- deletion is shown on the display for 2 seconds.
played for one second each. When the deletion operation is carried out, the
• Refer to Table 1. for details regarding mode elapsed time is reset and starts again from 0.
switch operation and the data displayed during If necessary, note down the elapsed time be-
various switch operation sequences. fore deleting any item.
Service code and trouble data display mode

For service mode switch operation, refer to “Service
Mode Operation” (page D4-44). Note: Refer to “Deleting Trouble Data From Memory”,
This mode displays (Figure 4-34) the time elapsed (Page D4-48) for data deletion instructions.
since the deletion operation, and gives the service
code and trouble data display. The service code is
displayed for each controller for faults that currently Display timing:
exist and faults that occurred in the past which have The system immediately enters the service code and
been repaired. trouble data display mode. The display is given once
only and it then goes automatically to the next service
code and trouble data display.
FIGURE 4-34. MONITOR DISPLAYS

(DELETE Display - 2 seconds)

Service code and trouble data display
Refer to Figures 4-36, 4-37, 4-38 and 4-39 for an E. Order of display
example of the following. (1) The four items under “A” above are displayed
Display Details in order for each controller.
(2) Data for currently existing fault (service mode,
A . The following trouble data (1) - (4) are displayed
elapsed time (1), elapsed time (2), number of
for each controller and each service code.
occurrences) inside the same controller are
(1) Service code (the controller code explained displayed first, then data for faults that have
above (A,b,c,.....) + 3 digit number (fault) already been repaired are displayed.
(2) Elapsed time 1 (elapsed time (service meter (3) For faults that are currently existing and faults
reading) since that failure first occurred) that have already been corrected, the data is
(3) Elapsed time 2 (elapsed time (service meter displayed in turn, starting for each type from the
reading) since that failure last occurred) failure that occurred most recently (the small-
(4) Number of occurrences (the number of times est value for elapsed time (2)).
that the fault has occurred)
B. The high beam pilot light will illuminate for a Example of display sequence:
currently existing fault.
When the trouble data in the memory of one of the
C. Unless the display is changed by operating the controllers is as follows:
mode switch, the above four items will continue
to be displayed. Service code A111 A121 A131 A141
Elapsed time 5 2 6 12
D. If there is no trouble data, or it has all been
deleted, — is displayed. Existing
/corrected Existing corrected existing corrected
1. Only for the trouble data display for the suspen-
sion controller (controller code: d), the above (The information is shown in the order above for each
elapsed time is displayed as — . controller.)

If the high beam pilot lamp (see Figure 4-36) lights up, The displays (shown in figures 4-36 thru 4-39) are
this indicates the trouble data is for a currently existing displayed repeatedly in turn for 2 seconds each.
fault.
NOTE: After displaying Figure 4-39, the display returns
If the high beam pilot lamp is off, this indicates the to Figure 4-36
trouble data is for a fault that has been corrected.
For details of the service code, see TABLE OF SERV-
ICE CODES AND ACTION CODES
FIGURE 4-36. SERVICE CODE (A111) FIGURE 4-39. FAULT OCCURRENCES

• Shows that A111 currently exists. • Shows that within a period of 1151hours,
this fault occurred 3 times.
FIGURE 4-37. FIRST FAULT OCCURED FIGURE 4-38. LAST FAULT OCCURED
• This shows that the fault first occured • Shows that the fault last occurred 1hour
1151hours ago. ago.

SERVICE MODE OPERATION Operation A: Selecting Service Mode
Note: Refer to Table 1 “ Methods of Operating Note: Refer to Figure 4-41 and Table 1 for switch
Switches” for switch operation & function. operation and function.
The service mode is operated by using the mode 1. Operate both mode change switches (1) and (2)
change switches (2 & 3, Figure 4-40) at the left side to the ON position at the same time for at least
the dashboard, next to steering column. 0.2 seconds (but not more than 2.5 seconds).
2. Release both switches to the “OFF” position. (This
will switch to the truck data monitoring mode.)
3. To switch the mode, actuate the switches again.
(This displays elapsed time, service mode and
trouble data mode.)
4. Operate the switches again, the display will return
to normal mode.
Note: In the normal mode, if a fault currently exists, and

the action code for that fault is displayed, and Opera-
tion A is carried out, the action code will go out.
IF a fault with an action code of a lower priority than
FIGURE 4-40. MODE SWITCHES the action code being displayed, even when the Op-
eration A is carried out, the action code will not go out,
1. Bulb Check Switch 2. Mode Switch “1” (Red)
but the display will change to the code with the lower
3. Mode Switch “2” (Black)
priority.
In addition, even if a fault with the same action code
There are two mode change switches, (1) and (2) : has occurred several times, Operation A must be
• Switch (1): toward front of truck (“red color”) carried out the same number of times as the number
• Switch (2): toward rear of truck (“black color”). of occurrences for the action code display go out.
If Operation A is carried out, it is possible to enter the
NOTE: The switches are labeled on the switch box. truck data monitoring mode.
To operate the mode change switches, move the

switch to the right for the “ON” position; when the
switch is released, it will automatically return (spring
return) to the OFF position.
FIGURE 4-41. CHANGE IN SERVICE MODE

Operation B: Changing display in truck data moni- Operation C: Changing display items in service
toring mode code and trouble data display mode
1. When the system enters the truck data monitoring 1. When the system enters the service code and
mode, it automatically displays first standard trouble data display mode, it first displays the
service meter on the monitor panel (controller elapsed time since the latest deletion. Then it
code: A). automatically displays the first trouble data item
on the monitor panel (controller code: A).
2. To go on to the next display, press switch (1) to
the “ON” position for 0.2 - 2.5 seconds, then 2. If there is no trouble data in the monitor panel
“OFF”. (Operation B) memory, — is displayed.
3. To go back to the previous item, press switch (2) 3. To go on to the next item, press switch (1) to the
to the ON position for 0.2 - 2.5 seconds, then “ON” position for 0.2 - 2.5 seconds, then OFF.
“OFF”. (Operation D) (Operation B)
4. After pressing mode change switch (1) to the “ON” 4. To go back to the previous item, press switch (2)
position for at least 2.5 seconds, turn it OFF. to the ON position for 0.2 - 2.5 seconds, then
(Operation C) The system will then move to the OFF. (Operation D)
next controller and display the first item.
5. After pressing switch (1) to the ON position for at
5. After holding switch (2) pressed to the ON position least 2.5 seconds, then OFF. (Operation C) The
for at least 2.5 seconds, then OFF, (Operation E) system will then move to the previous controller
the system will then move to the previous control- and display the first item of data.
ler and display the first item.
TABLE 1. METHODS OF OPERATING SWITCHES

FIGURE 4-42. METHODS OF OPERATING SWITCHES

Operation of machine Operation of mode change switch Monitor panel display
Normal mode is displayed after 3 seconds
Turn starting switch ON
Normal mode remains displayed
Start engine
Operation A Monitor panel item code 1 (standard service meter) of truck
(Switch mode and enter service mode) data monitoring mode is displayed
Operation C Transmission controller item code 1 (model recognition) of

(Go to next controller) machine data monitoring mode is displayed
Operation B Transmission controller item code 2 (service meter) of truck

(Go to next item code) data monitoring mode is displayed
Operation B Transmission controller item code 3 (switch check) of truck

Operation B Transmission controller item code 4 (fill signal check) of truck

Shift to F2. L clutch (bit No. 1, Figure 4-43) and 2nd clutch (bit
Check that parking brake and
No. 5) are engaged and applicable portion lights up
retarder brake are applied, then
operate shift lever to D position
L clutch (bit No. 1 ) and 2nd clutch (bit No. 5) are disengaged
Return shift lever to N position
and applicable portion goes out
Operation A After elapsed time since deletion operation is displayed (2

(Switch mode and enter service code, seconds), displays item 1 of transmission controller trouble
trouble data display mode) data in service code, trouble data display mode
Operation A Displays normal mode

(Switch mode and return to normal
mode)
6. Press the mode change switch (2) to the ON

position for at least 2.5 seconds, then OFF. (Op-
eration E) The system will then move to the
previous controller and display the first item of
data.
Checking that fill signal for 2nd clutch is

correctly recognized by transmission controller
• At any stage in the above process, if the key
switch is turned OFF, and then ON again, the
monitor panel will return to the normal display.
• While the system is in the service mode, if the
monitor panel or other controller detects a fault, FIGURE 4-43. DISPLAY MESSAGE
the system will automatically return to the nor-
mal mode and display the action code.

Method of deleting trouble data from memory Precautions when operating service mode
In the service code and trouble data display mode, it 1. When deleting the trouble data from memory, if
is possible to delete the displayed trouble data from mode change switches (1) and (2) are not kept
memory. However, the data for currently existing prob- pressed to the “ON” position at the same time for
lems cannot be deleted. at least 5 seconds, the monitor panel will judge
that it is Operation A and the system will return to
Method Of Deletion
the normal mode without deleting the data form
1. Enter the service code and trouble data display memory.
mode, and display the trouble data that is to be
If the data is deleted correctly, the system will
deleted.
automatically switch to the next trouble data dis-
2. Press mode change switches (1) and (2) to the play, so the deletion operation can be checked. If
ON position at the same time for at least 5 sec- all the trouble data inside the controller is deleted,
onds, then off (Operation F). “ — ” is displayed, so the completion of the dele-
tion operation can be checked.
3. The display trouble data will be deleted from
memory and the display will automatically switch 2. If you enter the service mode or operate mode
to the next trouble data. change switch (1) or (2) in order to switch some-
thing in the service mode, if it overlaps the timing
NOTE: When the deletion operation is carried out, the
of detection of occurrence or restoration of fault
elapsed time is reset and starts again from 0, so it may
on the monitor panel or controllers, it may take
be necessary to note the elapsed time before deleting
time for the service mode display to switch. In
any item.
such cases, return to the normal mode and try
again.
FIGURE 4-44. MODE SWITCHES

3.5 Monitoring items in truck data monitoring mode
* For details of the method for going on to the next monitor item (or going back to the previous monitor item) in the
truck data monitoring mode, see Method of operating service mode.
Contro Monitor
Item Display unit Remarks
ller code item code
Monitor Panel
After 10000h, shows units of 100h, and left turn signal
1 Standard service meter 10h
lamp lights up
The 1), 2), etc. in the item corresponds to the bit number.
Switch check
When ON, applicable bit number lights up, See Table 1
1) KPH/MPH selector signal ON/OFF ON: mph displayed
A 2 2) Exhaust brake switch (optional) ON/OFF Only when exhaust brake is installed
3) AISS switch ON/OFF
4) Mode selector switch 1 ON/OFF
5) Mode selector switch 2 ON/OFF
0 - 9 stay as they are, A - F are replaced with 10 - 15,
3 Rotary switch setting 0 - F level
applicable number in Table 1 lights up
Transmission Controller
1 Model recognition See Table 2 (*2)
For details, see item 3) Service meter for each controller
2 Service meter 10h After 1000h, shows units of 100h, and left turn signal lamp
lights up
Switch check
When ON applicable bit number lights up. See Table 1
1) Body seated switch ON/OFF ON: When seated
2) Not used
3) Not used
4) Not used
5) Not used
6) Not used
3 7) Not used ON/OFF
8) Not used
9) BCV solenoid ON/OFF
10) Model selection signal 1 ON/OFF ON : GND.
B
14) Connector check 1 ON/OFF ON : GND.
15) Connector check 2 ON/OFF ON : GND.
16) Emergency escape switch ON/OFF
17) Starting switch ON/OFF
Fill signal switch
When ON applicable bit number lights up. See Table 1
1) L clutch ON/OFF
2) Not used ON/OFF
4 3) H clutch ON/OFF
4) 1st clutch ON/OFF
5) 2nd clutch ON/OFF
6) 3rd clutch ON/OFF
7) 4th clutch ON/OFF
8) R clutch ON/OFF
5 Engine speed 10 rpm
6 Transmission input shaft speed 10 rpm
7 Transmission intermediate shaft speed 10 rpm

Contro Monitor
Item Display unit Remarks
ller code item code
Transmission Controller
8 Transmission output shaft speed 10 rpm
9 Accelerator sensor 0.02V
10 Brake air pressure See Table 3
11 Not used
12 Rear brake cooling oil temperature 1°C Lo display when less than 60° C, see Table 4
13 Not used
14 Not used
15 Torque converter outlet port oil temp 1° C Lo display when less than 60° C, see Table 4
16 Fuel Level 1Ω
17 Not used
18 ECMV oil temperature 1° C Lo display when less than 60° C, see Table 4
19 Not used
B
20 Not used
21 Not used
22 Not used
23 Max. Speed range 4-7 4 - 7: F4 - F7 (no limit)
1 - 3: F1 - F3, 0: default (F2 only when lever is at D, F1 only when
24 Max. Speed range (when body is raised) 0-3
lever is at position other than D)
25 Caution setting (when body is raised) 1 or 2 1: OFF, 2: ON
26 Spare
27 Solenoid H output 4 mmA
28 Solenoid L output 4 mmA
29 Solenoid 1 output 4 mmA
33 Spare
34 Spare
Suspension Controller (Optional)
For details, see item 3) Service meter for each controller (5) After
1 Service meter 10h
10000h, shows units of 100h, and left turn signal lamp lights up
Switch check
When ON, applicable bit number lights up, See Table 1
1) Auto suspension solenoid 1 output ON/OFF
2 2) Auto suspension solenoid 2 output ON/OFF
3) Auto suspension solenoid 3 output ON/OFF Transmission output shaft speed
4) Rear brake ON/OFF
C 5) Body FLOAT switch ON/OFF ON: GND (when not at FLOAT position)
6) Body selection awitch ON/OFF ON: GND (HD465) OFF: OPEN (HD605)
3 Suspension pressure (left) {1kg/cm}
4 Suspension pressure (right) {1kg/cm}
5 Steering angle speed
6 Spare
7 Spare
8 Spare
9 Spare
10 Spare
11 Transmission output shaft speed 10 rpm

Table 1 Bit numbers (Refer to Figure 4-45) TABLE 2 - CONTROLLER MODEL RECOGNITION
When it is difficult to judge which bit number is lighted Machine data monitoring mode
Machine specification
up (in particular, numbers 3 and 8 or 5 and 14), it is model display value
possible to press the lamp check switch (1, Figure 330 330 M Electric governor
4-46) to light up all the segments and check the bit 33A
330 M Electric governor, ABS
position. installed (ABS is an option)
FIGURE 4-45. BIT NUMBER LOCATIONS
FIGURE 4-46. DISPLAY PANEL

1. Lamp Check Switch

BRAKE AIR PRESSURE SENSOR
Pressure display of brake air pressure sensor.
The brake air pressure sensor is not an analog output
but a level output, so the value for the pressure display
corresponds to the air pressure in table 3 below.
TABLE 3 - BRAKE AIR PRESSURE SENSOR

Pressure display value in truck data monitoring mode MPa {kg/cm}
Caution level Gauge level
When pressure is rising and at present level When pressure is rising and at present level
Red 7 0.932 {9.5}
Green 6 0.814 {8.3} 0.912 {9.3}
Green 5 0.716 {7.3} 0.794 {8.1}
Green 4 0.618 {6.3} 0.696 {7.1}
Green 3 0.510 {5.2} 0.598 {6.1}
Red 2 0.245 {2.5} 0.510 {5.2}
Example of display (torque converter outlet port oil

temperature) Figure 4-47.
This shows that item code 15 (torque converter outlet
port oil temperature) on the transmission controller
(controller code b) is below 60°C.
Note: Service meter for each controller. The service
meter holds individual values for each controller and
those values are displayed. However, basically, the
values are the same for all controllers. However, if the
controller is replaced with a new controller, the service
meter for that controller will have lower values than the
other controllers.
In such cases, the service meter used for the time of
occurrence of a trouble data display is standardized as
the standard time for the network system (service
meter on the monitor panel). Therefore, even if a
controller is replaced with a new part, when the failure
FIGURE 4-47. MONITOR DISPLAY
detected by the controller is displayed, the service
meter display is the standard time for the network
system, so there is no difference from the other con-
trollers.

SELF-DIAGNOSTIC DISPLAY METHOD FOR MONITOR PANEL AND
CONTROLLERS
For details of the display on the monitor panel, see Monitor panel action code and service mode function.
MONITOR PANEL
After the starting switch is turned ON, the monitor itself carries out self-diagnosis. After that, it goes to the normal
display.
Check the bulbs of the pilot and caution lamps by pressing the lamp check switch at the right edge of the panel.
For details of the service codes, see SERVICE CODE TABLE.
1. Self-diagnostic display, warning display
The content of the self-diagnosis and warning is displayed by a 2-digit LED code.
If any abnormality is detected during self-diagnosis, the fault occurrence data is sent to the network and the action
code is displayed on the monitor panel. The electronic controller display on the monitor panel may also light up. The
warning lamp and buzzer may also be actuated.
The warning display is the detection of a fault in the pilot lamp display sensor systems and warnings and warning
actuations. If problems are detected, the warning lamp and buzzer may also be actuated.
Self-diagnostic Display Code Table

Abnormal system Display code Action of controller Action to be taken
0.1, d.A
Defective controller power source system A 1
0.2, d.b
Neutral safety 0.3 A 1
0.4
Defective controller system A 1
0.5
Defective transmission cut relay system 0.6 A 1
Defective rear brake solenoid system 0.8 B
Defective exhaust brake solenoid system 0.9 B 2
Defective BCV rear solenoid system C.4, C.6, C.8 B 1
Defective engine speed sensor system 1.0, 6.0 C 3
Defective transmission input shaft speed sensor system 1.1, 6.1 C 1
Defective transmission intermediate shaft speed sensor
1.2, 6.2 C 4
system
Defective transmission output shaft speed sensor system 1.3, 6.3 C 1
Clutch slipping or defective speed sensor system 2. ←2-8 D 4
Defective model selection signal system 1.4, A.1S E 1
0.7
Defective shift lever system 1.5 B 5
1.6
Defective accelerator sensor system 1.7 B 1
Defective transmission valve oil temperature sensor system 1.9 B 1
3. ←2-8
Defective pressure control valve system D 4
4. ←2-8
Defective oil flow control valve system 5. ←2-8 C 4
7. ←1-8 E
Defective pressure control solenoid system 4
9. ←1-8 B
A.2, A.3
Defective monitor panel display sensor system [b2,b7 are
b.3, b.4 B 1
for mechanical governor specification machine only]
b.2, b.7
Mistaken connector connection C.1 E 1

Warning Display Table
Action of Action to be
Abnormal system Display code
controller taken
Pilot lamp warning
Transmission filter clogging d.1 F 6
Tilt warning d.5 F 6
Drop in radiator water level d.6 F 6
Battery charge d.7 F 6
Steering oil level (overheating) E.5 F 6
Drop in rear brake oil pressure F.6 F 6
Actuation warning
Engine overrun actuated d.8 F -
Engine overrun short circuit actuated d.9 F -
Overheat warning
Torque converter oil temperature d.2 F -
Retarder oil temperature d.3 F -
Pressure drop warning
Drop in air pressure d.9 F -
Explanation of symbols: [ ] 1 - 8: indicates that there are display patterns from 1 to 8 that appear in the [ ] portion.
1. : Lock - up clutch related parts
2. : H clutch related parts
3. : L clutch related parts
4. : 1st clutch related parts
5. : 2nd clutch related parts
6. : 3rd clutch related parts
7. : 4th clutch related
8. : R clutch related parts
|_| : Blank (no display)
NOTE: See the next page for explanation of the symbols used in the action of controller column.

Method of re-enacting fault displayed (Action to be taken).
Using the following procedure, it is possible to re-enact the fault and carry out inspection.
1 Turn the key switch OFF - ON.
5 Turn the key switch OFF - ON, and operate the lever slowly in turn to N, R, N, D, 5, 4, 3, L.
(Stop for at least 3 seconds at each position, then go to the next position).
3 Set the lever to N and start the engine.
4 Use the clutch specified in the fault display (set to the speed range using that clutch) and carry out
a trouble test.
Display Applicable clutch Speed range

Either 7 or 9
(inside ) 1. Lock - up clutch L/U
2. H clutch F3, F5, F7
3. L clutch F1, F2, F4, F6
4. 1st clutch F1
One of 2, 3, 4, 5, 7, 9 5. 2nd clutch F2, F3
(inside ) 6. 3rd clutch F4, F3
7. 4th clutch F6, F7
8. R clutch R
- (intermediate shaft
1.2 F2
sensor)
2 Apply exhaust brake during travel test. (When traveling in lock - up, operate the exhaust brake switch
then the accelerator released)
6 If there is a fault in the sensor system, turn the key switch OFF - ON.
Operation of controller when fault is detected (Action of Controller)

If an fault is detected, the transmission controller displays the fault and carries out the following action.
A Transmission neutral . . . . . . . . . . there is a fault in the power source or controller, so the transmission is
set to neutral.
E Transmission neutral . . . . . . . . . . the electrical system for the truck and the controller may have failed,
so the controller automatically turns the output OFF.
D Transmission neutral . . . . . . . . . . there is probably a fault in the hydraulic or mechanical part of the
transmission, so to avoid fatal damage to the transmission,
the controller automatically turns the output OFF.
C Speed range held, .......... because of a fault condition, the controller judges it is impossible to shift
but when lever is gear, so it holds the gear range.
moved to N, N is held
B Travel possible, ........... the controller automatically stops the functions in the faulty system.
but some functions
are inoperative -
F Travel possible . . . . . . . . . . . . . . the controller works normally

2. Transmission mode display
The transmission controller always displays if the transmission is being controlled in the normal temperature mode
or in the low temperature mode.
Transmission mode display

When normal When abnormality is detected
Normal temperature mode 0.0 After E. |_| is displayed, code is displayed to show a fault
Low temperature mode 0.C After E.C is displayed, code is displayed to show a fault
3. Saving self-diagnostic display to memory

Once an fault is detected, even if the fault is removed, self-diagnostic display remains displayed for 5 minutes.
NOTE: The action code display on the monitor panel, the electronic controller display, warning lamp, and buzzer stop
when the fault is removed.
NOTE: Even when two or more faults occur at the same time, all the fault occurrence data are transmitted to the
network and the self-diagnostic display is given.
Display method: The code display starts with the faults that have occurred in order, and after completing the display
of the content of all the faults, the display returns to the first code display. It continues to repeat this order. If the fault
is repaired, it returns to the normal display 5 minutes after the repair.

4. Saving service code to memory
The transmission controller has a function to save the service code, time of occurrence (service data) and number
of occurrences to memory, and keep them in memory even after the starting switch is turned OFF.
When the key switch is turned ON, it is possible to check the details of the faults that have occurred up to that point
with the trouble data display mode of the monitor panel service function and the controller LED’s.
Method of saving and displaying service code (transmission controller LED display)
FIGURE 4-48. TRANSMISSION CONTROLLER DISPLAY
To make full use of the memory function to clearly display when the failure occurred and what failures have already
been corrected, keep strictly to the procedure given below.
Deleting service code from memory
For details of the method of deletion, see Method of deleting trouble data from memory (page D4-48)
Carry out troubleshooting, and when the fault has been repaired, the self-diagnostic display returned to normal, to
delete the transmission controller service codes from memory, turn the starting switch OFF, then turn it ON again,
and check the past faults in memory have been deleted
For details, see MONITOR PANEL ACTION CODES AND SERVICE MODE FUNCTION, Method of deleting trouble
data from memory.
(if the data have been deleted, 8.8 is displayed for 3 seconds, then the display shows the part number, and after 3.5
seconds, the display returns to the normal display of 0.0 or 0.C)

TABLE OF SERVICE CODES AND ACTION CODES
1. TABLE OF SERVICE CODES AND ACTION CODES RELATED TO MONITOR PANEL
TABLE OF SERVICE CODES AND ACTION CODES RELATED TO MONITOR PANEL

Monitor panel display
Service code
When only lamp Central
Display in caution
No. Details of failure check switch is kept Action warning
service code, lamp
pressed for at least lamp
trouble data
2.5 sec and then
display mode
released
(Existing) (Existing) (Existing) (Existing) (Existing)
1 Short circuit in lamp output system A001 A000 02 ON OFF
2 Short circuit in central warning lamp output system A002 A000 02 ON OFF
3 Short circuit in alarm buzzer output system A003 A000 02 ON OFF
Connection data for network system does not
4 A012 A011 02 ON ON
match
5 Fault in network system (transmission controller) A013 A011 02 ON OFF
6 Fault in network system (PMC) (optional) A014 A011 02 ON ON
7 Fault in network system (engine controller) A015 A011 02 ON ON
8 Fault in network system (suspension controller) A016 A011 02 ON ON
9 Fault in model selection data A018 A011 04 ON ON
10 Fault in option data A019 A011 04 ON ON
Note 1: “Existing” means that the problem is still occurring; “history” means that the problem occurred in the past.
Note 2: If the problem is still existing, the alarm buzzer will also sound. (When the central warning lamp is ON).

2. TABLE OF SERVICE CODES AND ACTION CODES RELATED TO TRANSMISSION CONTROLLER
Table Of Service Codes And Action Codes Related To Transmission Controller

Automatic Transmission oil
gear Central temperature
Service Action
No. Details of failure shifting warning 15° C Below
code code
caution lamp (60 ° F) 15° C
lamp or above (60 ° F)
(Existing,
(Existing) (Existing) (Existing) (Existing) (Existing (History)
reset)
1 Fault in battery power source voltage system b001 04 ON ON E. ↔ 01 EC ↔ 01 01
2 Fault in solenoid power source system b002 04 ON ON E. ↔ 02 EC ↔ 02 02
3 Fault in neutral safety system b003 - ON ON E. ↔ 03 EC ↔ 03 03
4 Double engagement of clutches b005 04 ON ON E. ↔ 05 EC ↔ 05 05
5 Fault in transmission cut relay b006 04 ON ON E. ↔ 06 EC ↔ 06 06
6 Fault in shift lever assembly power source (12V) b007 04 ON ON E. ↔ 07 EC ↔ 07 07
7 Fault in engine overrun solenoid system b008 02 ON ON E. ↔ 08 EC ↔ 08 08
8 Fault in exhaust brake solenoid system b009 02 ON ON E. ↔ 09 EC ↔ 09 09
9 Disconnection in engine speed sensor system b010 02 ON ON E. ↔ 10 EC ↔ 10 10
Disconnection in transmission input shaft speed
10 b011 02 ON ON E. ↔ 11 EC ↔ 11 11
sensor
Disconnection in transmission intermediate shaft
11 b012 02 ON ON E. ↔ 12 EC ↔ 12 12
speed sensor system
Disconnection in transmission output shaft speed
12 b013 02 ON ON E. ↔ 13 EC ↔ 13 13
sensor system
13 Fault in model selection signal system b014 04 ON ON E. ↔ 14 EC ↔ 14 14
14 Multiple input of shift lever signal b015 02 ON ON E. ↔ 15 EC ↔ 15 15
15 Disconnection in shift lever signal b016 02 ON ON E. ↔ 16 EC ↔ 16 16
16 Fault in accelerator signal b017 02 ON ON E. ↔ 17 EC ↔ 17 17
Fault in transmission valve oil temperature sensor
17 b019 02 ON ON E. ↔ 19 EC ↔ 19 19
system
18 Fault in H clutch system b022 02 ON ON E. ↔ 22 EC ↔ 22 22
19 Fault in L clutch system b023 02 ON ON E. ↔ 23 EC ↔ 23 23
20 Fault in 1st clutch system b024 02 ON ON E. ↔ 24 EC ↔ 24 24
21 Fault in 2nd clutch system b025 02 ON ON E. ↔ 25 EC ↔ 25 25
22 Fault in 3rd clutch system b026 02 ON ON E. ↔ 26 EC ↔ 26 26
23 Fault in 4th clutch system b027 02 ON ON E. ↔ 27 EC ↔ 27 27
24 Fault in R clutch system b028 02 ON ON E. ↔ 28 EC ↔ 28 28
25 Fault 1 in pressure control valve system for H clutch b032 02 ON ON E. ↔ 32 EC ↔ 32 32
26 Fault 1 in pressure control valve system for L clutch bo33 02 ON ON E. ↔ 33 EC ↔ 33 33

Table Of Service Codes And Action Codes Related To Transmission Controller (Continued)
Monitor panel display Controller LED display
gearshiftin Central temperature
Service Action
No. Details of faulure g warning 15° Below
code code
caution lamp (60 ° F) 15°
(Existing,
(Existing) (Existing) (Existing) (Existing) (Existing) (History)
reset)
27 Fault 1 in pressure control valve system for 1st clutch b034 02 ON ON E. ↔ 34 EC ↔ 34 34
28 Fault 1 in pressure control valve system for 2nd clutch b035 02 ON ON E. ↔ 35 EC ↔ 35 35
29 Fault 1 in pressure control valve system for 3rd clutch b036 02 ON ON E. ↔ 36 EC ↔ 36 36
30 Fault 1 in pressure control valve system for 4th clutch b037 02 ON ON E. ↔ 37 EC ↔ 37 37
31 Fault 2 in pressure control valve system for R clutch b038 02 ON ON E. ↔ 38 EC ↔ 38 38
32 Fault 2 in pressure control valve system for H clutch b042 02 ON ON E. ↔ 42 EC ↔ 42 42
33 Fault 2 in pressure control valve system for L clutch b043 02 ON ON E. ↔ 43 EC ↔ 43 43
34 Fault 2 in pressure control valve system for 1st clutch b044 02 ON ON E. ↔ 44 EC ↔ 44 44
35 Fault 2 in pressure control valve system for 2nd clutch b045 02 ON ON E. ↔ 45 EC ↔ 45 45
36 Fault 2 in pressure control valve system for 3rd clutch b046 02 ON ON E. ↔ 46 EC ↔ 46 46
37 Fault 2 in pressure control valve system for 4th clutch b047 02 ON ON E. ↔ 47 EC ↔ 47 47
38 Fault 2 in pressure control valve system for R clutch b048 02 ON ON E. ↔ 48 EC ↔ 48 48
39 Fault in oil flow detection valve system for H clutch b052 02 ON ON E. ↔ 52 EC ↔ 52 52
40 Fault in oil flow detection valve system for L clutch b053 02 ON ON E. ↔ 53 EC ↔ 53 53
41 Fault in oil flow detection valve system for 1st clutch b054 02 ON ON E. ↔ 54 EC ↔ 54 54
42 Fault in oil flow detection valve system for 2nd clutch b055 02 ON ON E. ↔ 55 EC ↔ 55 55
43 Fault in oil flow detection valve system for 3rd clutch b056 02 ON ON E. ↔ 56 EC ↔ 56 56
44 Fault in oil flow detection valve system for 4th clutch b057 02 ON ON E. ↔ 57 EC ↔ 57 57
45 Fault in oil flow detection valve system for R clutch b058 02 ON ON E. ↔ 58 EC ↔ 58 58
46 Fault in engine speed sensor system b060 02 ON ON E. ↔ 60 EC ↔ 60 60
47 Fault in transmission input shaft speed sensor system b061 02 ON ON E. ↔ 61 EC ↔ 61 61
Fault in transmission intermediate shaft speed sensor
48 b062 02 ON ON E. ↔ 62 EC ↔ 62 62
system
Fault in transmission output shaft speed sensor
49 b063 02 ON ON E. ↔ 63 EC ↔ 63 63
system
50 Short circuit in lock-up clutch solenoid system b071 02 ON ON E. ↔ 71 EC ↔ 71 71
51 Short circuit in H clutch solenoid b072 02 ON ON E. ↔ 72 EC ↔ 72 72
52 Short circuit in L clutch solenoid b073 02 ON ON E. ↔ 73 EC ↔ 73 73
53 Short circuit in 1st clutch solenoid b074 02 ON ON E. ↔ 74 EC ↔ 74 74
54 Short circuit in 2nd clutch solenoid b075 02 ON ON E. ↔ 75 EC. ↔ 75 75
55 Short circuit in 3rd clutch solenoid b076 02 ON ON E. ↔ 76 EC. ↔ 76 76
56 Short circuit in 4th clutch solenoid b077 02 ON ON E. ↔ 77 EC. ↔ 77 77
57 Short circuit in R clutch solenoid b078 02 ON ON E. ↔ 78 EC. ↔ 78 78
58 Disconnection in lock-up clutch solenoid system b091 02 ON ON E. ↔ 91 EC ↔ 91 91
59 Disconnection in H clutch solenoid b092 02 ON ON E. ↔ 92 EC ↔ 92 92
60 Disconnection in L clutch solenoid b093 02 ON ON E. ↔ 93 EC ↔ 93 93
61 Disconnection in 1st clutch solenoid b094 02 ON ON E. ↔ 94 EC ↔ 94 94

Table Of Service Codes And Action Codes Related To Transmission Controller (Continued)
Monitor panel display Controller LED display
gear Central temperature
Service Action
No. Details of failure shifting warning 15° Below
code code
caution lamp (60 ° F) 15°
(Existing,
(Existing) (Existing) (Existing) (Existing) (Existing) (History)
reset)
62 Disconnection in 2nd clutch solenoid b095 02 ON ON E. ↔ 95 EC ↔ 95 95
63 Disconnection in 3rd clutch solenoid b096 02 ON ON E. ↔ 96 EC ↔ 96 96
64 Disconnection in 4th clutch solenoid b097 02 ON ON E. ↔ 97 EC ↔ 97 97
65 Disconnection in R clutch solenoid b098 02 ON ON E. ↔ 98 EC ↔ 98 98
66 Fault in model selection system rotary switch b0A1 04 ON ON E. ↔ A1 EC ↔ A1 A1
Fault in torque converter oil temperature sensor
67 b0A2 02 ON ON E. ↔ A2 EC ↔ A2 A2
system
69 Fault in air pressure sensor system b0b3 02 ON ON E. ↔ b3 EC ↔ b3 b3
Fault in retarder brake oil level sensor (right)
70 b0b4 02 ON ON E. ↔ b4 EC ↔ b4 b4
system
72 Fault in connector connection b0c1 04 ON ON E. ↔ C1 EC ↔ C1 C1
73 Short circuit with ground in BCV solenoid system b0c4 c4 ON ON E. ↔ C4 EC ↔ C4 C4
74 Disconnection in BCV solenoid system b0c6 c4 ON ON E. ↔ C6 EC ↔ C6 C6
75 Short circuit in BCV solenoid system b0c8 c4 ON ON E. ↔ C8 EC ↔ C8 C8
76 Transmission filter clogging warning b0d1 01 OFF ON E. ↔ d1 EC ↔ d1 d1
Torque converter oil temperature overheat
77 b0d2 05 OFF ON E. ↔ d2 EC ↔ d2 d2
warning
78 Engine water temperature overheat warning b0d3 05 OFF ON E. ↔ d3 EC ↔ d3 d3
79 Tilt warning b0d5 07 OFF OFF E. ↔ d5 EC ↔ d5 d5
80 Radiator water level drop warning b0d6 01 OFF OFF E. ↔ d6 EC ↔ d6 d6
81 Fault in charging circuit system b0d7 01 OFF ON E. ↔ d7 EC ↔ d7 d7
82 Engine overrun actuated b0d8 03 OFF OFF E. ↔ d8 EC ↔ d8 d8
83 Engine overshoot b0d9 02 ON ON E. ↔ d9 EC ↔ d9 d9
84 Drop in battery direct power source voltage b0dA 04 ON ON E. ↔ dA EC ↔ dA dA
85 Drop in main power source voltage b0db 04 ON ON E. ↔ db EC ↔ db db
86 Steering oil temperature overheat warning b0E5 05 OFF OFF E. ↔ E5 EC ↔ E5 E5
87 Drop in air pressure b0E9 05 OFF OFF E. ↔ E9 EC ↔ E9 E9
Transmission lubricating oil temperature
88 b0F4 02 OFF OFF E. ↔ F4 EC ↔ F4 F4
overheat warning
89 Drop in engine oil pressure b0F5 04 OFF OFF E. ↔ F5 EC ↔ F5 F5
90 Fault in brake circuit system b0F6 c4 OFF OFF E. ↔ F6 EC ↔ F6 F6
* Applicable only for mechanical governor specification truck

Note 1: “Existing” means that the problem is still occurring; “History” means that the problem occurred in the past.
Note 2: If the problem is still existing, the alarm buzzer will also sound. (When the central warning lamp is ON).
Note 3: Reset fault are kept as existing fault for 5 minutes by the transmission controller only; after that, they
are saved as a service code for past fault.
Note 4: For details of the method of display of the service code for reset fault on the monitor panel, see
MONITOR PANEL ACTION CODE AND SERVICE MODE FUNCTION, SERVICE CODE
AND TROUBLE DATA DISPLAY MODE in the Foreword to the Troubleshooting Section. For the method
of displaying the transmission controller LED SERVICE CODE TO MEMORY in the Foreword to
the Troubleshooting Section.

3. TABLE OF SERVICE CODES AND ACTION CODES RELATED TO SUSPENSION CONTROLLER
Table Of Service Codes And Action Codes Related To Suspension Controller

Other Controller
Central LED display
No. Details of failure Service code Action code gearshifting
warning lamp
caution lamp
(Existing,
(Existing) (Existing) (Existing) (Existing)
reset)
1 Fault in power source system d001 - OFF OFF E. ↔ 01
2 Fault in controller d002 - OFF OFF E. ↔ 02
3 Fault in pressure sensor (right) system d011 02 ON ON E. ↔ 11
4 Fault in pressure sensor (left) system d012 02 ON ON E. ↔ 12
5 Fault in travel speed sensor system d015 02 ON ON E. ↔ 12
6 Fault in steering sensor system d016 02 ON ON E. ↔ 16
7 Fault in solenoid 1 system d021 02 ON ON E. ↔ 21
10 Fault in network system d0C1 - OFF OFF E. ↔ C1
11 Defective model selection data d0C2 - OFF OFF E. ↔ C2
12 Defective travel speed compensation d0C3 - OFF OFF E. ↔ C3
Note 1: “Existing” means that the problem is still occurring;

Note 2: For the items where the central warning lamp lights up, the alarm buzzer also sounds.
Note 3: For details of the method of display of the service code for reset failures on the monitor panel, see
MONITOR PANEL ACTION CODE AND SERVICE MODE FUNCTION, SERVICE CODE AND TROUBLE
DATA DISPLAY MODE in the Foreword to the Troubleshooting Section.
Note 4: Reset faults are not displayed on the suspension controller LED display.

4. Table of service codes and action codes related to PMC (Power Train Management Controller)

Controller
Other Central LED
No. Details of failure Service code Action caution warning display
lamp lamp
(Existing) (Existing) (Existing) (Existing) (Existing)
1 NV RAM data fault E001 02 ON ON 01 (flashes)
2 Drop in voltage of batter y direct power source E002 02 ON ON 02 (flashes)
3 Faulty connection of connector E003 04 ON ON 03 (flashes)
4 Fault in GSP communications E011 02 ON ON 11 (flashes)
5 Fault in GSP communications E012 02 ON ON 12 (flashes)
6 Disconnection MOM communications E013 02 ON ON 13 (flashes)
7 Fault in MOM communications E014 02 ON ON 14 (flashes)
8 Disconnection in TMS communications E015 15 ON ON 15 (flashes)
9 Fault in TMS communications E016 16 ON ON 16 (flashes)
10 Disconnection in CENSE communications E017 02 ON ON 17 (flashes)
11 Fault in CENSE communications E018 02 ON ON 18 (flashes)
12 PLM communication faulty 1 E026 02 ON ON 26 (flashes)
16 PLM communication faulty 5 E02A 02 ON ON 2A (flashes)
17 Idling validation fault E035 02 ON ON 35 (flashes)
18 Disconnection, short circuit with ground in suspicion pressure sensor (right) system E041 02 ON ON 41 (flashes)
19 Disconnection, short circuit with ground in suspension pressure sensor (left) system E042 02 ON ON 42 (flashes)
20 Short circuit in suspension pressure sensor (right) system E043 02 ON ON 43 (flashes)
21 Short circuit in suspension pressure sensor (left) system E044 02 ON ON 44 (flashes)
22 Disconnection in accelerator E054 02 ON ON 54(flashes)
23 Short circuit in accelerator signal system E055 02 ON ON 55 (flashes)
24 Fault in engine speed sensor system E056 02 ON ON 56 (flashes)
25 Fault in transmission input shaft speed sensor system E057 01 ON ON 57(flashes)
26 Fault in travel speed sensor (transmission output shaft speed sensor) system E058 01 ON ON 58 (flashes)
27 Drop in brake oil level E0A1 01 OFF OFF A1 (flashes)
28 Drop in retarder oil level E0A2 01 OFF OFF A2 (flashes)
29 Drop in hydraulic oil level E0A3 01 OFF OFF A3 (flashes)
30 Retarder filter clogged E0A5 01 OFF OFF A5 (flashes)
31 Full-flow filter clogged E0A7 01 OFF OFF A7 (flashes)
32 Hydraulic filter clogged E0A8 01 OFF OFF A8 (flashes)
33 Wear of retarder brake disc right E0b2 01 OFF OFF b2 (flashes)
34 Wear of retarder brake disc left E0b3 01 OFF OFF b3 (flashes)
35 Drop in battery electrolyte level E0b4 01 OFF OFF b4 (flashes)
36 Drop in engine oil level E0b5 01 OFF OFF b5 (flashes)
37 Air cleaner clogged E0b6 01 OFF OFF b6 (flashes)
38 Fault in network system E0C1 02 OFF OFF C1 (flashes)
39 Fault in model selection data E0C2 04 OFF OFF C2 (flashes)
40 Fault in travel speed compensation data E0C3 04 OFF OFF C3 (flashes)
Note 1: “Existing” means that the problem is still occurring.

Note 2: History faults are not saved as memory data.
Note 3: For the items where the central warning lamp lights up, the alarm buzzer also sounds.

METHOD OF USING TABLE
This table is a tool to determine if the problem with the truck is caused by a fault in the electrical system or by a
problem in the hydraulic or mechanical system.
The systems are then used to decide which troubleshooting chart (A-OO, H-OO, etc.) matches the systems
* For problems with the monitor panel system, go directly to troubleshooting of the monitor panel system chart (P-OO).
(See the contents for troubleshooting of the monitor panel).
[Method of using judgment table]
A • mark is put at the places where the fault mode and self-diagnostic display match, so check if
an error display is given on the monitor panel, and
* If an error display is given, go to the troubleshooting chart reference at the bottom ( )
of the judgment table.................................................................................................................................(A-OO).
* If a problem has appeared but no error display is given, go to the troubleshooting chart reference
on the right side ( ) ...................................................................................................................................(H-OO).
If no input signal is displayed, go to the troubleshooting code at the bottom of the judgement table...... (P-OO).
* If there is no• mark, go directly to the troubleshooting code on the right side ( ).
<Example> Failure mode “Excessive shock when starting”.
Procedure Check if an error code is given on the dispaly of the monitor panel or on the controller dispaly.
FIGURE 4-49. JUDGEMENT TABLE
NOTE: See actual chart on Page D5-26.

Judgments
* If error code [ 1• 7] is given on the dispaly..........go to troubleshooting A-12 for the transmission controller system.
* If no error code is given on the display, and there is excessive shock when moving the machine.........Go to
troubleshooting H-4 of the hydraulic system.

METHOD OF USING TROUBLESHOOTING CHARTS
1. Category of troubleshooting chart number
Troubleshooting chart Component

A-OO Troubleshooting of transmission controller system
SP-OO Troubleshooting of suspension controller input signal system
LC-OO Troubleshooting of payload meter (card type) system
H-OO Troubleshooting of hydraulic, mechanical system
P-OO Troubleshooting of machine monitor panel system
2. Method of using troubleshooting chart for each troubleshooting fault.

Troubleshooting chart number and problem. (See the examples on the next page.)
(1) The title at the top of the troubleshooting chart gives the fault problem with the truck.
(2) Distinguishing conditions
Even with the same fault (problem), the method of troubleshooting may differ according to the model, component,
or problem. In such cases, the fault (problem is further divided into sections marked with small letters (for
example, a) ), so go to appropriate section to carry out troubleshooting.
If the troubleshooting chart is not divided into sections, start troubleshooting from the first check item in the fault.
(3) General precautions
When carrying out troubleshooting for the fault (problem), precautions that apply to all items are given at the top
of the page and marked with*.
The precautions marked * must always be followed first before carrying out the check inside the (box).
(4) Method of following diagnostic flow chart
• Check or measure the item inside (box), and according to the answer follow either the YES line or the NO line
to go to the next (box). (Note: The number written at the top right corner of the (box) is an index number;
it does not indicate the order to follow).
• Following the YES or NO lines according to the results of the check or measurement will lead finally to the
Cause column. Check the cause and take the action given in the Remedy column on the right.
• Below the (box) there is the method for performing an inspection or measurement. Approximate values are
given for the measurements. If the findings below the (box) are correct or the answer to the question inside
the (box) is YES, follow the YES line; if the findings are not correct, or the answer to the question is NO, follow
the NO line.
(5) Troubleshooting tools
When carrying out the troubleshooting, prepare the necessary troubleshooting tools. For details, see TOOLS
FOR TESTING, ADJUSTING, AND TROUBLESHOOTING.
A diagram or chart is given for the connector type, installation position, and connector pin number. When carrying
out troubleshooting, see this chart for details of the location for inspection and measurement of the wiring
connector and the pin number appearing in the troubleshooting flow chart for each fault.

(1) A-1 Abnormality in power source system
(2) a) [OFF] Controller self-diagnostic display LED does not light up

• When fuse BT1 (No. 10) is normal. If it is blown, check for a short circuit with the ground between the fuse and
controller.
• When the battery is normal.
• Before carrying out troubleshooting, check that all the related connectors are properly inserted.
• Always connect any disconnected connectors before going on to the next step.
FIGURE 4-50.
A-1 a) Related electrical circuit diagram
FIGURE 4-51.

ADJUSTING ELECTRONIC MONITOR
(Speedometer Module)
The speedometer on the electronic monitor are com-
mon for all models, but the input signal corresponding
to the travel speed may differ according to tire size. So
it is necessary to adjust to match the tire size.
Adjustment procedure
NOTE: Turn off the power, then remove the electronic
monitor and carry out adjustments at the rear of the
speedometer.
1. Remove the rubber cap from # 2 port at the rear FIGURE 4-52. ADJUSTING SPEEDOMETER
of the speedometer.
2. When the rubber cap is removed, a rotary switch
can be seen (See Figure 4-53).
3. Using a flat-headed screwdriver, turn this switch
and adjust to the values in the table below.
Tire size Switch 2

27.00 R49 7 or 8
4. After adjusting, fit the rubber cap securely and

install the electronic monitor.
NOTE: It may be necessary to adjust switch (2) to
obtain a correct speedometer reading. Use the table
below to compensate for incorrect speedometer read-
ing.
Switch position 0 1 2 3 4 5 6 7
Compensation (%) +7 +6 +5 +4 +3 +2 +1 0
Switch position 8 9 A B C D E F
Compensation (%) 0 -1 -2 -3 -4 -5 -6 -7
FIGURE 4-53. SWITCH LOCATION

SETTING ROTARY SWITCH
(Model Data, Network Data)
WHEN REPLACING TRANSMISSION
CONTROLLER
NOTE: If the transmission controller is replaced with a
new controller or the controller is used on another
truck, set the model data and network connection data
to match the model and specification of the truck
1. Remove left and right grommets (1) on the top

face of the old controller (controller being re-
placed) and check the settings of built-in rotary FIGURE 4-54. SETTING ROTARY SWITCH
switch (2). 1. Grommets 2. Rotary Switch
2. Remove left and right grommets (1) on the top
face of the new (replacement) controller and use
a screwdriver to turn built-in rotary switch (2) to
set the controller settings to the settings of the old
controller (settings before replacement).
3. Put left and right rubber grommets (1) back in their
original positions on the top face.
Reference
The model data are set with the right rotary switch
(switch 1) and the network connection data are
set with the left rotary switch (switch 2).
The relationship of the settings and the model
data and network connection data is as shown in
the table below.
Rotary switch combination table

Rotary switch (switch 1, 2) combinations
C0 C1 C2 C3 E0 E1 E2 E3
(Switch 1 setting) - (Switch 2 setting)
ABS system NO NO NO NO YES YES YES YES
PMC controller YES NO YES NO YES NO YES NO
Suspension controller (SOS) YES YES NO NO YES YES NO NO

METHOD OF DELETING DATA FROM
MEMORY
(CONTROL FROM MONITOR PANEL)
NOTE: For details, see MONITOR PANEL ACTION
CODE AND SERVICE MODE FUNCTION in the Fore-
word of the Troubleshooting Section.
A. Outline
NOTE: If the transmission controller is going to be used
on another truck, delete the trouble data and other data
related to the current truck from the memory of the
transmission controller and PMC as follows. FIGURE 4-55. MODE SWITCHES
1. Bulb Check Switch 3. Mode Switch (Black)
1. This function is used to delete data from the 2. Mode Switch (Red)
memory of the transmission controller and PMC.
2. This function is effected by operating bulb check
switch (1, Figure 4-55) and mode change
switches (2) (the red switch at the front of the truck
and (3) (the black switch at the rear of the ma-
chine) and using the S-NET to send the command
from the monitor panel to each controller to delete
the data from memory.
3. The monitor panel accepts the operation for their
function only when the key switch is ON and the
engine is stopped.
In addition, each controller also accepts the op-
eration for this function only when the key switch
in ON and the engine is stopped.
4. To prevent the data from being deleted from the
memory of the wrong controller, an instrument
panel caution display (5, Figure 4-56) lights up to
make it possible to confirm the controller from FIGURE 4-56. CONFIRMING DATA DELETION
which the data is being deleted. 5. Caution Light

B. Deletion Method Flow Chart
Change in condition of monitor panel.
Items (1-5, Figure 4-57) shows the change in different
conditions.
FIGURE 4-57. DIFFERENT MONITOR CONDITIONS
C. Method of operation
1. (Shown at location A in figure 4-57)
Operate bulb check switch (1, Figure 4-58) and
both mode change switches (2) & (3). Keep the
switches pressed to the ON position at the same
time for at least 2.5 seconds, then release them.
(When the switches are released, they will return
automatically to the OFF position).
2. (Shown at location B in Figure 4-57)
No particular operation is needed; after Step 1
and display (3) is shown, the display automat-
ically changes to display (4).
3. (Shown at location D in Figure 4-57)
Operate bulb check switch (1, Figure 4-58) and
FIGURE 4-58. MODE SWITCHES
both mode change switches (2) & (3). Keep the
switches pressed to the ON position at the same 1. Bulb Check Switch 3. Mode Switch (Black)
time for at least 5 seconds, then release them. 2. Mode Switch (Red)
(When the switches are released, they will return
automatically to the OFF position).

D. Monitor panel functions for each condition
NOTE: For items 1 - 5 below, refer to corresponding
items 1 - 5 in Figure 4-57.
1. Normal mode: None in particular
2. Memory data deletion mode: The total for this
function
(For details, see item “ C. Method of Operation”).
NOTE: When entering the deletion mode, if the con-
troller detects an error, it will display a service code,
but this is not a fault for this function.
3. Deletion mode entry display:

Two items will light up at the same time for 3 FIGURE 4-59.
seconds:
• Automatic gear shifting mechatronics caution
display (5).
• Other mechatronics caution display (6).
4. Transmission controller deletion setting display:
Automatic gearshifting mechatronics caution dis-
play (5) lights up.
5. Transmission controller data deletion command
issued.
E. Remarks
The memory data deletion mode is also in the normal
mode except for the other mechatronics caution dis-
play (6).

NOTES:

TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM
(A-DIAGNOSIC FLOW CHART)
Points to remember when carrying out troubleshooting of transmission controller system D5-4
Action taken by self-diagnostic device and problems on the truck D5-6
Table for transmission controller, transmission related parts D5-26
A-1 Faults in power source system

A-1 ( u.u ) a) (OFF) Controller self-diagnostic display LED does not light up D5-28
b001 (E.↔ 0.1) b) Drop in voltage of controller power source is displayed D5-29
b0dA (E.↔ d.A) c) Drop in voltage of battery direct power source is displayed D5-30
b0db (E.↔ d.b) d) Drop in voltage of main power source is displayed D5-31
b002 (E.↔ 0.2) e) Fault in transmission cut relay power source is displayed D5-32
A-2 b003 (E.↔ 0.3) Fault in neutral safety circuit is displayed D5-33
A-3 b005 (E.↔ 0.5) Double engagement for clutch is displayed D5-34
A-4 b006 (E.↔ 0.6) Fault in transmission (cut relay) is displayed D5-35
A-5 b008 (E.↔ 0.8) Fault in rear brake solenoid is displayed D5-36
A-6 b009 (E.↔ 0.9) Fault in exhaust brake solenoid is displayed D5-37
A-7 b0C4 (E.↔ C.4) a) Short circuit with ground in BCV rear solenoid is displayed D5-38
b0C6 (E.↔ C.6) b) Short circuit in BCV rear solenoid is displayed D5-38
b0C8 (E.↔ C.8) c) Disconnection in BCV rear solenoid is displayed D5-40
A-8 Fault in speed sensor

A-8 b010 (E.↔1.0) or b060 (E. ↔ 6.0)
a) Disconnection in engine speed sensor is displayed on truck or fault of
engine speed sensor is displayed (electronic governor specification on truck) D5-41
b011 (E.↔1.1) or b061 (E. ↔ 6.1)
b) Disconnection in input shaft speed sensor is displayed or fault of input
shaft speed sensor is displayed D5-42
b012 (E.↔1.2) or (E. ↔ 6.2)
c) Disconnection in intermediate shaft speed sensor is displayed or fault
of intermediate shaft speed sensor is displayed D5-43
b013 (E.↔1.3) or (E. ↔ 6.3)
d) Disconnection in transmission output shaft speed sensor is displayed or
fault of output shaft speed sensor is displayed D5-44
D05007 06/07 TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM D5-1

Speed sensor, clutch slipping
A-9 b022 (E.↔ 2.2) or b023 (E. ↔ 2.3)
a) Input shaft speed sensor or H, L clutch is displayed D5-45
b024 (E.↔ 2.4) - b028 (E. ↔ 2.8)
b) Transmission output shaft or speed clutch (1,2,3,4,R) system is displayed D5-46
Fault in model selection
A-10 b014 (E.↔ 1.4) a) Fault in model selection (wiring harness) is displayed D5-47
b0A1 (E.↔ A.1) b) Fault in model selection (rotary switch) is displayed D5-48
Fault in shift lever
A-11 b007 (E.↔ 0.7) a) Short circuit in shift lever assembly power source is displayed D5-49
b015 (E.↔ 1.5) b) Shift lever position signal input for 2 or more circuit is displayed D5-50
b016 (E.↔ 1.6) c) Shift lever position signal is not inputted D5-52
A-12 b017 (E.↔ 1.7) Fault in accelerator signal is displayed D5-54
A-13 b019 (E.↔ 1.9) Fault in transmission oil temperature sensor is displayed D5-55
Fault in pressure control valve
A-14 b032 (E.↔ 3.2) - b038 (E. ↔ 3.8)
a) Fill switch (clutch ON) is displayed regardless of command D5-56
b042 (E.↔ 4.2) - b048 (E. ↔ 4.8)
b) Fill signal is not inputted and clutch slipping is displayed D5-58
b-1) Inspecting fill switch signal D5-58
b042 (E.↔ 4.2) - b043 (E. ↔ 4.3)
b-2)Checking transmission input shaft speed signal H,L clutch
(check clutch slip) D5-59
b044 (E.↔ 4.4) - b048 (E. ↔ 4.8)
b-3) Checking transmission output shaft speed signal 1-4, R clutch
(inspecting clutch slip) D5-59
A-15 b052 (E.↔ 5.2) - b058 (E. ↔ 5.8)
When fill signal is not input (flow detector valve) D5-60
A-16 b071 (E.↔ 7.1) - b078 (E. ↔ 7.8)
short circuit in pressure control valve solenoid is displayed D5-61
b091 (E.↔ 9.1) - b098 (E. ↔ 9.8)
Disconnection in pressure control valve solenoid is displayed D5-61
Fault in sensor
A-17 b0A2 (E.↔ A.2) a) Fault in torque converter oil temperature sensor is displayed D5-63
b0A3 (E.↔ A.3) b) Fault in fuel level sensor is displayed D5-64
b0b2 (E.↔ b.2) c) Fault in cooling water temperature sensor is displayed D5-65
b0b3 (E.↔ b.3) d) Fault in air pressure sensor is displayed D5-66
b0b4 (E.↔ b.4) e) Fault in retarder brake oil temperature sensor is displayed D5-67
D5-2 TROUBLESHOOTING OF TRANSMISSION CONTROLLER SYSTEM 06/07 D05007

Warning display
A-18 b0d1 (E.↔ d.1) a) Transmission filter clogged warning is displayed D5-68
b0d5 (E.↔ d.5) b) Tilt warning is displayed D5-69
b0d6 (E.↔ d.6) c) Drop in radiator water level warning is displayed D5-70
b0d7 (E.↔ d.7) d) Battery charge level warning is displayed D5-71
b0E5 (E.↔ E.5) e) Steering oil temperature overheat warning is displayed D5-72
b0F5 (E.↔ F.5) f) Drop in engine oil pressure warning is displayed D5-73
b0F6 (E.↔ F.6) g) Rear brake oil pressure warning is displayed D5-74
A-19 b0B7 (E.↔ B.7) Fault in engine oil pressure sensor is displayed D5-75
A-20 b0C1 (E.↔ C.1) Fault in connector connection is displayed D5-76
A-21 b0d2 (E.↔ d.2) a) Torque converter oil temperature overheat warning is displayed D5-77
b0d3 (E.↔ d.3) b) Engine water temperature overheat warning is displayed D5-77
b0E9 (E.↔ E.9) c) Air pressure drop warning is displayed D5-77
b0F3 (E.↔ F.3) d) Retarder brake oil temperature overheat warning is displayed D5-77
b0d8 (E.↔ d.8) e) Engine overrun actuated is displayed D5-78
b0d9 (E.↔ d.9) f) Engine overshoot actuated is displayed D5-78
Re-enacting failures in electrical system

With problems in the electrical circuits, there are cases where poor connections in the wiring harnesses and con-
nectors occur only under special conditions. (For example, when the engine is running at high speed or the truck is
traveling at high speed on rough road surfaces)
Therefore, investigate the values for the resistance and voltage at the locations indicated by the flow chart. Even if
no fault is found, it is necessary to investigate the conditions under which the fault occurred, and to try to re-enact
the fault condition to carry out troubleshooting.

POINTS TO REMEMBER WHEN CARRYING OUT TROUBLESHOOTING OF
1. Troubleshooting of electrical circuit and 2. Saving service code
mechanical system
The transmission controller records faults that have
If the fault display shows 2. , 3. , 4. , 5. , occurred in the past, and can display the ones
there are some cases where there is a problem in saved in memory in the monitor panel service mode,
the electrical circuit (sensors, wiring harnesses), (For details of the operation, see Method of operat-
and other cases where the problem is in the ing monitor panel service mode). When the key
mechanical or hydraulic system (ECMV) or clutch). switch is turned OFF-ON, the transmission control-
ler displays the codes as shown in Figure 1.
Therefore, if troubleshooting is carried out on the
electrical circuit and no problem is found, go to trou- Therefore, by seeing these service codes, it is pos-
bleshooting of the mechanical and hydraulic sys- sible to obtain information about problems that have
tem. On the other hand, if no problem is found occurred in the past.
during troubleshooting of the mechanical and
hydraulic system, go to troubleshooting of the elec-
trical circuit.
FIGURE 5-1. TRANSMISSION CONTROLLER LED DISPLAY

Note: When investigating faults, if the key switch is turned ON/OFF with a connector disconnected, the controller
may determine there is an fault, and a fault code may be recorded.
Therefore, after carrying out troubleshooting, always delete the recorded data and check to see the fault has been
deleted.
(For details of the method of deleting the data, see MONITOR PANEL DISPLAY AND SERVICE CODES).
When disconnecting and connecting the connectors of any other controller or monitor system, check to be sure the
transmission controller has not taken it as a fault

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND
PROBLEMS ON TRUCK
Display code Fault Conditions Details of fault Check the wiring harnesses and equipment given below:
♦ Possible causes: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
1. Between (+) battery - (+) circuit breaker

Defective controller per source 2. Between (+) circuit breaker - J07
♦ Input voltage: Max. 37V Min. 9V 3. Between (+) J07 - BT1 fuse No. 10 - TMB (11)
4. Between (+) TMB (11) - ATC1 (9), (17)
♦ Power source voltage inside controller 5. Between (-) ATC (8) - TMC (1) - J06 - battery relay terminal E
6. Defective alternator regulator
7. Defective power circuit inside controller
Controller system Defective controller

♦ Watch dog timer actuated
When controller input voltage has become weak
b001 Drop in controller voltage 1. Alternator output faulty
(E. ↔ 0.1) ♦ Input voltage, when engine speed is 500 2. Battery tends to become discharged
(E.C ↔ 0.1) rpm or more: Max. 19V and direct input 3. Defective charging circuit
voltage max. 19V 1) Between alternator terminal B - emergency steering relay terminal B -
battery 4 (+)
2) Between alternator terminal E - chassis
b0dA Drop in battery direct voltage 1. Alternator output faulty
(E. ↔ d.A) ♦ Difference in electric potential between 2. Battery tends to become discharged
(E.C ↔ d.A) main supply voltage and battery voltage: 3. Defective charging circuit
Min. 5V 1) Between alternator terminal B - emergency steering relay terminal
B-battery 4 (+)
b0db Drop in main supply power voltage 1. Alternator output faulty
(E. ↔ d.b) ♦ Difference in electric potential between 2. Battery tends to become discharged
(E.C ↔ d.b) battery direct voltage and main supply 3. Defective charging circuit
voltage: Min. 5V 1) Between alternator terminal B - emergency steering relay terminal
B - battery 4 (+)
b002 Drop in solenoid supply voltage Defective solenoid circuit
(E. ↔ 0.2) ♦ Solenoid input voltage when engine 1. Defective transmission cut relay
(E.C ↔ 0.2) speed is 500 rpm or more and input volt- 2. Between ATC (1), (12) - TMC (2) - R25 (5), (3)
age is 20V or more: 18V (transmission cut relay) - BT1 fuse No. 10
N safety 1. Defective handling of machine

b003 ♦ With key switch "ON" Shift lever at posi- 2. Defective controller system
(E. ↔ 0.3) tion other than N 1) Looseness of J07, circuit breaker, battery (+)
(E.C ↔ 0.3) There may also be sudden cut in power 2) Defective insertion of fuse BT1 fuse (No. 10)
(when there is defective contact of control 3) Defective contact of connectors ATC (9), (17), TMB (11)
power and power is momentarily cut and 4) Looseness of terminal J06, battery relay E
comes on again) 5) Defective contact of connectors ATC1 (8), (16), TMC (1)
The top code in the Display code column shows the monitor panel display and the bottom code (in [ ] ) shows the
transmission controller LED display. (< less than - > greater than)

TRANSMISSION CONTROLLER SELF-DIAGNOSTIC DISPLAY CODES AND
PROBLEMS ON TRUCK
(Continued)
Symptoms that appear in truck
Condition when normal: Check with tester Action of controller when a when there is fault
Voltage (V), current (A), resistance value Ω fault is detected Mechatronics display given,
warning actuated
1. Between ATC1 (9), (17) - (8) (V): 20 - 30 V Cannot carry out control Transmission suddenly shifts to
2. Between TMB (11) - TMC (1) (V): 20 - 30 V (Transmission is placed in Neutral) Neutral during propel or truck can-
3. Between J07 - J06 (V): 20 - 30 V not move again
4. BT1 fuse No. 10 is not blown
Cannot carry out control Transmission suddenly shift to

Normal controller display: Shows 0.0 or 0.C (Transmission is placed in Neutral) Neutral during propel or truck can-
not move again
1. Between ATC (9), (17) - (8) (V): 20 - 30 V
2. ATC (7) - (8) (V): 20 - 30 V
3. Between TMB (11) - TMC (1) (V): 20 - 30 V Transmission suddenly shifts to
4. Between TMC (6) - (11) (V): 20 - 30 V Shift Neutral Neutral during propel or truck can-
5. Between J07 - J06 (V): 20 - 30 V not move again
6. Between J07 (13) - J06 (V): 20 - 30 V
7. No looseness of terminals: alternator B, battery relay B, battery (+)
1. Between ATC (7) - (8) (V): 20 - 30 V

2. Between TMB (11) - TMC (6) (V): 20 - 30 V Only gives self-diagnostic display; There is no problem with automatic
3. Between J03 (13) - J06 (V): 20 - 30 V does not take any action gearshifting function
1. Between ATC (9), (17) - (18) (V): 20 - 30 V

2. Between TMB (11) - TMC (1) (V): 20 - 30 V Only gives self-diagnostic display; There is no problem with automatic
3. Between J07 - J06 (V): 20 - 30 V does not take any action gearshifting function
1. Between ATC (1), (12) - chassis (V): 20 - 30 V

2. Between TMC (2) - chassis (V): 20 - 30 V Actuates transmission cut relay Transmission suddenly shifts to
3. Between R25 (5) - chassis (V): 20 - 30 V and to shifts to Neutral Neutral during propel or truck can-
4. Between R25 (3) - chassis (V): 20 - 30 V not move again
1. When key switch is turned "ON"

and operation to move truck is car-
1. Key switch "ON" and shift lever "N" If there is fault when switch is "ON" ried out, and it does not move. But
2. No looseness of terminals: battery, circuit breaker, J07, J06, battery transmission is held at neutral if shift lever is returned to N,
relay E machine can start again
3. Connectors TMB, TMC, ATC1 securely inserted 2. There is no mechantronics fault
display.
3. Applicable position on monitor
panel shift position display flashes.

Display code Fault Conditions Details of fault Check the wiring harnesses and equipment given below:
♦ Possible causes: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
1. Defective controller
b005 Double engagement of clutch 2. Defective fill switch
(E. ↔ 0.5) ♦ With double engagement of clutch, input 3. Between H SW - TM3 (3) - ATC5A (12)
(E.C ↔ 0.5) of fill sensor signal was detected Between L SW - TM3 (6) - ATC5A (10)
Double engagement: Actuated for 2.1 - Between R SW - TM3 (9) - ATC5A (13)
4.7 sec Between 1 SW - TM4 (3) - ATC5A (14)
Between 2 SW - TM4 (6) - ATC5A (15)
Disconnection, short circuit, short circuit

b006 with ground in transmission cut relay 1. Defective transmission cut relay
(E. ↔ 0.6) ♦Transmission cut relay output terminal 2. Between ATC1 (15) - TMC (3) - R25 (2), (1) (transmission cut relay) BT1
(E.C ↔ 0.6) voltage fuse No. 10
• When actuated: > 11V
• When not actuated: < 11V
b007 Short circuit with ground in 12V output cir-
(E. ↔ 0.7) cuit (Shift lever power supply) 1. Between (+) ATC2 (14) - TMB (1) - SF (1)
(E.C ↔ 0.7) ♦12V output terminal voltage, < 6V 2. Defective voltage circuit inside controller
Disconnection, short circuit, short circuit

b008 with ground in rear brake prevention sole- 1. Between (+) ASTC1 (13) - TMB (16) - RH4 (6) - SL4 (1)
(E. ↔ 0.8) noid 2. Between (-) SL4 (2) - RH4 (5) - GND ER
(E.C ↔ 0.8) ♦ Rear brake 3. Between (+) ATC1 (5) - TMC (10) - BT1 fuse No. 10
• When actuated: > 11V 4. Defective rear brake solenoid
• When not actuated < 11V
b009 Disconnection, short circuit, short circuit 1. Between (+) ATC1 (14) - TMB (15) - RH4 (5) - GND ER
(E. ↔ 1.0) with ground in exhaust brake solenoid 2. Between (-) SL5 (2) - RH4 (5) - GND ER
(E.C ↔ 1.0) ♦ Exhaust brake 3. Between (+) SL5 (1) RH4 (5) - BT1 fuse No. 10
• When actuated: > 11V 4. Defective exhaust brake solenoid
• When not actuated: < 11V
b010 Defective engine speed sensor output 1. Engine speed sensor

(E. ↔ 1.0) ♦ Engine speed less than 350 rpm and 1) Between E12 (1) - J09M (9) - TMD (13) - ATC3A (13)
(E.C ↔ 1.0) transmission speed more than 500 rpm 2) Between E12 (2) - J09M (10) - TMD (14) - ATC3A (14)
continues for 10 sec. 2. Defective engine speed sensor
b011 Disconnection in transmission input shaft 1. Input shaft speed sensor

(E. ↔ 1.1) speed sensor 1) Between N1 (1) - TM2 (1) - ATC3A (2)
(E.C ↔ 1.1) ♦ If disconnection detection is actuated 2) Between N2 (2) - TM2 (2) - ATC3A (14)
but there is no sensor signal 2. Defective input shaft speed sensor
b012 Defective transmission intermediate shaft 1. Intermediate shaft speed sensor

(E. ↔ 1.2) speed sensor output 1) Between N2 (1) - TM2 (3) - ATC3A (12)
(E.C ↔ 1.2) ♦ If disconnection detection is actuated 2) Between N2 (2) - TM2 (4) - ATC3A (14)
but there is no sensor signal

Symptoms that appear in
Condition when normal: Check with tester Action of controller truck when there is fault
Voltage (V), current (A), resistance value Ω when a Mechatronics display
fault is detected given, warning actuated
Display is as shown in the table below when shift lever is at Neutral
H SW (male) - chassis TM3 (male) (3) - chassis ATC5A (female) (12) - chassis Actuates Transmission suddenly
L SW (male) - chassis TM3 (male) (6) - chassis ATC5A (female) (10) - chassis
transmission cut relay shifts to Neutral during
and shifts to Neutral propel or truck cannot
R SW (male) - chassis TM3 (male) (9) - chassis ATC5A (female) (13) - chassis
> 1M Ω or > 1 M Ω move again
1 SW (male) - chassis TM3 (male) (3) - chassis ATC5A (female) (14) - chassis between terminals
2 SW (male) - chassis TM3 (male) (6) - chassis ATC5A (female) (15) - chassis
AT1 TMC R25 (V) Ω Actuates Transmission suddenly

(15) - chassis (1) - chassis (1) - chassis 20 - 30 V - transmission cut relay shifts to Neutral during
- - Between relay - 100 - 500 Ω and shifts to Neutral propel or truck cannot
(1) - (2) move again
1. Between ATC2 (14) - chassis (V): 12V 12V output circuit OFF Transmission suddenly
2. Between TMB (1) - chassis (V): 12V (does not give +12V) shifts to Neutral during
3. Between SF (1) - (2) (V): 12V Shifts to Neutral propel or truck cannot
4. Each terminal of ATC2 (14), TMB (1), DF (1) - chassis: > 1MΩ move again
Even when engine speed
1. Between ATC2 (13) - chassis: 20 - 60 Ω Only gives self-diag- exceeds 2,600 rpm and
2. Between SL4 (male) (1) - (2): 20 - 60 Ω nostic display; does not engine overruns, brake to
3. Between ATC1 (13) - ATC1 (4) (V): 20 30 V take any action prevent overrun is not
actuated
Even when accelerator

1. Between ATC1 (14) - chassis: 20 - 60 Ω Operation of exhaust pedal is released and
2. Between SL4 (male) (1) - (2): L 20 - 60 Ω brake function stopped retarder lever is operated,
3. Between ATC (5) - (14) (V): 20 - 30 V exhaust brake is not actu-
ated.
1. gearshifting becomes
1. Engine speed display on monitor panel is normal. Speed range used dur- impossible.
2. Between ATC3A (13) - (14): 500 - 1,000 Ω, AC: > 0.5V ing propel is maintained 2. If shift lever is set to
3. Between each terminal ATC3A (13), (14) - chassis: > 1MΩ If shift lever is at Neu- Neutral, it becomes
4. Between E12 (male) (1) - (2): 500 - 1,000Ω tral, transmission is impossible to move
held in Neutral truck again unless it is
stopped.
Speed range used dur- 1. Gearshifting becomes
ATC3A (female) TM2 (male) N1 (male) Ω ing propel is maintained impossible.
Between (2) - (14) Between (1) - (2) Between (1) - (2) 500 - 1,000 Ω
If shift lever is at Neu- 2. If shift lever is set to
tral, transmission is Neutral, it becomes
Each terminal - chassis > 1ΜΩ.
held in Neutral impossible to move
truck again unless it is
stopped.
Speed range used dur- 1. Gearshifting becomes
ATC3A (female) TM2 (male) N2 (male) Ω
ing propel is maintained impossible.
If shift lever is at Neu- 2. If shift lever is set to
tral, transmission is Neutral, it becomes
Each terminal - chassis > 1ΜΩ. held in Neutral impossible to move
stopped.

Fault Conditions Details of fault Check the wiring harnesses and equipment given below:
Display code ♦ Possible causes: Disconnection, short circuit in wiring harness (+): Positive, (-): Negative
b013 Disconnection in transmission output shaft 1. Output shaft speed sensor

(E.C ↔ 1.3) ♦ If disconnection detection is actuated but 2) Between N3 (2) - TM2 (6) - ATC3A (14)
there is no sensor signal 2. Defective output shaft speed sensor
b014 Defective model selection signal

(E. ↔ 1.4) ♦ After the key switch is turned "ON", depend- 1. Between ATC5B (13) - ATC1 (8)
(E.C ↔ 1.4) ing on the wiring harness, the model selec- 2. Defective contact of ATC5B, ATC1 connector
tion signal does not match
b015 Short circuit, short circuit with ground in lever
(E. ↔ 1.5) signal circuit
(E.C ↔ 1.5) ♦ When two or more lever signals are gener- 1. R Between ATC5B (2) - TMB (2) - SF (3)
ated, and this continues for 3 seconds N Between ATC5B (3) - TMB (3) - SF (4)
D Between ATC5B (4) - TMB (4) - SF (5)
5 Between ATC5B (5) - TMB (5) - SF (6)
b016 Disconnection in lever signal circuit L Between ATC5B (8) - TMB (8) - SF (9)
(E. ↔ 1.6) ♦ When there is no lever signal for 3 seconds GND Between ATC5A (16) - TMB (9) - SF (2)
2. Defective shift lever
(E.C ↔ 1.6)
b017 Accelerator signal circuit Disconnection, defec- 1. Between ATC3B (11) - TMA (13) - C/V.T (1)
(E. ↔ 1.7) tive adjustment of mount, link out of position 2. Defective adjustment of clearance of sensor mount
(E.C ↔ 1.7) ♦ Voltage between ATC3B (11) sand chassis 3. Damaged accelerator pedal link
• > 4.7 ± 0.1V 4. Defective acceleration sensor
• < 0.6± 0.1V 5. Defective engine controller acceleration sensor power source circuit
b019 Short circuit with ground in transmission valve 1. Between (+) ATC3B (9) - TM4 (13) - C/V.T (1)
(E. ↔ 1.9) oil temperature circuit Between (-) ATC3A (16) - TM4 (14) - C/V.T (2)
(E.C ↔ 1.9) ♦ When transmission oil temperature sensor 2. Defective transmission valve lil temperature sensor
signal is more than 150°C
b022 Clutch slipping or defective transmission 1. Input shaft 1) Between N1 (1) - TM2 (1) - ATC3A (2)
| speed sensor. Speed sensor 2) Between N1 (2) - TM2 (2) - ATC3A (14)
b028 ♦ When the input shaft speed, intermediate 2. Output shaft 1) Between N3 (1) - TM2 (1) - ATC3A (5)
(E. ↔ 2.2) shaft speed, output shaft speed are con- Speed sensor 2) Between N3 (2) - TM2 (6) - ATC3A (14)
(E.C ↔ 2.2) verted and it is found that there is an fault 3. One of following clutches worn or damaged: H, L, 1st, 2nd, 3rd, 4th, R
| with either the HL clutch or speed clutch.
(E. ↔ 2.8)
(E.C ↔ 2.8)
b022 Defective H clutch or input shaft speed sensor See items for display codes b022 - b028
(E. ↔ 2.2) (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)
(E.C ↔ 2.2)
b023 Defective L clutch or input shaft speed sensor See items for display codes b022 - b028
(E. ↔ 2.3) system (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8
(E.C ↔ 2.3)

Condition when normal: Check with tester Action of controller when truck when there is fault
Voltage (V), current (A), resistance value Ω a fault is detected Mechatronics display
given, warning actuated
1. Speedometer shows 0
Speed range used during km/h when moving, and
ATC3A (female) TM2 (male) N3 (male) Ω propel is maintained If gearshifting cannot be
shift lever is at Neutral, carried out.
transmission is held in 2. If shift lever is shifted to
N3 (1) - TM2 (5) - ATC3A (3) - chassis > 1 MΩ
Neutral Neutral, it becomes
impossible to move
stopped.
If there is fault when key When key switch is turned
1. Between ATC5B (female) (13) - ATC1 (female) (8): 0 Ω switch is turned "ON", "ON", truck cannot move
2. ATC5B, ATC1 connectors are securely inserted. transmission is held in off even when shift lever is
Neutral. operated.
Set in order of priority, 1. Shifts to same speed
Shift lever position ATC5B TMB SF (V) N>D>5>4>3>L range or higher than
R (2) - chassis Between (2) - (9) Between (3) - (2) If it is together with R, it is range set by shift lever.
taken as N 2. Stays in Neutral and
N (3) - chassis Between (3) - (9 Between (4) - (2)
cannot move.
D (4) - chassis Between (4) - (9) Between (5) - (2)
< 1.5 V (1.0 V)
1. Shifts to speed range
5 (5) - chassis Between (5) - (9) Between (6) - (2)
higher than range set
4 (6) - chassis Between (6) - (9) Between (7) - (2)
by shift lever.
3 (7) - chassis Between (7) - (9) Between (8) - (2) Holds at position before 2. Stays in Neutral and
L (8) - chassis Between (8) - (9) Between (9) - (2) signal stopped cannot move.
When lever is not in the above position / Between above terminals > 15V (24V) 3. Impossible to shift
between FORWARD
and REVERSE
1. Automatic gear-shifting
ATC3B TMA WAS2 Ω is carried out with nor- 1. Transmission shift
(11) - chassis Between (13) - chassis Between (2) - (3) 0.6 − 4.5ς
mal mode shock becomes greater
2. Control of clutch oil 2. Immediately shifts up
pressure is carried out when going downhill
as for when accelera-
tor is fully depressed
ATC3B,3A (female) TM4 (female) C/V.T (male) Ω

Clutch oil pressure control Transmission shift shock
Between (9) -(16) Between (13) - (140) Between (1) - (2) 1 ΚΩ. − 100 ΚΩ
is carried out in mode becomes greater
(9) - chassis (13) - chassis (1) - chassis used before fault occurred
1.
ATC3A (female) Ω 1. Transmission suddenly
Between (2) - (14)
shifts to Neutral during
Shift to Neutral propel or truck cannot
Between (12 - (14) 500 - 1,000 Ω. move again
Between (3) - (14) 2. Power is lost when in
Each terminal - chassis > 1 MΩ propel, and trans-mis-
2. See TESTING AND ADJUSTING OF TRANSMISSION sion repeatedly shifts
when going uphill
3. Transmission oil is not black enough to indicate problem
See items for display
1. Between ATC3A (female) (2) - (14): 500 - 1,000 Ω. Shift to Neutral codes b022 - b028
2. See TESTING AND ADJUSTING OF TRANSMISSION, H clutch portion. (E.↔2.2, E.C↔2.2,
E.↔2.8, E.C↔2.8)
See items for display
1. Between ATC3A (female) (2) - (14): 500 - 1,000 Ω. Shift to Neutral codes b022 - b028
2. See TESTING AND ADJUSTING OF TRANSMISSION, L clutch portion. (E.↔2.2, E.C↔2.2,
E.↔2.8, E.C↔2.8)

b024 Defective 1st clutch or output shaft See items for display codes b022 - b028
(E. ↔ 2.4) speed sensor (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8
(E.C ↔ 2.4)
b025 Defective 2nd clutch or output shaft See items for display codes b022 - b028
(E. ↔ 2.5) speed sensor (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8)
(E.C ↔ 2.5)
b026 See items for display codes b022 - b028
(E. ↔ 2.6) Defective 3rd clutch or output speed sensor (E. ↔ 2.2, E.C ↔ 2.2, E. ↔ 2.8, E.C ↔ 2.8
(E.C ↔ 2.6)
b027 Defective 4th clutch or output shaft See items for display codes b022 - b028
(E.C ↔ 2.7)
b028 Defective R clutch or output shaft See items for display codes b022 - b028
(E.C ↔ 2.8)
b032 1. Dirt caught in pressure control spool

| 2. Short circuit, short circuit with ground in fill detection switch
b038 1) Between H SW - TM3 (3) - ATC5A (12)
(E. ↔ 3.2) 2) Between L SW - TM3 (6) - ATC5A (10)
(E.C ↔ 3.2) Defective pressure control valve 3) Between R SW - TM3 (9) - ATC5A (16)
| ♦ When the controller is issuing the command 4) Between 1 SW - TM4 (3) - ATC5A (13)
(E. ↔ 3.8) to disengage the clutch, but the fill signal is 5) Between 2 SW - TM4 (6) - ATC5A (14)
(E.C ↔ 3.8) still being sent (clutch is engaged) 6) Between 3 SW - TM4 (9) - ATC5A (15)
7) Between 4 SW - TM4 (12) - ATC5A (11)
b032 Defective H clutch pressure control valve 1. Dirt caught in H clutch pressure control spool
(E. ↔ 3.2) 2. Between HSW - TM3 (3) - ATC5A (12)
(E.C ↔ 3.2)
b033 Defective L clutch pressure control valve 1. Dirt caught in L clutch pressure control spool
(E. ↔ 3.3) 2. Between LSW - TM3 (6) - ATC5A (10)
(E.C ↔ 3.3)
b034 Defective 1st clutch pressure control valve 1. Dirt caught in 1 clutch pressure control spool
(E. ↔ 3.4) 2. Between 1SW - TM4 (3) - ATC5A (13)
(E.C ↔ 3.4)
b035 Defective 2nd clutch pressure control valve 1. Dirt caught in 2 clutch pressure control spool
(E.C ↔ 3.5)
b036 Defective 3rd clutch pressure control valve 1. Dirt caught in 3 clutch pressure control spool
(E. ↔ 3.6) 2. Between 3SW - Tm4 (9) - ATC5A (15)
(E.C ↔ 3.6)
b037 Defective 4th clutch pressure control valve 1. Dirt caught in 4 clutch pressure control spool
(E.C ↔ 3.7)
b038 Defective R clutch pressure control valve 1. Dirt caught in R clutch pressure control spool
(E. ↔ 3.8) 2. Between RSW - TM3 (9) - ATC5A (16)
(E.C ↔ 3.8)

Action of Symptoms that appear in truck when
Condition when normal: Check with tester controller there is fault
Voltage (V), current (A), resistance value Ω when a Mechatronics display given, warning
fault is actuated
detected
1. Between ATC3A (female) (3) - (14): 500 - 1,000 Ω Shift to See items for display codes b022 - b028
2. See TESTING AND ADJUSTING OF TRANSMISSION, 1st clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, 2nd clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, 3rd clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, 4th clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
2. See TESTING AND ADJUSTING OF TRANSMISSION, R clutch portion. Neutral (E. ↔2.2, E.C↔2.2, E. ↔2.8, E.C↔2.8)
When transmission shift is at N, conditions are as in table below Ω
H SW (male) - chassis TM3 (male) (3) - chassis ATC5A (female) (12) - chassis
H SW (male) - chassis TM3 (male) (6) - chassis ATC5A (female) (10) - chassis > 1M Ω or > 1 M Ω
between terminals Shift to Transmission suddenly shifts to Neutral
Neutral during propel or truck cannot move again
H SW (male) - chassis TM3 (female) ATC5A (female) > 1 M Ω or > 1 M Ω

Shift to Transmission suddenly shifts to neutral
(3) - chassis (12) - chassis between terminals Neutral during propel or truck cannot move again
L SW (male) TM3 (female) ATC5A (female) > 1 M Ω or > 1 M Ω

1 SW (male) - chassis TM4 (female) ATC5A (female) > 1 M Ω or > 1 M Ω Shift to Transmission suddenly shifts to neutral
2 SW (male) - chassis TM4 (female) ATC5A (female) > 1 M Ω or > 1 M Ω



R SW (male) - chassis TM3 (female) ATC5A (female) > 1 M Ω or > 1 M Ω


b042
|
b048 Defective pressure control valve
(E. ↔ 4.2) ♦ When it is tried to engage the clutch, the Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.2) controller issues the command, but the fill
| sensor signal is not given, and the clutch is
(E. ↔ 4.8) not engaged
(E.C ↔ 4.8)
b042
(E. ↔ 4.2) Defective H clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.2)
b043
(E. ↔ 4.3) Defective L clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.3)
b044
(E. ↔ 4.4) Defective 1st clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.4)
b045
(E. ↔ 4.5) Defective 2nd clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.5)
b046
(E. ↔ 4.6) Defective 3rd clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.6)
b047
(E. ↔ 4.7) Defective 4th clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.7)
b048
(E. ↔ 4.8) Defective R clutch pressure control valve Pressure control spool is stuck at clutch disengage position
(E.C ↔ 4.8)
b052 1. Disconnection in fill switch circuit

| 1) Between H SW - TM3 (3) - ATC5A (12)
b058 Disconnection in fill detection switch 2) Between L SW - TM3 (6) - ATC5A (10)
(E. ↔ 5.2) ♦ When it is tried to engage the clutch, the 3) Between R SW - TM3 (9) - ATC5A (16)
(E.C ↔ 5.2) controller issues the command, but the fill 4) Between 1 SW - TM4 (3) - ATC5A (13)
| sensor signal is not given. However, the 5) Between 2 SW - TM4 (6) - ATC5A (14)
(E. ↔ 5.8) clutch is engaged. 6) Between 2 SW - TM4 (9) - ATC5A (15)
(E.C ↔ 5.8) 7) Between 4 SW - TM4 (12) - ATC5A (11)
2. Defective fill switch
b052 Defective H clutch flow control valve 1. Between HSW - TM3 (3) - ATC5A (12)
(E. ↔ 5.2) 2. Defective H clutch fill switch
(E.C ↔ 5.2)
b053 Defective L clutch flow control valve 1. Between LSW - TM3 (6) - ATC5A (10)
(E. ↔ 5.3) 2. Defective L clutch fill switch
(E.C ↔ 5.3)
b054 Defective 1st clutch flow control valve 1. Between 1SW - TM4 (3) - ATC5A (13)
(E. ↔ 5.4) 2. Defective 1st clutch fill switch
(E.C ↔ 5.4)

Action of controller Symptoms that appear in truck when there is a fault
Condition when normal: Check with tester when a fault is
Voltage (V), current (A), resistance value Ω detected Mechatronics display given, warning actuated
Normal controller display: Shows 0.0 or 0.C Shift to Neutral Transmission suddenly shift to Neutral during propel
or truck cannot move again
When each gear range is engaged using the shift checker, the fill
switch signal is given with the combinations shown in Table 1
Table 1 Relationship between gear range and fill switch signal Gear range used
during propel is 1. Gearshifting during propel becomes impossible.
H L 1 2 3 4 R maintained 2. If shift lever is in Neutral, it becomes impossible to
R O O If shift lever is in move truck
F1 O O Neutral, transmission
is held in Neutral
F2 O O
F3 O O
F4 O O
F5 O O
F6 O O
F7 O O
When each gear range is engaged with the shift checker, the fill switch See items for display 1. Gearshifting during propel becomes impossible.
signal is issued for the combinations in Table 1 of the items for display codes b052 - b058 2. If shift lever is in Neutral, it becomes impossible to
codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, move truck
(E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8 E. ↔ 5.8, E.C ↔ 5.8)
When each gear range is engaged with the shift checker, the fill switch See items for display 1. Gearshifting during propel becomes impossible.
signal is issued for the combinations in Table 1 of the items for display codes b052 - b058 2. If shift lever is in Neutral, it becomes impossible to
codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, move truck
(E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8) E. ↔ 5.8, E.C ↔ 5.8)

b055 Defective 2nd clutch flow control valve 1. Between 2SW - TM4 (6) - ATC5A (14)
(E. ↔ 5.5) 2. Defective 2nd clutch fill switch
(E.C ↔ 5.5)
b056 Defective 3rd clutch flow control valve 1. Between 3SW - TM4 (9) - ATC5A (15)
(E. ↔ 5.6) 2. Defective 3rd clutch fill switch
(E.C ↔ 5.6)
b057 Defective 4th clutch flow control valve 1. Between 4SW - TM4 (12) - ASTC5A (11)
(E. ↔ 4.4) 2. Defective 4th clutch fill switch
(E.C ↔ 4.4)
b058 Defective R clutch flow control valve 1. Between RSW - TM3 (9) - ATC5A (16)
(E. ↔ 5.8) 2. Defective R clutch fill switch
(E.C ↔ 5.8)
1. 1) Lock-up Between (+) L/U.t (1) - ATC1 (1)

Between (-) L/U.T (2) - ATC1 (8), (16)
2) H clutch Between (+) H.PS (2) - ATC2 (9)
b071 Short circuit in pressure control solenoid Between (-) H.PS (2) - ATC2 (19)
| ♦ When it is tried to disengage the clutch, 3) L clutch Between (+) L.PS (1) - ATC2 (7)
b078 Between (-) L.PS (2) - ATC2 (17)
(E. ↔ 7.1) • The pressure control solenoid output is 4) 1st clutch Between (+) 1.PS (1) - ATC2 (2)
(E.C ↔ 7.1) turned OFF, but the solenoid current still Between (-) 1.PS (2) - ATC2 (13)
| flows 5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4)
(E. ↔ 7.8) or Between (-) 2.PS (2) - ATC2 (15)
(E.C ↔ 7.8) • Excessive solenoid current flows 6) 3rd clutch Between (+) 3.PS (1) - ATC2 (3)
Between (-) 3.PS (2) - ATC2 (13)
7) 4th clutch Between (+) 4.PS (1) - ATC2 (8)
Between (-) 4.PS (2) - ATC2 (18)
8) R clutch Between (+) R.PS (1) - ATC2 (5)
Between (-) R.PS (2) - ATC2 (15)
2. Defective pressure control solenoid
b071 Short circuit in lock-up pressure control See items for display codes b071 - b078
(E. ↔ 7.1) solenoid (E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔ 7.8)
(E.C ↔ 7.1)
b072 Short circuit in H clutch pressure control See items for display codes b071 - b078
(E.C ↔ 7.2)
b073 Short circuit in L clutch pressure control See items for display codes b071 - b078
(E.C ↔ 7.3)
b074 Short circuit in 1st clutch pressure control See items for display codes b071 - b078
(E.C ↔ 7.4)
b075 Short circuit in 2nd clutch pressure control See items for display codes b071 - b078
(E.C ↔ 5.5)

Condition when normal: Check with tester Action of controller when a fault is detected truck when there is a fault
Voltage (V), current (A), resistance value Ω
Mechatronics display given,
warning actuated
When each gear range is engaged with the shift checker, the fill 1. Gearshifting during propel
switch signal is issued for the combinations in Table 1 of the items See items for display codes b052 - b058 becomes impossible.
for display codes b052 - b058 (E. ↔ 5.2, E.C ↔ 5.2, E. ↔ 5.8, E.C ↔ 5.8) 2. If shift lever is in Neutral, it
(E. ↔ 5.2, E.C ↔ 5.2 - E. ↔ 5.8, E.C ↔ 5.8) becomes impossible to
move the truck
move the truck
move the truck
move the truck
ATC1 (female) ATC2 (female) Ω
Between (1) - (8), (16) — 30 - 80 Ω
Between (9) - (19)
Between (7) - (17)
Between (2) - (13)

5 - 25 Ω Actuates transmission cut relay and shifts to Transmission suddenly shifts
— Between (4) - (15) Neutral to Neutral during propel or
Between (3) - (13) truck cannot move again
Between (8) - (18)
Between (5) - (15)
Resistance value between each terminal > 1 MΩ
Between each terminal - chassis > 1 MΩ
Check with Table 2 for the items for display codes b071 - b078 Actuates transmission cut relay and shifts to Transmission suddenly shifts
(E. ↔ 7.1, E.C ↔ 7.1, E. ↔ 7.8, E.C ↔ 7.8) Neutral to Neutral during propel or
truck cannot move again
Check with table 2 for the items for display codes b071 - b078 Actuates transmission cut relay and shifts to Transmission suddenly shifts

Fault Conditions Details of fault Check the wiring harnesses and equipment given below: Disconnec-
Display code ♦ Possible causes: tion, short circuit in wiring harness (+): Positive, (-): Negative
b076 Short circuit in 3rd clutch pressure control See items for display codes b071 - b078
(E. ↔ 7.6) solenoid (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8
(E.C ↔ 7.6)
b0077 Short circuit in 4th clutch pressure control See items for display codes b071 - b078
(E. ↔ 7.7) solenoid (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8)
(E.C ↔ 7.7)
b0078 Short circuit in R clutch pressure control See items for display codes b071 - b078
(E. ↔ 7.7) solenoid (E. ↔ 7.1, E.C ↔ 7.1- E. ↔ 7.8, E.C ↔ 7.8)
(E.C ↔ 7.7)
b091 1. 1) Lock - up Between (+) L/U.T (1) - ATC1 (1), Between (-) L/U.T (2) - ATC1 (8), (16)
| 2) H clutch Between (+) H.PS (1) - ATC2 (9), Between (-) H.PS (2) - ATC2 (19)
b098 Disconnection in pressure control solenoid 3) L clutch Between (+) L.PS (1) - ATC2 (7), Between (-) L.PS (2) - ATC2 (17)
(E. ↔ 9.1) ♦When it is tried to disengage the clutch, 4) 1st clutch Between (+) 1.PS (1) - ATC2 (2), Between (-) 1.PS (2) - ATC2 (13)
(E.C ↔ 9.1) the pressure control solenoid output is 5) 2nd clutch Between (+) 2.PS (1) - ATC2 (4), Between (-) 2.PS (2) - ATC2 (15)
| turned ON, but the solenoid current does 6) 3rd clutch Between (+) 3.PS (1) - ATC2 (3), Between (-) 3.PS (2) - ATC2 (13)
(E. ↔ 9.8) not flow 7) 4th clutch Between (+) 4.PS (1) - ATC2 (8), Between (-) 4.PS (2) - ATC2 (18)
(E.C ↔ 9.8) 8) R clutch Between (+) R.PS (1) - ASTC2 (5), Between (-) R.PS (2) - ATC2 (15)
2. Defective pressure control solenoid
b091
(E. ↔ 9.1) Disconnection in lock-up pressure control See items for display codes b091 - b098
(E.C ↔ 9.1) solenoid (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8
b092 Disconnection in H clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.2)
b093 Disconnection in L clutch pressure control See items for display codes b091 - b098
(E. ↔ 9.3) solenoid (E. ↔ 9.1, E.C ↔ 9.1, E. ↔ 9.8, E.C ↔ 9.8
(E.C ↔ 9.3)
b094 Disconnection in 1st clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.4)
b095 Disconnection in 2nd clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.7)
b096 Disconnection in 3rd clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.6)
b097 Disconnection in 4th clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.7)
b098 Disconnection in R clutch pressure control See items for display codes b091 - b098
(E.C ↔ 9.8)

Condition when normal: Check with tester Action of controller when a fault is detected truck when there is a fault
Voltage (V), current (A), resistance value Ω
Mechatronics display given,
warning actuated
(E. ↔ 7.1, E.C ↔ 7.1 - E. ↔ 7.8, E.C ↔ 7.8) Neutral to Neutral during propel or
When each gear range is engaged using the shift checker, the fill
switch signal is given with the combinations shown in Table1.
Table 2 Solenoid valve check

ATC1 (female) ATC2 (female) Ω
Even when a disconnection is detected, it 1. Power is lost when propel-
Between (1) - (8), (16) — 30 - 80 Ω
tries to send current to the solenoid ling, and when shifting up,
Between (9) - (19) transmission immediately
Between (7) - (17) • This is because there is no danger of dam- shifts down again
Between (2) - (13) age to the controller even if there is a dis- • This frequently happens
5 - 25 Ω
—
connection when going uphill loaded
Between (4) - (15)
Between (3) - (13)

2. Shift indicator display
Between (8) - (18) shows "E"
Between (5) - (15)
Resistance value between each terminal > 1 MΩ
Between each terminal - chassis > 1 MΩ
See items for display codes

Check with Table 2 for the items for display codes b091 - b098 See items for display codes b091 - b098 b091 - b098
(E. ↔ 9.1, E.C ↔ 9.1 - E. ↔ 9.8, E.C ↔ 9.8) (E. ↔ 9.1, E.C ↔ 9.1- E ↔ 9.8, E.C ↔ 9.8) (E. ↔ 9.1, E.C ↔ 9.1- E ↔
9.8, E.C ↔ 9.8)
Check with Table 2 for the items for display codes b091 - b098 See items for display codes b091 - b098 See items for display codes
(E. ↔ 9.1, E.C ↔ 9.1 - E. ↔ 9.8, E.C ↔ 9.8) (E. ↔ 9.1, E.C ↔ 9.1- E ↔ 9.8, E.C ↔ 9.8) b091 - b098 (E. ↔ 9.1, E.C
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)
↔ 9.1- E ↔ 9.8, E.C ↔ 9.8)

b060 Defective engine speed sensor output 1. Engine speed sensor B

(E. ↔ 6.0) ♦Engine speed less than 350 rpm and 1) Between E12 (1) - J09M (9) - TMD (13) - ATC3A (13)
(E.C ↔ 6.0) transmission speed more than 500 rpm 2) Between E12 (2) - J09M (10) - TMD (14) - ATC3A (14)
continues for 10 sec 2. Defective engine speed sensor
b061 Defective output of transmission input shaft 1. Input shaft speed sensor
(E.C ↔ 6.1) ♦When the engine speed, input shaft 2) Between N2 (2) - TM2 (2) - ATC3A (14)
speed, and intermediate shaft speed are 2. Defective input shaft speed sensor
converted and it is found that there is a
problem in lock-up clutch and HL clutch
b062 Defective output of transmission intermedi- 1. Intermediate shaft speed sensor
(E. ↔ 6.2) ated shaft speed sensor 1) Between N2 (1) - TM2 (3) - ATC3A (12)
(E.C ↔ 6.2) ♦When the input shaft speed, intermediate 2) Between N2 (2) - TM2 (4) - ATC3A (14)
shaft speed, and output shaft speed are 2. Defective intermediate shaft speed sensor
converted and it is found that there is a
problem in HL clutch and speed clutch
(When disconnection detection is actuated
and there is no sensor signal)
Defective output of transmission output
b063 shaft speed sensor 1. Output shaft speed sensor
(E. ↔ 6.3) ♦When the engine speed, input shaft 1) Between N3 (1) - TM2 (5) - ATC3A (3)
(E.C ↔ 6.3) speed, intermediate shaft speed, and out- 2) Between N3 (2) - TM2 (6) - ATC3A (14)
put shaft speed are converted and it is 2. Defective output shaft speed sensor
found that there is a problem in relation-
ship
b0A1 Fault in model selection 1. Defective controller

(E. ↔ A.1) ♦The setting of rotary switch is different 2. Defective setting of rotary switch
(E.C ↔ A.1) from the model in the software.
b0A2 Short circuit with ground in torque converter 1. Between (+) ATC3B (7) - TM2 (7) - TC.SE (1)
(E. ↔ A.2) oil temperature Between (-) ATC3A (16) - TMB (9) - TMC (5) - TM2 (8) - TC.SE (2)
(E.C ↔ A.2) ♦When torque converter oil temperature 2. Defective torque converter oil temperature sensor
sensor signal is more than 150°C
b0A3 Disconnection in fuel level sensor 1. Between (+) ATC5B (5) - TMA (15) - J09M (12), (15) - J02 (1) - 26 (1)
(E. ↔ A.3) ♦Input voltage: > 4 V 2. Defective fuel sensor
(E.C ↔ A.3)
b0b2 Short circuit with ground in cooling water 1. Between (+) ATC5B (5) - TMA (7) -J09M (12), (15) - J02 (1) - 26 (1)
(E. ↔ b.2) temperature sensor Between (-) ATC5A (16) - TMB (9) - J09M (13), (16) - J02 (3) - 26 (2)
(E.C ↔ b.2) ♦When input resistance of cooling water 2. Defective coolant water temperature sensor
temperature sensor signal is more than
170 Ω
b0b3 Disconnection in brake air pressure sensor 1. Between (+) ATC3B (2) - TMA (7) - RH4 (1) - SR5 (1)
(E. ↔ b.3) ♦ When input resistance of brake air pres- Between (-) ATC5A (16) - TMB (9) - RH4 (10) - SR5 (2)
(E.C ↔ b.3) sure sensor signal is more than 3,000 Ω 2. Defective brake air pressure sensor

Symptoms that appear in truck when
Condition when normal: Check with tester Action of controller when there is fault
Voltage (V), current (A), resistance value Ω a fault is detected Mechatronics display given, warning
actuated
1. Engine speed display on monitor panel is normal Gear range used during 1. Gearshifting becomes impossible.
2. Between ASTC3A (13) - (14): 500 - 1,000 AC sym: > 0.5V propel maintained 2. If shift lever is in Neutral, it
3. Between each terminal of ATC3A (13), (14) - chassis: > 1 MΩ If shift lever is in Neutral, becomes impossible to move the
4. Between E12 (male) (1) - (2): 500 - 1,000 Ω transmission is held in truck again unless it is stopped.
Neutral
ATC3A (female) TM2 (male) N1 (male) Ω Gear range used during 1. Gearshifting becomes impossible.
propel is maintained 2. If shift lever is in Neutral, it
If shift lever is in Neutral, becomes impossible to move the
Each terminal - chassis >1MΩ
transmission is held in truck again unless it is stopped.
Neutral
Gear range used during 1. Gearshifting becomes impossible.

ATC3A (female) TM2 (male) N2 (male) Ω
propel is maintained 2. If shift lever is in Neutral, it
Between (14) - (12) Between (3) - (4) Between (1) - (2) 500 - 1,000 Ω If shift lever is in Neutral, becomes impossible to move the
Each terminal - chassis >1MΩ transmission is held in truck again unless it is stopped.
Neutral
Gear range used during 1. Speedometer displays 0 km/h

ATC3A (female) TM2 (male) N3 (male) Ω propel is maintained during propel and gear-shifting
If shift lever is in Neutral, becomes impossible.
transmission is held in 2. If shift lever is in Neutral, it
Between N3 (1) - TM2 (5) - ATC3A (3) - chassis >1MΩ
Neutral becomes impossible to move the
truck again unless it is stopped.
When effort to move the truck is car-

Set value of rotary switch 1 2, 3, 4 or 5 Holds at neutral ried out, it does not move.
ATC3B,3A (female) TM2 (female) TC.SE (male) Ω Only gives self-diagnos- No display at all is given on torque
Between (7) - (16) Between (7) - (8) Between (10 - (2) tic display; does not take converter oil temperature gauge dis-
1 KΩ - 100 KΩ any action play on monitor panel.
(7) - chassis (7) - chassis (1) - chassis
Only gives self-diagnos- No display at all is given on fuel level

ATC3B TMD J02 61 (V)
tic display; does not take gauge display on monitor panel.
(4) - chassis (7) - chassis (15) - chassis (1) - chassis 0.2 − 0.4 V
any action
When engine water temperature is between 25°C (normal temperature) and 100°C, condition is as shown in
table below. Only gives self-diagnos- No display at all is given on engine
ATC3B,3A (male) TMA, TMB (male) J09M J02 61 (W)
tic display; does not take water temperature gauge display on
any action monitor panel.
Between Between Between (12), (15) Between (1) - (3) Between (1) - (2)
(5) - (16) (15) - (9) - (13), (16) 37 Ω
|
(5) - chassis (15) - chassis (12), (15) - chassis (1) - chassis (1) - chassis 4Ω
ATC3B,3A (male) TMA, TMB (male) RH4, RH1 SR5 Ω Only gives self-diagnos- No display at all is given on air pres-
Between (2) - (16) Between (7) - (9) Between (1) - (10) Between (1) - (2) tic display; does not take sure gauge display on monitor
3 - 1,000 Ω any action panel.
(2) - chassis (7) - chassis (1) - chassis (10) - chassis

b0b4 Short circuit with ground in retarder brake oil 1. Between (+) ATC3b (8) - tmd (5) - J02 (10) - 64 (1)
(E. ↔ b.4) temperature sensor Between (-) ATC3A (16) - TMB (9) - J02 (9) - 64 (2)
(E.C ↔ b.4) ♦ When retarder brake oil temperature sen- 2. Defective retarder brake oil temperature sensor
sor signal is more than 150°C
b0b7 Disconnection, short circuit with ground in 1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3)
(E. ↔ b.7) engine oil pressure sensor Between (+) ATC3A (6) - TMA (16) - J09M (11) - (14) - J01 (11) - 27 (2)
(E.C ↔ b.7) ♦ Voltage between ATC3B (12) - chassis 2. Defective voltage circuit inside controller
• 4.6 ± 0.1 V 3. Defective engine oil pressure sensor
• 0.4 ± 0.1 V
Improper connection of connector
b0C1 ♦ After the key switch is turned "ON", de- 1. Between ATC5A (1) - ATC1 (16).
(E. ↔ C1) pending on the wiring harness, the model 2. Defective contact of ATC5A connector
(E.C ↔ C1) selection signal does not match
b0C4 Short circuit with ground in BCV rear solenoid 1. Defective BCV relay R04
(E. ↔ C.4) ♦ BCV output terminal voltage 2. Between ATC (11) - TMB (13) - R04 (1)
(E.C ↔ C.4) • When actuated: > 11V or above
• When not actuated: < 11V or below
b0C6 Disconnection in BCV rear solenoid 1. Defective BCV relay R04

(E. ↔ C.6) ♦ BCV output terminal voltage 2. Between ATC (11) - TMB (13) - R04 (1), from R04 (2) - GND, ER
b0C8 Short circuit in BCV rear solenoid 1. Defective BCV relay R04
(E. ↔ C.8) ♦ BCV output terminal voltage 2. Between ATC (11) - TMB (13) - R04 (2)
b0d1 Transmission filter clogging warning 1. Between (+) ATC5A (6) - TMD (6) - J02 (13) - 52 (10
(E. ↔ d.1) ♦ When the transmission oil filter switch is Between (-) J03 (8) - 52 (2)
(E.C ↔ d.1) OFF with the torque converter outlet port 2. Defective transmission filter sensor
oil temperature 50°C or above.
b0d5 Tilt warning display 1. Between (+) ATC5A (5) - TMD (2) - SR3 (1)
(E. ↔ d.5) ♦ When the machine tilt angle switch is OFF. Between (-) SR3 (2) - GND.ER
(E.C ↔ d.5) 2. Defective tilt sensor
b0d6 Drop in radiator water level warning display 1. Between (+) ATC5B (15) - TMD (4) - J02 (7) - 01 (9) - 03 (1)
(E. ↔ d.6) ♦ When the engine cooling water level switch Between (-) 03 (2) - GND.16
(E.C ↔ d.6) is OFF. 2. Defective radiator water level sensor

Condition when normal: Check with tester Action of controller when when there is fault
Voltage (V), current (A), resistance value Ω a fault is detected Mechatronics display given,
warning actuated
ATC3B,3A (male) TMD, TMB (male) J02 64 Ω Only gives self-diagnos- No display at all is given on
Between (8) - (16) Between (5) - (9) Between (10) - (9) Between (1) − (2)
tic display; does not take retarder oil temperature gauge
2k Ω - 20k Ω
(25°C - 120°C)
any action display on monitor panel.
(8) - chassis (5) - chassis (10) - chassis (1) − chassis
ATC3B TMD J02 27 (V) Only gives self-diagnos- Drop in engine oil pressure
(12) - chassis (15) - chassis (2) - chassis (3) − chassis
tic display; does not take cannot be detected.
0.4 - 4.6 V any action
Between (2) - (3)
If there is a fault when

1. Between ATC5A (1) - ATC1 (16): 0 Ω key switch is turned When key switch is turned
2. ATC5A, ATC1 connectors are securely inserted. "ON", transmission is "ON", truck cannot move even
held at Neutral. when shift lever is operated.
ATC1 TMB R04 (V) Ω

Only gives self-diagnos- BCV is not actuated
(11) - chassis (13) - chassis (1) - chassis 20 − 30 V tic display; does not take
Between relay (1) 100 - 500 Ω any action
and (2)
ATC1 TMB R04 (V) Ω Only gives self-diagnos- BCV is not actuated
Between relay (1) 100 - 500 Ω any action
and (2)
ATC1 TMB R04 (V) Ω Only gives self-diagnos- BCV in mistakenly actuated
Between relay (1) 100 - 500 Ω
any action
and (2)
1. If operations are continued,

When transmission filter is normal, condition is as shown in table below.
Only gives self-diagnos- dirt will circulate in transmis-
ATC5A TMD J02 52 tic display; does not take sion circuit.
(6) - chassis (2) - chassis (13) - chassis (1) − chassis any action 2. Mechatronics display is not
No continuity given.
Between (1) - (2)
3. Buzzer does not sound.
When machine tilt angle is ± 15°, condition is as shown in table below.
Only gives self-diagnos- truck may roll over.
ATC5A TMD SR3 tic display; does not take 2. Mechatronics display is not
(5) - chassis (2) - chassis (1) - chassis, (1) - (2) Continuity any action given.
When radiator water level is normal, condition is as shown in table below.

Only gives self-diagnos- 1. If operations are continued,
ATC5B TMD J02 01 03 tic display; does not take there will be overheating.
(15) - chassis (4) - chassis (7) - chassis (8) - chassis (1) - chassis, Continuity any action 2. Mechatronics display is not
(1) - (2) given.

b0d7 Battery charge warning display 1. Between ATC3B (1) - TMD (1) - J01 (1) - alternator terminal R
(E. ↔ d.7) ♦ When battery charge switch is OFF with 2. Defective charging circuit
(E.C ↔ d.7) engine speed at 500 rpm or above.
b0F5 Engine oil pressure drop warning 1. Between ATC3B (12) - TMD (15) - J02 (2) - 27 (3)
(E. ↔ F.5) ♦ When fault is recognized in the engine 2. Defective engine lubricating oil circuit
(E.C ↔ F.5) speed at 700 rpm or above. 3. Defective engine oil pressure sensor
b0E5 Steering oil temperature overheat warning 1. Between ATC3A (11) - TMA (8) - J01 (6) - 21 (1)
(E. ↔ E.5) ♦ When steering oil temperature switch in 2. Defective steering oil temperature sensor
(E.C ↔ E.5) ON.
b0F6 Rear brake oil pressure warning display 1. Between (+) ATC5A (8) - TMC (12) - J)3 (2) - BLSL (1)
(E. ↔ F.6) ♦ When brake stroke switch is ON for 2 sec- Between BLSL (2) - BLSR (1)
(E.C ↔ F.6) onds. Between (-) BLSR (2) - GND.67
2. Defective brake stroke sensor
b0d3 Engine water temperature overheat warning Abnormal rise in engine water temperature.
(E. ↔ d.3) ♦ When engine water temperature sensor
(E.C ↔ d.3) signal is above 102°C

b0d2 warning Abnormal rise in torque converter oil temperature
(E. ↔ d.2) ♦ According to network data from monitor
(E.C ↔ d.2) system.
b0E9 Air pressure drop warning
(E. ↔ E.9) ♦ According to network data from monitor Abnormal drop in air pressure inside air tank
(E.C ↔ E.9) system.
b0F3 Retarder oil temperature overheat warning

(E. ↔ F.3) ♦ According to network data from monitor Abnormal rise in retarder oil temperature
(E.C ↔ F.3) system.
b0d8 Engine overrun actuated display

(E. ↔ d.8) ♦ Overrun actuated with transmission input Engine overrun actuated display
(E.C ↔ d.8) shaft speed more than 2,600 rpm.
b0d9 Engine overshoot display

(E. ↔ d.9) ♦ When d.8 does not detect engine over- Engine overshoot display (sudden spurt)
(E.C ↔ d.9) shoot display with engine speed at 2,600
rpm or above

Condition when normal: Check with tester Action of controller when there is fault
Voltage (V), current (A), resistance value Ω when a fault is Mechatronics display given,
detected warning actuated
1. Propel is possible until control
power source voltage drops. If
When engine is running (1/2 throttle or above), condition is as shown in table below.
Only gives self-diag- operations are continued, bat-
ATC3B TMD J01 (V) nostic display; does not tery life will be reduced.
(1) - chassis (1) - chassis (1) - chassis 27.5 - 29.5 V take any action 2. Mechatronics display is not
given
3. Buzzer does not sound
1. Loses power during opera-
ATC3A TMD J02 27 Only gives self-diag- tions.
1,000 (12) - chassis (15) - chassis (2) − chassis Between 1.3 - 5.0 V nostic display; does not 2. Engine acceleration becomes
Engine rpm (1) - (3) take any action poor.
Speed
1,800 (12) - chassis (15) - chassis (2) - chassis Between 2.1 - 5.0 V 3. Mechatronics display is not
rpm (1) - (3) given
When steering oil temperature is 25°C (normal temperature), condition is as shown in table below. If there is a fault when 1. If operations are continued, oil
ATC3A TMA J01 21 — key switch is turned may leak.
(11) - chassis (8) - chassis (6) - chassis (1) - chassis No continuity "ON", transmission is 2. Mechatronics display is not
held at Neutral. given.
When brake stroke is normal, condition is as shown in table below. Only gives self-diag- 1. If operations are continued, oil
ATC5A TMD J03 BLSL nostic display; does not may leak.
(8) - chassis (12) - chassis (2) - chassis (1) - chassis take any action 2. Mechatronics display is not
— — — (1) - (2), (2) - chassis
Continuity given.
1. Low power during operation.

Only gives self-diag- 2. Engine acceleration becomes
nostic display; does not poor.
take any action 3. Mechatronics display is not
given
Only gives self-diag- engine may be damaged.
nostic display; does not 2. Mechatronics display is not
take any action given

TABLE FOR TRANSMISSION CONTROLLER, TRANSMISSION RELATED PARTS

A-1 FAULTS IN POWER SOURCE SYSTEM
a) (OFF) Controller self-diagnostic display LED does not light up
• When fuse BT1 (No. 10) is normal.If it is blown, check for a short circuit with the ground in the wiring harness
between the fuse and controller.

b) Drop in voltage of controller power source is displayed
• When fuses BT1 (10) (19 - 20) and BT2 (8) (15 - 16) are normal.If it is blown, check for a short circuit with the
ground inside the controller and in the wiring harness between the fuse and controller.
A-1 b) Related electrical circuit diagram

c) Drop in voltage of battery direct power source is displayed
• When fuse BT2 (8) (15 - 16) is normal.If it is blown, check for a short circuit with the ground inside the controller
and in the wiring harness between the fuse and controller.
• Always connect any disconnected connectors before going on the next step.
A-1 c) Related electrical circuit diagram

d) Drop in voltage of main power source is displayed
• When fuse BT1 (10) (19 - 20) is normal.If it is blown, check for a short circuit with ground inside the controller
and in the wiring harness between the fuse and controller.
A - 1 d) Related electrical circuit diagram

e) Faults in transmission cut relay power source is displayed
• When battery and charging voltage are normal

• When fuse FB1 (No. 10) is normal
A-1 e) Related electrical circuit diagram

A-2 Faults in neutral safety system is displayed
• When the key switch is turned to ON with the shift lever at a position other than N, or when the power source is
momentarily cut when moving.
A-2 Related electrical circuit diagram

A-3 Double engagement for clutch is displayed

A-4 Faults in transmission [cut relay] system displayed
• Displays disconnection, short circuit, or short circuit with chassis ground in transmission cut relay system.

A-5 Faults in rear brake solenoid circuit is displayed
A-5 related electrical circuit diagram

A-6 Faults in exhaust brake solenoid circuit is displayed

A-7
a) Short circuit with ground in BCV rear solenoid is displayed

b) Short circuit in BCV rear solenoid is displayed
• Check that the mounting bolts of the input shaft speed sensor are not loose.

c) Disconnection in BCV rear solenoid is displayed

A-8 Fault in speed sensor
a) -2 Disconnection in engine speed sensor [B] is displayed on truck

or
Failure of engine speed sensor is displayed on truck

b) Disconnection in input shaft speed sensor is displayed
or
Failure of input shaft speed sensor is displayed
TABLE 1.
ATC3A (female) N1 (male) Resistance
Between (2) - (14) Between (1) - (2) 500 Ω - 1000 Ω
Between (2) & chassis Between (1) & chassis > 1M Ω

c) Disconnection in intermediate shaft speed sensor is displayed
or
Failure of intermediate shaft speed sensor is displayed
TABLE 1.
A-8 c) Related electrical diagram

d) Disconnection in speed sensor (transmission output shaft speed
sensor) us displayed
or
Failure of output shaft speed sensor is displayed
• Check that the mounting bolts of the speed sensor are not loose.
Table 1.
A-8 d) Related electrical circuit diagram

A-9 Speed sensor, clutch slipping
a) Input shaft speed sensor
or
H,L clutch is displayed
• Always connect any disconnected connectors before going on to the next step
Table 1.
ATC3A N2 Resistance

b) Output shaft speed sensor or speed
clutch (1,2,3,4,R) system is displayed
~
TABLE 1.
ATC3A N2 Resistance

A-10 Fault in model selection (wiring harness) is displayed
a) Fault in model selection (wiring harness) is displayed
• When the controller power source is normal.

Table 1.
ATC5B ATC1 Voltage
(10) - (8) > 15 V
(11) - (8) >1V
(12) - (8) >1V
(13) - (8) <1V

b) Fault in model selection (rotary switch) is displayed


A-11 Fault in shift lever circuit
a) Short circuit in shift lever assembly power source is displayed


b) Shift lever position signal input for 2 or more circuits is displayed

Table 1.
Abnormal system System with failed wiring harness
N SF (4) - ATC5B (3) - transmission neutral relay R02
(2) - payload meter relay R11 (6)
R SF (3) - ATC5B (2) - backup alarm relay R06 (2)
D SF (5) - ATC5B (4)
5 SF (6) - ATC5B (5)
4 SF (7) - ATC5B (6)
3 SF (8) - ATC5B (7)
2 SF (9) - ATC5B (8)

c) Shift lever position signal is not inputted
Table 1
Lever position Terminal of TORQFLOW Voltage when position Voltage when position Shift lever
transmission controller is selected is not selected SF terminal
N ATC5B (3) < 1.0 V > 15.0 V SF (4)
R ATC5B (2) < 1.0 V > 15.0 V SF (3)
D ATC5B (4) < 1.0 V > 15.0 V SF (5)
5 ATC5B (5) < 1.0 V > 15.0 V SF (6)
4 ATC5B (6) < 1.0 V > 15.0 V SF (7)
3 ATC5B (7) < 1.0 V > 15.0 V SF (8)
L ATC5B (8) < 1.0 V > 15.0 V SF (9)


A-12 Fault in accelerator signal is displayed

A-13 Fault in transmission oil temperature sensor is displayed

A-14 Fault in pressure control valve
a) Fill switch (clutch ON) is displayed

regardless of command
~
Table 1
Connection of connector and fill switch Fill switch
Transmission controller When connected When Open
Service code display Corresponding connector and pin Fill switch Voltage Resistance Voltage Resistance
clutch number
b042 H clutch ATC5A (12) - H. SW <1V <1Ω 15 -25 V > 1 MΩ
[E.↔ 4.2,E.C↔4.2]
b043 L clutch ATC5A (10) - L. SW <1V <1Ω 15 -25 V > 1 MΩ
[E.↔ 4.3,E.C↔ 4.3]
b044 1 clutch ATC5A (13) - 1. SW <1V <1Ω 15 -25 V > 1 MΩ
[E.↔ 4.4,E.C↔ 4.4]
[E.↔ 4.5,E.C↔ 4.5]
[E↔ 4.6,E.C↔ 4.6]
[E.↔ 4.7,E.C↔ 4.7]
b048 R clutch ATC5A (16) - R. SW <1V <1Ω 15 -25 V > 1 MΩ
[E.↔ 4.8,E.C ↔4.8]


b) Fill switch signal is not input and clutch
slipping is displayed
~
• Measure the clutch oil pressure of the circuit where the fault is displayed. If the oil pressure is normal, carry out
the troubleshooting below.
b-1) Inspecting fill switch signal
Table 1
Connection of connector and fill switch Fill switch
Transmission controller When connected When Open
Service code Corresponding connector and pin Fill switch Voltage Resistance Voltage Resistance
display clutch number
b042
[E.↔ 4.2,E.C↔4.2] H clutch ATC5A (12) - H. SW <1V <1Ω 15 -25 V > 1 MΩ
b043
[E.↔ 4.3,E.C↔ 4.3] L clutch ATC5A (10) - L. SW <1V <1Ω 15 -25 V > 1 MΩ
b044
[E.↔ 4.4,E.C↔ 4.4] 1 clutch ATC5A (13) - 1. SW <1V <1Ω 15 -25 V > 1 MΩ
b045
b046
[E↔ 4.6,E.C↔ 4.6] 3 clutch ATC5A (15) - 3. SW <1V <1Ω 15 -25 V > 1 MΩ
b047

b-2) Inspecting transmission input shaft speed signal system, H, L clutch (check clutch slip)
When
. is displayed.
Go to Troubleshooting A-7b.
b-3) Inspecting transmission output shaft speed signal system, 1-4, R clutch (check clutch slip)
When
~ is displayed.
Go to troubleshooting of A-7a.

A-15 When fill switch signal is not input
(flow detector valve)
~
Carry out troubleshooting of A-13 b-1) Fill switch signal.
Respond to the display as follows: 5.2 ↔ 4.2
5.3 ↔ 4.3
5.4 ↔ 4.4
5.5 ↔ 4.5
5.6 ↔ 4.6
5.7 ↔ 4.7
5.8 ↔ 4.8

A-16 Short circuit in pressure control
valve solenoid is displayed
Disconnection in pressure control valve

solenoid is displayed
Table 1
Display Measurement location
7.2 Trouble-shooting 1 Toubleshooting 2 Measurement item Normal value
9.2
7.3 Between ATC1 (9) - (19) Between HPS (1) - (2) Resistance 5 - 25 Ω
9.3 between (1) - (2)
7.4 Between ATC2 (7) - (17) Between 1 PS (1) - (2)
9.4
7.5 Between ATC2 (4) - (15) Between 2 PS (1) - (2) Resistance between >1MΩ
9.5 (2) - chassis ground
9.6
9.7
7.8 Between ATC2 (5) - (15) Between RPS (1) - (2)
9.8
Table 2
Display Measurement location Measurement item Normal value
Troubleshooting 1 Troubleshooting 2 Resistance between (1) - (2) 30 - 80 Ω
7.1 Between ATC1(1) - Between LCT(1) - Resistance between (2) - chassis ground >1MΩ
9.1 (8) (16) (2)
* b0 [E., E.C] is omitted from the Display column.


A-17 Fault in sensor circuits
a) Fault in torque converter oil temperature sensor is displayed


b) Fault in fuel level sensor is displayed
(It takes 30 seconds for the fuel gauge to change 1 level. Take this into account when carrying out troubleshooting).

c) Fault in cooling water temperature sensor is displayed

d) Fault in air pressure sensor is displayed

e) Fault in retarder brake oil temperature sensor is displayed

A-18 Warning display
a) Transmission filter clogged warning is displayed
• Before carrying out troubleshooting, check that the transmission oil filter is not clogged.

b) Tilt warning is displayed

c) Drop in radiator water level warning is displayed
• Before carrying out troubleshooting, check that the cooling water level is not low.

d) Battery charge warning is displayed

e) Steering oil temperature overheat warning is displayed
• Before carrying out troubleshooting, check if the steering oil temperature is high.

f) Drop in engine oil pressure warning is displayed
• Before carrying out troubleshooting, check if the engine oil pressure is low.
A-18 f) Related electrical circuit diagram

g) Rear brake oil pressure warning is displayed
• Before carrying out troubleshooting, check if the rear brake chamber has reached the end of its stroke.
A-18 g) Related electrical circuit diagram

A-19 Fault in engine oil pressure sensor is displayed

A-20 Fault in connector connection is displayed

A-21
a) Torque converter oil temperature overheat warning is displayed
• This shows that there had been an abnormal rise in the torque converter oil temperature.
• If the rise in the torque converter oil
b) Engine water temperature overheat warning is displayed
• This shows that there has been an abnormal rise in the engine water temperature.
• If the rise in the engine water temperature is abnormal, see the engine Shop Manual.
c) Air pressure drop warning is displayed
• This shows that there has been an abnormal drop in the air pressure.
• If the drop in the air pressure is abnormal, carry out troubleshooting H-18.
d) Retarder brake oil temperature overheat warning is displayed
• This shows that there had been an abnormal rise in the retarder brake oil temperature.
• If the rise in the retarder brake oil temperature is abnormal, see the Operation and Maintenance Manual.

e) Engine overrun actuated is displayed
• This shows that the engine overrun prevention had been actuated to protect the transmission.
f) Engine overshoot actuated is displayed
• This shows that there has been engine overshoot (sudden spurt).

MONITOR PANEL TROUBLESHOOTING
(P - Diagnostic Flow Charts)
Monitor panel and controller self-diagnostic display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-3

Action taken by self-diagnostic device and problems on truck (monitor panel system) . . . . . . . . . . . . D6-4
P-1 Check pattern for wiring harnesses between modules . . . . . . . . . . . . . . . . . . . . . . . . . D6-8
P-2 Nothing on monitor panel works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-11
P-3 LH, RH module and fuel gauge do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-12
P-4 LH, RH module and fuel gauge do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-13
P-5 RH module does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-14
P-6 LH module does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D6-15
. .
P-7 Odometer does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-16
P-8 Service meter display does not operate correctly . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-17
P-9 Central warning lamp does not operate, or monitor panel detects fault code [A002] . . . . . . . . . D6-18
P-10 Central warning lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-19
P-11 Alarm buzzer does not operate , or monitor panel detects failure code [A003] . . . . . . . . . . . . D6-20
P-12 Alarm buzzer continues to sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-21
P-13 All data from shift controller (speedometer, tachometer, shift indicator, etc.) are abnormal
(nothing is displayed, or display does not change), or monitor panel detects service code [A018] . D6-22
P-14 Suspension mode power/economy mode displays are abnormal (nothing is displayed or
display does not change), or monitor panel detects service code [A016] . . . . . . . . . . . . . . . D6-23
P-15 Gauge displays are abnormal (nothing is displayed, or display does not change) . . . . . . . . . . . D6-24
P-16 Cooling water level drop caution lamp does not operate,
or monitor panel detects service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-25
P-17 Cooling water level drop caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-26
P-18 Emergency steering pilot lamp does not operate, or monitor panel detects service code [A001] . . . D6-27
P-19 Emergency steering pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-28
P-20 Engine oil pressure drop caution lamp does not operate, or
monitor panel detects service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-29
P-21 Engine oil pressure drop caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-30
P-22 Exhaust brake pilot lamp does not operate, or monitor panel detects service code [A001] . . . . . . D6-31
P-23 Exhaust brake pilot lamp (optional) stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-32
P-24 Charging circuit fault caution lamp does not operate, or monitor panel detects service code [A001] . D6-33
P-25 Charging circuit fault caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-34
P-26 Transmission filter clogging caution lamp does not operate, or monitor panel detects
service code [A001] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-35
P-27 Transmission filter clogging caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . D6-36
P-28 Brake stroke caution lamp does not operate, or monitor panel detects service code [A001] . . . . . D6-37
D06003 10/00 Monitor Panel Troubleshooting D6-1

P-29 Brake stroke caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-38
P-30 Preheating switch pilot lamp does not operate, or monitor panel detects service code [A001] . . . . D6-39
P-31 Preheating switch pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-40
P-32 Tilt warning lamp does not operate, or monitor panel detects service code [A001] . . . . . . . . . D6-41
P-33 Tilt warning lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-42
P-34 Body FLOAT (except FLOAT) pilot lamp does not operate,
P-35 Body FLOAT (except FLOAT) pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . D6-44
P-36 Rear brake pilot lamp does not operate, or monitor panel detects service code [A001] . . . . . . . D6-45
P-37 Rear brake pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-46
P-38 Parking brake pilot lamp does not operate, or monitor panel detects service code [A001] . . . . . . D6-47
P-39 Parking brake pilot lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-48
P-40 Maintenance caution lamp does not operate, or monitor panel detects service code [A001] . . . . D6-49
P-41 Maintenance caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-50
P-42 Steering oil temperature caution lamp does not operate,
P-43 Steering oil temperature caution lamp stays on . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-52
P-46 High beam display does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-53
P-47 Turn signal lamp (right) does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-55
P-48 Turn signal lamp (left) does not light up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-56
P-49 Lamp check switch does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-57
P-50 AISS switch does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-58
P-51 Exhaust brake switch (optional) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . D6-59
P-52 Mode change switch (1) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-60
P-53 Mode change switch (2) does not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-61
P-54 KPH/MPH speedometer unit selector does not operate . . . . . . . . . . . . . . . . . . . . . . . D6-62
P-55 Improper operation of all switch inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-63
P-56 Monitor panel detects service codes [A014] or [A019] . . . . . . . . . . . . . . . . . . . . . . . . D6-64
P-58 Monitor panel detects service code [A011] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6-65
D6-2 Monitor Panel Troubleshooting D06003 10/00

MONITOR PANEL AND CONTROLLER
SELF-DIAGNOSTIC DISPLAY
1. After the key switch is turned ON, all lamps light 3. Press the caution and pilot lamp bulb check switch
for 3 seconds during the monitor self-diagnostic at the right side of the dash to verify bulb operation
test.
2. Refer to Monitor Panel Action Codes and Service
Mode Function for the displays indicating a fault
has occurred in any controller or the monitor
panel itself.
SERVICE
No. CODE FAILURE DESCRIPTION DISPLAY CONDITIONS
Display conditions, display in service code,
1 A000 Short circuit in output
trouble data display mode.
2 A001 Short circuit in lamp output
Display when lamp check switch is pressed
3 A002 Short circuit in central warning lamp output for at least 2.5 seconds and then released.
4 A003 Short circuit in alarm buzzer output
Display in service code, trouble data display
5 A011 Fault in network
mode
Network system connection data does not
6 A012
match
7 A013 Fault in network — transmission controller
8 A014 Fault in network — PMC Display when lamp check switch is pressed
for at least 2.5 seconds and then released.
9 A015 Fault in network — engine controller
10 A016 Fault in network — suspension controller
11 A018 Fault in model selection data
12 A019 Fault in option data
13 A021 Abnormal drop in air pressure
Engine cooling temperature overheat
14 A022
warning
15 A023
warning
16 A024 Brake oil temperature overheat warning
SELF-DIAGNOSTIC SERVICE CODE TABLE

ACTION TAKEN BY SELF-DIAGNOSTIC DEVICE AND PROBLEMS ON TRUCK
MONITOR PANEL SYSTEM
FAULT TROUBLESHOOTING
CODE FAULT CONDITION POSSIBLE CAUSE NOTE: Check wiring harness circuits and components listed below for
short circuit, open circuit, etc.
1. Fault between lamp (+) and monitor panel. (Refer to P-16, 18, 20, 22,
A001 Short circuit in lamp output Short circuit in output 24, 26, 28, 30, 32, 34, 36, 38, 40, 42 for troubleshooting details.)
2. Defective lamp
1. Between (+) DP08 pin 2 and WL pin 2.
Short circuit in Central
A002 Warning Lamp output Short circuit in output 2. Defective central warning lamp
1. Between (+) DP08 pin 2 and BZ pin 2.

Short circuit in alarm buzzer
A003 output Short circuit in output 2. Defective alarm buzzer
1. Incorrect shift controller model selection setting

Network system fault Connection data does
A012 not match
1. Between (+) DP05 pin 3, TMD pin 10, and ATC4 pin 6.
2. Between (+) DP05 pin 4, TMD pin 12, and ATC4 pin 12.
3. Between (-) DP05 pin 5, TMD pin 9, and ATC4 pin 10.
Transmission 4. Between (-) DP05 pin 5, TMD pin 11, and ATC4 pin 10.
A013 Network system fault Controller system 5. Defective shift controller
1. Between (+) DP05 pin 3 and PMC pin 1.

A014 Network system fault PMC system 3. Between (-) DP05 pin 5 and PMC pin 3.
4. Defective PMC
1. Between (+) DP05 pin 3, SU3 pin 9, and SSP1 pin 1.

2. Between (+) DP05 pin 4, SU3 pin 13, and SSP1 pin 12.
Suspension 3. Between (-) DP05 pin 5, SU3 pin 12, and SSP2 pin 9.
A016 Network system fault Controller 4. Between (-) DP05 pin 5, SU3 pin 14, and SSP2 pin 9.
5. Defective Suspension Controller
1. Incorrect Shift Controller model selection setting.

2. Between (+) DP05 pin 3, TND pin 10, and ATC4 pin 6.
3. Between (+) DP05 pin 4, TND pin 12, and ATC4 pin 12.
4. Between (-) DP05 pin 5, TND pin 9, and ATC4 pin 10.
A018 Network system fault Model selection data 5. Between (-) DP05 pin 5, TND pin 11, and ATC4 pin 20.
6. Defective Shift Controller.

A019 Network system fault Option data 3. Between (+) DP05 pin 5 and PMC pin 3.
4. Defective PMC.

CONDITION WHEN NORMAL CONTROLLER ACTION TRUCK SYMPTOMS
NOTE: Use a DMM to verify voltage or
WHEN FAULT IS DETECTED WHEN FAULT IS PRESENT
resistance values listed below.
1. Other mechatronics caution lamp flashes.
Lamp ON: Voltage between monitor panel
2. Displays action code. Applicable lamp always OFF.
connector and chassis ground: <0.1 volts
3. Applicable lamp forcibly turned OFF.
Central Warning Lamp ON: Voltage 1. Other mechatronics caution lamp flashes.
between DP08 pin 1 and WL pin 2 <0.1 2. Displays action code. Central Warning Lamp always OFF.
volts. 3. Central Warn. Lamp forcibly turned OFF.
Buzzer ON: Voltage between DP08 pin 2
2. Displays action code. Buzzer does not sound.
and BZ pin 2 <0.1 volts.
3. Alarm buzzer forcibly stopped.
1. Other mechatronics caution lamp flashes. If the setting is for a truck with the electronic
Shift Controller model selection setting
governor specification, engine output will
and actual mounting condition of
2. Displays action code. decrease and engine speed may not
Controller in network match.
increase.
1. Resistance between (+) DP05 pin 3, 1. Other mechatronics caution lamp flashes.
TMD pin 10, ATC4, pin 6 is 0 ohms.
2. Resistance between (+) DP05 pin 4, 2. Displays action code. For trucks with electronic governor
TMD pin 12, ATC4, pin 12 is 0 ohms. specification, the engine mode switching,
3. Display is fixed for all data from Transmission the engine mode selection, or AISS may
3. Resistance between (-) DP05 pin 5,
Controller (speedometer, tachometer, gauges, not work. Engine output may be reduced or
TMD pin 9, ATC4, pin 10 is 0 ohms. speed may not increase.
etc.)
TMD pin 11, ATC4, pin 10 is 0 ohms.
1. Resistance between (+) DP05 pin 3 1. Other mechatronics caution lamp flashes.
and PMC pin 1 is 0 ohms. MOM may not function properly at times.
2. Resistance between (+) DP05 pin 4 2. Displays action code. For trucks with electronic governor
and PMC pin 2 is 0 ohms. specification, the engine output may be
3. Resistance between (-) DP05 pin 5 and reduced or the speed may not increase.
PMC pin 3 is 0 ohms.
1. Resistance between (+) DP05 pin 3, 1. Other mechatronics caution lamp flashes.
SU3 pin 9, SSP1 pin 2 is 0 ohms.
2. Resistance between (+) DP05 pin 4, 2. Displays action code.
SU3 pin 13, SSP1 pin 12 is 0 ohms. In some cases, suspension control is
3. Resistance between (-) DP05 pin 5, 3. Suspension mode display does not change or inoperable.
SU3 pin 12, SSP2 pin 9 is 0 ohms. all lamps go out.
SU3 pin 14, SSP2 pin 9 is 0 ohms.
1. Shift Controller model selection setting 1. Other mechatronics caution lamp flashes.
is correct.
2. Resistance between (+) DP05 pin 3, 2. Displays action code.
TND pin 10, ATC4 pin 6 is 0 ohms. In some cases, the transmission may
3. Resistance between (+) DP05 pin 4, remain in neutral or the engine may remain
3. In addition to 1 & 2, only the speed unit, turn
TND pin 12, ATC4 pin 12 is 0 ohms. at low idle.
signal lamp, and high beam pilot lamp are
4. Resistance between (-) DP05 pin 5, displayed.
TND pin 9, ATC4 pin 10 is 0 ohms.
TND pin 11, ATC4 pin 10 is 0 ohms.
1. Resistance between (+) DP05 pin 3
and PMC pin 1 is 0 ohms. MOM may not function properly. For trucks
2. Resistance between (+) DP05 pin 4 with electronic governor specification, the
2. Displays action code. engine output may be reduced or speed
and PMC pin 2 is 0 ohms.
3. Resistance between (+) DP05 pin 5 may not increase.
and PMC pin 3 is 0 ohms.

FAULT
CODE FAULT CONDITION POSSIBLE CAUSE
TROUBLESHOOTING
A004 Fault in engine control Refer to “Electrical Troubleshooting”.

CONTROLLER ACTION TRUCK SYMPTOMS
CONDITION WHEN NORMAL
WHEN FAULT IS DETECTED WHEN FAULT IS PRESENT
1. Engine mechatronics caution lamp flashes. In some cases, the engine may not start.
2. Displays action code. Engine output may be reduced or the speed
3. Engine Stop Lamp (red) flashes. may not increase.
3. Engine Protection Lamp (blue) flashes. may not increase.
3. Engine Check Lamp (yellow) flashes. may not increase.

TROUBLESHOOTING
P-1 Check pattern for wiring harnesses between modules
NOTE: When troubleshooting the monitor panel, if the The following instructions must be followed when trou-
item in the troubleshooting flow chart or the item in the bleshooting the monitor panel and associated compo-
“remedy” column indicates “carry out check of wiring nents and wire harnesses:
harnesses between modules”, refer to the number
• Be certain all harnesses are properly inserted in
displayed in the following tables and check the female
the mating connectors.
connector of the wiring harnesses between modules.
• Before removing any harness connector, be cer-
tain the key switch is in the OFF position.
• The key switch must remain in the OFF position
when performing the following checks on the wir-
ing harnesses.
Be certain truck wheels are blocked to prevent • Visually inspect harnesses and connectors for
movement during troubleshooting procedures. physical damage, insulation cracks, pin damage
etc.
X Y
No. SIGNAL NAME
CONNECTOR PIN No. CONNECTOR PIN No.
DP11 1
A-1 1 VB (20V)
DP04 1
A-2 2 LCD TX OUT DP10 3
A-3 3 LCD TX IN DP04 4
DP10 4
A-4 4 SCK
DP04 5
DP10 5
A-5 5 LCD LOAD
DP02 DP04 6
DP10 6
A-6 6 LCD COM
DP04 7
DP10 7
A-7 7 RESET DP04 8
DP12 4
DP10 8
DP11 2
A-8 8 GND DP08 16
DP05 12
DP12 2
A-9 1 P/S DATE DP04 3
DP10
A-10 2 SHIFT/LOAD DP04 2
TABLE a. WIRING HARNESS CONTINUITY CHECK

NOTE: Circuit between “X” and “Y” connector must have continuity.

No. CONNECTOR PIN No. SIGNAL NAME
B-1 1 VB (20V)
B-2 2 LCD TX OUT
B-3 3 LCD TX IN
DP02
B-4 4 SCK
B-5 5 LCD LOAD
B-6 6 LCD COM
B-7 7 RESET
B-8 1 P/S DATE
DP10
B-9 2 SHIFT/LOAD
TABLE b. WIRING HARNESS GROUND CHECK

NOTE: Above circuits must be isolated from chassis ground.

X Y
No. SIGNAL NAME
CONNECTOR PIN No. CONNECTOR PIN No.
C-1 DP05 12
C-2 1
C-3 2
C-4 POWER 3
C-5 DP05 6 SUPPLY DP02 4
C-6 (+24V) 5
C-7 6
C-8 7
C-9 8
C-10 1
DP10
C-11 2
C-12 2
C-13 3
C-14 DP02 4
C-15 DP02 1 VB(20V) 5
C-16 6
C-17 7
C-18 1
DP10
C-19 2
C-20 3
C-21 4
C-22 DP02 5
DP02 2 LCD TX OUT
C-23 6
C-24 7
C-25 1
DP10
C-26 2
C-27 4
C-28 DP02 5
C-29 DP02 3 LCD TX IN 6
C-30 7
C-31 1
DP10
C-32 2
C-33 5
C-34 DP02 6
C-35 DP02 4 SCK 7
C-36 1
DP10
C-37 2
C-38 6
DP02
C-39 DP02 5 LCD LOAD 7
C-40 1
DP10
C-41 2
C-42 DP02 7
C-43 DP02 6 LCD COM 1
DP10
C-44 2
C-45 1
DP02 7 RESET DP10
C-46 2
C-47 DP10 1 P/S DATE DP10 2
TABLE c. HARNESS SHORT CIRCUIT CHECK
NOTE: No continuity should exist between “X” and “Y”

P-2 Nothing on Monitor Panel Operates
• Before troubleshooting, verify all connectors related to the wiring har-

nesses between the modules are properly inserted.
• Always connect any disconnected connectors before going on to the next
step.
• Refer to P-1 for Table b.

P-3 LH, RH Module and fuel gauge do not operate

step.
• Refer to P-1 for Table b.

P-4 LH, RH Module and fuel gauge do not operate

step.
• Refer to P-1 for Table a or b.

P-5 RH Module does not operate

step.
• Refer to P-1 for Table a.

P-6 LH module does not operate
step.
• Refer to P-1 for Table a and b.

P-7 Odometer does not operate

step.

P-8 Service meter does not operate correctly

step.

P-9 Central Warning Lamp does not operate, or monitor panel detects
fault code (monitor panel display) [A002]

step.

P-10 Central warning lamp stays ON

step.

P-11 Alarm buzzer does not operate. or Monitor Panel detects
fault code A003:

step.

P-12 Alarm buzzer continues to sound

step.

P-13 All data from Shift Controller (speedometer, tachometer, shift
indicator, etc.) is faulty (nothing is displayed, or display does not
change), or
Monitor Panel
detects service code
A013: or service
code A0018:
• Before troubleshooting, verify all connectors re-
lated to the wiring harnesses between the mod-
ules are properly inserted.
• Always connect any disconnected connectors be-
fore going on to the next step.

P-14 Suspension mode, power/economy mode displays are
faulty(nothing is displayed, or display does not change), or
Monitor Panel detects
service code A016:
• Before troubleshooting, verify all
connectors related to the wiring har-
nesses between the modules are
properly inserted.
• Always connect any disconnected
connectors before going on to the
next step.

P-15 Gauge displays are faulty (nothing is displayed or display does not
change)
step.
• Refer to P-1 for Tables a and b.

P-16 Cooling water level drop caution lamp does not operate, or Monitor
Panel detects service code A001:

properly inserted.
next step.

P-17 Cooling water level drop caution lamp stays ON

step.

P-18 Emergency steering pilot lamp does not operate, or monitor panel
detects service code A001:

properly inserted.
next step.

P-19 Emergency steering pilot lamp stays ON

step.

P-20 Engine oil pressure drop caution lamp does not operate, or monitor
panel detects service code
A001:
properly inserted.
next step.

P-21 Engine oil pressure drop caution lamp stays on.

step.

P-22 Exhaust brake (Optional) pilot lamp does not operate, or monitor
panel detects service code A001:
• Before troubleshooting, verify all connec-

tors related to the wiring harnesses be-
tween the modules are properly inserted.
• Always connect any disconnected connec-
tors before going on to the next step.

P-23 Exhaust brake pilot lamp stays on (Optional)

step.

P-24 Charging circuit fault caution lamp does not operate. or monitor
• Before troubleshooting, verify all connectors

related to the wiring harnesses between the
modules are properly inserted.
• Always connect any disconnected connectors
before going on to the next step.

P-25 Charging circuit fault caution lamp stays ON

step.

P-26 Transmission filter clogging caution lamp does not operate, or
monitor panel detects
service code A001:

• Always connect any disconnected con-
nectors before going on to the next step.

P-27 Transmission filter clogging caution lamp stays ON

step.

P-28 Brake stroke caution lamp does not operate, or
monitor panel detects
service code A001:
properly inserted.
next step.

P-29 Brake stroke caution lamp stays on

step.

P-30 Preheating switch pilot lamp does not work, or monitor panel

P-31 Preheating switch pilot lamp stays on.

step.

P-32 Tilt warning lamp does not operate, or monitor panel detects
service code A001:
• Before troubleshooting,
verify all connectors related
to the wiring harnesses be-
tween the modules are
properly inserted.
• Always connect any discon-
nected connectors before
going on to the next step.

P-33 Tilt warning lamp stays on.

step.

P-34 Body FLOAT (except FLOAT) pilot lamp does not operate, or
monitor panel detects service code A001:


P-35 Body FLOAT (except FLOAT) pilot lamp stays on.

step.

P-36 Rear brake pilot lamp does not work, or monitor panel detects
service code A001:
• Before troubleshooting, verify all con-
nectors related to the wiring harnesses
between the modules are properly in-
serted.
nectors before going on to the next
step.

P-37 Rear brake pilot lamp stays on

step.

P-38 Parking brake pilot lamp does not operate, or monitor panel detects
service code A001:

P-39 Parking brake pilot lamp stays on

step.

P-40 Maintenance caution lamp does not operate, or monitor panel


P-41 Maintenance caution lamp stays on

step.

P-42 Steering oil temperature caution lamp does not operate, or monitor
• Before troubleshooting, verify all connectors re-

lated to the wiring harnesses between the mod-
ules are properly inserted.
• Always connect any disconnected connectors be-
fore going on to the next step.

P-43 Steering oil temperature caution lamp stays on
step.

P-46 High beam display does not light up
step.
Refer to following page for related electrical circuit diagram

P-46 High beam display does not light up (Continued from previous
page)

P-47 Turn signal lamp (right) does not light up
• Before troubleshooting, verify all connectors related to the wiring harnesses be-

P-48 Turn signal lamp (left) does not light up
• Before troubleshooting, verify all connectors related to the wiring harnesses between the

P-49 Lamp check switch does not operate

P-50 AISS switch does not operate

P-51 Exhaust brake switch does not operate (Optional)

P-52 Mode change switch (1) does not operate

P-53 Mode change switch (2) does not operate

P-54 KPH/MPH speedometer unit selector does not operate

P-55 Improper operation of all switch inputs

P-56 Monitor panel detects service
codes A014 or A019:

P-58 Monitor panel detects service code A011:
• The monitor panel saves trouble data for problems detected as [A013], [A014], [A015], [A016], [A018], or [A019]
together as service code [A011].
• If [A013], [A014], [A015], [A016], [A018], or [A019] are currently being detected, carry out repairs according to
the respective troubleshooting.
• If [A013], [A014], [A015], [A016], [A018], or [A019] are not currently being detected, the system has been reset
so the condition is normal.
• The monitor panel saves trouble data for problems detected as [A001], [A002], or [A003] together as fault code
[A000].
• If [A001], [A002], or [A003] are currently being detected, carry out repairs according to the respective troubleshoot-
ing.
• If [A001], [A002], or [A003] are not currently being detected, the system has been reset so the condition is normal.

NOTES

ENGINE ELECTRONIC DIAGNOSTIC SYSTEM
The following information relates to the engine elec- When the keyswitch is turned
tronic diagnostic system. The controls are located on “On”, the lamps (7,8, 9) should
the Operator’s center console (items 7, 8, 9, 11, & 12, illuminate for about 2 seconds
Figure 7-1). and then turn “ Off” , if no
“faults” are detected in the sys-
If an abnormal engine condition develops, the control
tem. This is a system lamp test.
system will record a “fault” code associated with that
condition. By use of a series of indicator lamps and
switches, the system will display the numerical “fault”
code. If a light remains
ON, or if a light
Release Button FLASHES, then
a c ti v e “ faul ts”
have been de-
tected by the sys-
tem and the
e ng i ne s houl d
not be started un-
til the condition
h a s b ee n c o r-
rected.
Refer to DETERMING “FAULT” CODES.
During engine operation, if a “fault” is detected in the

system, a light associated with that condition will turn
“ON” and stay on for “Warning faults”, or it will turn
“ON” and “FLASH” for more severe faults that can
affect engine operation and require immediate atten-
tion.
FIGURE 7-1. CENTER CONSOLE

• “Warning” faults (light ON) are ones that require
attention in the near future, but in most conditions
1. Transmission Range Selector (Shift Lever) will not greatly affect performance.
2. Shift Limiter Switch
3. Power Mode Selector Switch • “Severe” faults (light FLASHING) are ones that
4. Emergency Steering Switch require immediate attention, because the engine
5. Emergency Brake Lever could be significantly affected.
6. Parking Brake Valve Lever Active fault conditions MUST be corrected as soon
7. Engine Shutdown Warning Light as possible.
8. Engine Maintenance Light
9. Engine Maintenance Light
10. This space not currently used.
11. Engine Fault Code Switch
12. Engine Diagnostic Switch
D07002 Engine Electronic Diagnostic System D7-1

Engine Shutdown Light (Stop Engine) Fault Check Switch (11, Figure 7-1)
(7, Figure 7-1)
This Fault Check switch, when moved to the
When illuminated, this red engine “ON” (down) position, may be used to acti-
shutdown light vate the engine electronic control system
indicates that a diagnostic codes. When the system detects
serious engine a “fault” and one of the indicator lamps (7,
problem exists. 8, 9) illuminates as previously described,
this switch will permit determination of the
kind of “fault(s)” detected.
The “fault” can be engine disabling. Stop the truck in

a safe area, as soon as possible. Shutdown the engine Fault Scroll Switch (12, Figure 7-1)
and notify Maintenance personnel immediately.
This Fault Scroll switch may be used to
scroll through the recorded faults held in
memory.
Engine Maintenance Light (Check Engine)
It will display only active fault codes.
(8, Figure 7-1)
To display the next active fault code, move the switch
This amber/yellow light, when illu-
lever to the “up” position momentarily and release
minated, indicates an engine “fault”
(switch is spring-loaded to the center “OFF” position).
exists. Current engine operation
may proceed, but the machine Activating the switch again will advance to the next
should be scheduled for check- fault code, etc. Once all active fault codes have been
out/repair as soon as practical. displayed, the fault code display sequence will be
repeated, starting from the first fault code.
Moving the switch lever to the “down” position momen-
tarily and releasing, permits the system to scroll (as
Engine Maintenance Light (Protect Engine
described above) backwards through the fault “list”.
(9, Figure 7-1)
This blue engine maintenance

light, when illuminated, indicates
an “out-of-range” condition exists
within the fuel temperature, cool-
ant, oil, or intake air system(s) of
the engine.
The light may show initially as a constant “On”, but will

go to “flashing On”, if the condition is allowed to get
worse. Serious engine damage will occur if operation
is continued without correcting the “fault”.
D7-2 Engine Electronic Diagnostic System D07002

Determing “Fault” Codes EXITING THE DIAGNOTICS MODE
1. To determine an active “fault”, turn the keyswitch
to the “OFF” position and wait until the engine Starting the engine,
completely stops. o r t u r n i n g t he
k e y swi tch to the
OFF position, will
2. Turn keyswitch to “ON” position (engine NOT EXIT the diagnos-
running) and hold the Fault Check switch (11) in tics fault flash mode.
the “ON” position.
If active fault codes have been determined as de-

scribed previously, refer to the appropriate Komatsu
engine manual.
3. If there is an active fault:

a. The amber/yellow Engine Maintenance light (8)
will flash once.
b. There will be a 1-2 second pause, and then the
red Engine Shutdown light (7) will flash out the
three digit diagnostic code.
Each digit is indicated with up to nine light
flashes for each digit. There is a short pause
between each digit of the fault code.
c. After all three digits are flashed, the yellow lamp
will flash once, and then the red lamp will
repeat the same fault code sequence as be-
fore.
4. The system will continue to flash the same fault

code until the Fault Scroll Switch (12) is activated
again.

Fault Code Information (T01-001)
FAULT
PID (P) SPN
CODE REASON EFFECT (Only when fault code is active)
SID (S) FMI
LAMP
Error internal to the Electronic Control Module (ECM) related to
111 629
S254 the memory or hardware or internal microprocessor Engine will not start.
Red 12
communications failures.
No action by the ECM is taken.
113 635 More than 6.2 amps detected at timing sleeve actuator circuit The engine may have low power outputs,
S020
Yellow 3 pin 6 of the engine harness. loud combustion noise, and produce black
smoke.
114 635 Less than 1.0 amp is detected at the timing sleeve actuator No action by the ECM is taken.
S020
Yellow 4 circuit pin 6 of the engine harness. Engine emits white smoke and loses power.
122 102 More than 4.72 volts is detected at the intake manifold air
P102 Engine power derate to no-air setting.
Yellow 3 pressure sensor signal pin 45 of the engine harness.
123 102 Less than 0.33 volts is detected at the intake manifold air
P102 Engine power derate to no-air setting.
131 091 More than 4.20 volts is detected at the throttle position signal Calibration-dependent power and speed
P091
Red 3 or 4 pin 30 of the OEM interface harness. derate.
132 091 Less than 0.13 volts is detected at throttle position signal pin 30 Calibration-dependent power and speed
P091
Red 3 or 4 of the OEM interface harness. derate.
133 091 More than 4.82 volts is detected at the remote throttle position Calibration-dependent power and speed
P091
Red 3 or 4 signal pin 9 of the OEM interface harness. derate.
134 091 Less than 0.12 volts is detected at the remote throttle position Calibration-dependent power and speed
P091
Red 3 or 4 signal pin 9 of the OEM interface harness. derate.
135 100 More than 4.88 volts is detected at oil pressure sensor signal
P100 Engine protection for oil pressure is disabled.
Yellow 3 or 4 pin 33 of the engine harness.
141 100 Less than 0.31 volts is detected at the oil pressure sensor
P100 Engine protection for oil pressure is disabled.
Yellow 3 or 4 signal pin 33 of the engine harness.
Low oil pressure has been detected. Voltage signal at oil
pressure signal pin 33 of the engine harness indicates oil Depending upon calibration, progressive
143 100
P100 pressure lower than 69 kPa (10 psi) at engine speeds less than power derate and engine shutdown with
Blue 1
800 rpm; 155 kPa (22.5 psi) at 1200 rpm; 241 kPa (35 psi) increasing time after alert.
above 1600 rpm.
144 110 More than 4.95 volts is detected at the coolant temperature Engine protection for coolant temperature is
P110
Yellow 3 signal pin 23 of the engine harness. disabled.
145 110 Less than 0.21 volts is detected at the coolant temperature Engine protection for coolant temperature is
P110
Yellow 4 signal pin 23 of the engine harness. disabled.
147 091 A frequency of less than 150 Hz has been detected at the Calibration dependent power and speed
P091
Red 8 frequency throttle signal, pin 14 of the engine harness. derate.
A frequency of more than 400 Hz has been detected. Voltage
148 091 Calibration dependent power and speed
P091 signal pin 22 indicates coolant temperature above 100°C
Red 8 derate.
(212°F).
Calibration dependent progressive power and
151 110 High coolant temperature has been detected. Voltage signal at
P110 speed derated and engine shutdown as
Blue 0 coolant temperature above 100°C (212°F).
temperature increases over thresholds.
153 105 More than 4.88 volts is detected at intake manifold air Engine protection for intake manifold air
P105
Yellow 3 temperature signal pin 34 of the engine harness. temperature
154 105 Less than 0.08 volts is detected at intake manifold air Engine protection for intake manifold air
P105
Yellow 4 temperature signal pin 34 of the engine harness. temperature
High intake air manifold temperature has been detected. Depending on the calibration, a progressive
155 105
P105 Voltage signal at intake manifold air temperature signal pin 34 power and speed derate and engine shutdown
Blue 0
indicates intake manifold air temperature above 104°C (220°F) as the temperature increases over thresholds.
166 733 The rack position sensor indicates that the rack position is
S024 No action by the ECM is taken.
Yellow 3 greater than a calibrated threshold.

FAULT
PID (P) SPN
SID (S) FMI
LAMP
172 638 Fuel control rack is stuck in a position commanding
S023 Engine shutdown
Red 6 excessive fueling to the engine
173 638 Fuel control rack is stuck in a position providing adequate,
S023 No action is taken by the ECM.
Yellow 7 or less than adequate, fueling to the engine.
184 609 Module identification at powerup will fail, both
S233 Primary and/or secondary ECM identification error.
Red 2 modules will run as slaves.
221 108 More than 4.78 volts is detected at the ambient air
P108 No action is taken by the ECM.
Yellow 3 or 4 pressure signal pin 32 of the engine harness.
222 108 Less than 0.20 volts is detected at the ambient air pressure
P108 No action is taken by the ECM.
Yellow 4 signal pin 32 of the engine harness.
231 109 More than 4.72 volts is detected at the coolant pressure
P109 Engine protection for coolant pressure is disabled.
Yellow 3 sensor signal pin 24 of the engine harness.
232 109 Less than 0.33 volts is detected at the coolant pressure
P109 Engine protection for coolant pressure is disabled.
Low coolant pressure has been detected. Voltage signal at
coolant pressure siganl pin 24 of the engine harness Calibration dependent progressive power and
233 109
P109 indicates coolant pressure lower than 28 kPa (4 psi) at 800 speed derate and engine shutdown with
Blue 1
rpm; 41 kPa (6psi) at 13000 rpm; 76 kPa (11psi) at 1800 increasing time after alert.
rpm kPa (15 psi) above 2100 rpm.
The EHAB (fuel shutoff valve) is de-energized,
234 190 Engine speed signals on pin 17 of the engine harness (closed). The EHAB (fuel shutoff valve) is
P190
Red 0 indicate an engine speed greater than 2650 rpm. reenergized (opened) when engine speed falls
below 2130 rpm.
Low coolant level has been detected. Voltage signal on Calibration-dependent progressive power and
235 111
P111 the coolant level signal pin 37 of the engine harness speed derate, and engine shutdown with
Blue 1
indicates low radiator coolant level in the vehicle. increasing time after alert.
252 098 Low voltage detected at the lubricating oil level sensor
P098 No action taken by the ECM.
Yellow 2 supply pin 49 of the engine harness.
253 98 Voltage signal on the oil level signal pin 49 of the engine
P098 Engine will not start.
Blue 1 harness indicates low oil level in the engine.
No action is taken by the ECM. Low voltage to the
254 632 Less than 16.5 volts detected at fuel shutoff valve solenoid EHAB will cause it to stop fuel flow to teh
S017
Red 4 supply pin 43 of the engine harness. corresponding pump, and shut down that engine
bank.
259 632 ECM commands rack position to xero, which stops
S017 EHAB (fuel shutoff valve) is open and will not close.
Red 7 fueling corresponding engine bank.
342 630
S253 The primary and secondary ECM calibrations do not match. Engine will not start.
Red 13
343 629
S254 Microprocessor communication error internal to the ECM. Variable; performance will or will not be affected.
Yellow 12
Power down data (which includes maintenance
346 630
S253 ECM power down internal data store error. monitoring, current ECM/engine delta times, and
OFF 12
past fault data) are lost.
Very low oil pressure has been detected. Voltage signal at
oil pressure signal pin 33 of the engine harness indicates Calibration dependent progressive power and
415 100
P100 oil pressure lower than 800 rpm; 121 kPa (17.5 psi) at speed derate and engine shutdown with
Blue 1
1200 rpm; 207 kPa (30 psi) at engine speeds greater than increasing time after alert.
1600 rpm.
Voltage detected simultaneously on both the coolant level
422 111
P111 high and low signal pins 27 and 37 of the OEM interface No action taken by the ECM.
Yellow 2
harness, or no voltage detected on either pin.
Voltage detected simultaneously on both the idle validation,
431 091,607
P091 off-idle and idle-signal pins 25 and 26 of the OEM interface None on performance.
Yellow 2 or 4
harness.

FAULT
PID (P) SPN
SID (S) FMI
LAMP
Voltage detected at idle validation on idle signal pin 26 of
the OEM harness when voltage at accelerator position
signal pin 30 of the OEM harness indicates pedal is not at
432 091 Engine will not respond to accelerator.
P091 idle, or voltage detected at idle validation off-idle signal pin
Red 13 Engine will idle only.
25 of the OEM harness when voltage at accelerator
position signal pin 30 of the OEM harness indicates pedal
is at rest.
441 168 Less than 9 volts battery voltage detected at the engine ECM voltage supply approaching a level at which
P168
Yellow 1 harness. unpredictable operation will occur.
442 168
P168 More than 34 volts battery voltage detected at ECM. ECM damage will occur.
Yellow 0
524 113 Voltage detected at pin 22 of the engine harness is out of Droop setting defaults to switch position "1" (or
P113
Yellow 2 range. normal) preprogrammed droop
527 702 Less than 17 volts detected at solenoid supply pin 41 of the
S040 No action is taken by the ECM.
Yellow 3 engine harness.
528 093 Voltage detected at pin 39 of the OEM interface harness is Torque curve setting defaults to switch position 2 (or
P093
Yellow 3 out of range. lowest) preprogrammed torque curve.
No voltage detected simultaneously on both the idle
551 091
P091 validation off-idle and idle-signal pins 25 and 26 of the Engine will default to zero percent throttle.
Yellow 2 or 4
OEM interface harness.
High crankcase blowby pressure has been detected. Calibration dependent progressive power and
555 101
P101 Voltage signal at blowby pressure signal pin 25 indicates speed derate and engine shutdown with increasing
Blue 0
blowby pressure above 368 mm H20 (14.5 in H20). time after alert.
719 101 More than 4.94 volts detected at the blowby pressure
P030 Engine protection for blowby flow rate is disabled.
729 101 Less than 0.29 volts detected at the crankcase blowby
P101 Engine protection for blowby flow rate is disabled.

ELECTRICAL SPECIFICATIONS
This diagram is provided as a diagnostic tool for trained, experienced technicians only. Improper trouble-
shooting or repair can result in severe personal injury or death or property damange. See important
instructions in the Shop Manual.
DATA LINK ALL SHORTS TO GROUND

Resistance between positive/negative wires 55 to 65 No short circuit if more than 100 k
ALL CONTINUITY CHECKS SHORT CIRCUIT TO EXTERNAL VO

No open circuit if less than 10 No short circuit if less than 1.5 VDC
EHAB (FUEL SHUTOFF VALVE) RACK ACTUATOR

Internal Resistance 38.5 to 43.5 Coil Resistance
7.0 to 9.0
ESS/EPS VOLTAGE RANGES
Low Signal
Less than 0.4 VDC
High Signal
Greater than 4.5 VDC
SENSOR SPECIFICATIONS
OIL OR COOLANT PRESSURE SENSOR AMBIENT AIR PRESSURE SENSOR

Torque = 14 N*m [10 ft - lb] Torque = 23 N*m [17 in - lb]
Pressure (kPa) Pressure (psi) Voltage (V) mmHg inHg Voltage (v)
0 0 0.39-0.58 259 10.2 1.67-1.99
172 25 1.39-1.61 517 20.4 3.05-3.29
344 50 2.39-2.61 621 24.4 3.58-3.82
517 75 3.39-3.61 776 30.5 4.38-4.62
689 100 4.39-4.61
INTAKE MANIFOLD PRESSURE SENSOR ALL TEMPERATURE SENSORS

Torque = 14 N*m [10 ft - lb] Torque = 14 N*m [10 in - lb]
Pressure (kPa) Pressure (psi) Voltage (V) Altitude (m) Altitude (ft) Voltage (v)
0 0 0.41-0.59 104 15 0.43-0.57
69 10 1.21-1.39 586 85 1.62-1.76
138 20 2.01-2.19 931 135 2.48-2.60
207 30 2.81-2.99 1276 185 3.32-3.46
276 40 3.61-3.79 1620 235 4.15-4.33
345 50 4.41-4.59 1725 250 4.41-4.59

NOTES

HYDRAULIC AND MECHANICAL SYSTEMS TROUBLESHOOTING
H-1 Truck does not move . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-2

H-2 Truck does not travel smoothly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-4
H-3 Lock-up clutch cannot be disengaged . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-4
H-4 Excessive shock when starting or shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-4
H-5 Transmission does not shift up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-5
H-6 Truck lacks power or speed when moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-6
H-7 Time lag is excessive when starting or shifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . D8-10
H-8 Torque converter oil temperature is high . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-12
H-9 Torque converter oil pressure is low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-13
H-10 Front brakes are ineffective, or effective only on one side . . . . . . . . . . . . . . . . . . . . . . . D8-14
H-11 Rear brakes are ineffective, or effective on one side only . . . . . . . . . . . . . . . . . . . . . . . D8-15
H-12 Steering wheel is difficult to turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-16
H-13 Steering wheel inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-17
H-14 Steering wheel vibrates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-17
H-15 Hoist cylinder lacks lifting force (lifting speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-18
H-16 Hoist cylinders do not operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-20
H-17 Excessive dump body hydraulic drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-22
H-18 Air pressure does not increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8-23
D08002 10/00 Hydraulic and Mechanical Systems Troubleshooting D8-1

H-1 Truck does not move
Checks before troubleshooting
Ask the operator the following questions: • Is the transmission oil level correct?
• Did the problem suddenly happen? • Is the torque converter, transmission input
YES = Internal seizure, damage shaft broken? (Check with the transmission
• When this happened, was there any abnor- input shaft speed sensor.)
mal noise? • Is the drive shaft broken?
YES = Broken part • Are the brakes dragging?
No. PROBLEM CAUSE REMEDY

a. Clogged strainer Clean
1 Abnormal noise from between pump and filter
b. Air sucked in at suction side of pump Repair
a. Defective pump Replace
b. Drop in pressure of main relief valve (torque converter Repair or
Truck does not start in any gear range. valve) replace
2
(Item No. 1 is normal) c. Internal transmission damage Replace
d. Internal torque converter damage Replace
e. Defective speed sensor Replace
a. Defective ECMV Replace
b. Defective transmission clutch seal ring, groove Replace
c. Seized transmission clutch Replace
3 Truck starts normally in certain gear range
d. Defective speed clutch (oil leak) Replace
e. Defective shaft seal ring in speed clutch circuit Replace
f. Internal transmission damage Replace
g. Defective speed sensor Replace
4 Truck does not move when oil temperature rises b. Defective transmission clutch seal ring, groove Replace
c. Defective speed clutch (oil leak) Replace
d. Defective shaft seal ring in speed clutch circuit Replace
Low at every gear b. Air sucked in at suction side of pump Repair
5
range
c. Drop in pressure of main relief valve (torque converter Repair or
valve) replace
a. Defective ECMV Replace
Transmission oil
pressure is low Becomes lower at b. Defective transmission clutch seal ring, groove Replace
6
certain speed range
c. Defective speed clutch (oil leak) Replace
d. Defective shaft seal ring in speed clutch circuit Replace
Indicator is a. Clogged strainer Clean
unstable and
7
fluctuates b. Air sucked in at suction side of pump Repair
excessively
When pressure pickup port plug is removed and
8 a. Pump does not turn (defective PTO) Replace
engine is cranked, no oil comes out.
9 Modulation pressure is abnormal a. Defective ECMV Replace
a. Drop in pressure of main relief valve (torque converter Repair or
10 Hydraulic pressure at pump outlet port is low
valve) replace
D8-2 Hydraulic and Mechanical Systems Troubleshooting D08002 10/00

CLUTCH
GEAR L 4th
H 3rd 2nd 1st R
RANGE (rotating) (rotating)
R
N
F1
F2
F3
F4
F5
F6
F7
CLUTCH COMBINATION TABLE

H-2 Truck does not travel smoothly (truck jerks)
• Transmission hunts.
• Lock-up lamp flashes.
CAUSE REMEDY
Drop in main relief pressure
Refer to H-6
Worn clutch seal ring
H-3 Lock-up clutch cannot be disengaged (engine stalls)

• Is the level in transmission case correct?

a. Improper operation of lock-up solenoid valve Replace
1 Lock-up pressure does not drop to “0” Clean or
b. Improper operation of lock-up valve
Replace
Lock-up clutch is not disengaged even when lock-up
2 a. Seized lock-up clutch Replace
pressure is “0”
3 Operation of lock-up valve is normal a. Improper operation of lock-up solenoid valve Replace
Clean or
4 Operation of lock-up solenoid valve is normal a. Improper operation of lock-up valve
Replace
H-4 Excessive shock when starting to move or shifting

Determining Standard
There is some shock, but it is difficult to determine if the shock is excessive or not, so determine if it is excessive in
the following cases:
• It is clear that the shock has suddenly become excessive.
• The shock is excessive compared with other trucks of the same model.
Cause
• Improper operation due to dirt in the ECMV pressure control valve spool or flow detector valve spool. Im-
proper operation of the of the ECMV proportional solenoid.
• Improper operation due to dirt in the in the pressure control valve spool.

H-5 Transmission does not shift up
a. Does not shift up
• Shifts on downhill slopes.
CAUSE REMEDY
Slipping or damaged torque converter lock-up clutch Repair or replace
NOTE: The above is the most probable cause, but for details, see “Torque converter lock-up does not engage”.
b. Does not shift up
CAUSE REMEDY
Improper operation of ECMV for clutch which does not shift up Clean, repair, or replace
Defective piston seal ring, defective groove for clutch which does not shift up Replace
Drop in main relief pressure Adjust, clean, repair, or replace
CLUTCH
GEAR L 4th
H 3rd 2nd 1st R
R
N
F1
F2
F3
F4
F5
F6
F7

H-6 Truck lacks power or speed when moving
a. Problems at all gear ranges
• Is the oil level in the transmission case correct?
• Is there any external oil leakage from the piping or valve connections?
• Is the parking brake, service brake, or retarder dragging?
Checking for problems
• Engine high idle speed
• Torque converter stall speed
• Truck speed
• Transmission clutch pressure
• Torque converter lock-up pressure
• Main relief pressure.

b. Drop in pressure of main relief valve (torque converter Adjust, repair, or
valve) replace
2 Torque converter stall speed is high c. Defective operation of torque converter relief valve, Adjust or
weak spring replace
d. Cooler, piping beyond torque converter outlet port Repair or
damaged replace
e. Internal torque converter damage (turbine rivet broken) Replace
a. Drop in engine performance Repair
3 Torque converter stall speed is low
b. Defective torque converter stator clutch Replace
Low at every gear b. Defective pump Replace
4
range
c. Drop in pressure of main relief valve (torque converter Adjust, repair, or
valve) replace
Transmission pressure is low Indicator is a. Clogged strainer Clean
unstable and
5
fluctuates b. Air sucked in at suction side of pump Repair
excessively
Low after entering
6 torque converter a. See “Torque converter lock-up does not engage”
lock-up
a. Defective operation of torque converter relief valve, Adjust or
Hydraulic pressure at torque converter inlet port is weak spring replace
7
low (items 4 - 6 normal) b. Cooler, piping beyond torque converter outlet port Repair or
damaged replace
Hydraulic pressure at torque converter outlet port is a. Cooler, piping beyond torque converter outlet port Repair or
8
low (item 7 normal) damaged replace
Iron and aluminum particles stuck to strainer and a. Defective torque converter stator clutch Replace
9
drain plug of transmission case. b. Internal torque converter damage (turbine rivet broken) Replace
a. Drop in pressure of main relief valve (torque converter Adjust, repair, or
10 Hydraulic pressure at pump outlet port is low
valve) replace
11 When oil temperature rises, oil pressure drops a. Defective pump Replace

b. Torque converter lock-up does not engage
Ask the operator the following questions:

• Did the problem suddenly happen?
YES = Internal seizure, damage
• When this happened, was there any abnormal noise?
Yes = Broken part

• Is there any external oil leakage?
• Is current flowing to the lock-up solenoid? (Check using a voltmeter.)
Checking for problems:
• Main relief pressure
• Lock-up oil pressure
• Truck speed

Repair or
a. Drop in main relief valve pressure
replace
1 Main relief pressure is low
Repair or
b. Defective lock-up solenoid
replace
Repair or
a. Improper operation of lock-up solenoid valve spool
replace
2 With item 1 normal, lock-up pressure is low or “0” Repair or
b. Improper operation of lock-up valve spool
replace
c. Cracked lock-up clutch case Replace
Solenoid is normal in item 2 (proper continuity, no Repair or
3 a. Improper operation of lock-up valve spool
short circuit) replace
Solenoid is defective in item 2 (no continuity or short Repair or
4 a. Improper operation of lock-up solenoid valve spool
circuit) replace
a. Worn lock-up clutch piston seal ring Replace
5 With items 1 - 4 normal, lock-up pressure is low
b. Worn lock-up clutch disc Replace
6 Oil pressure is normal in item 5 a. Worn lock-up clutch disc Replace
7 Lock-up pressure is low and main pressure is also low a. Cracked lock-up clutch case Replace
Repair or
a. Improper operation of lock-up valve spool
8 Lock-up requires excessive time to engage replace
b. Worn lock-up clutch piston seal ring Replace

c)-1 Problems in some gear ranges (troubleshooting without using shift checker)

• Is the oil level in the transmission case cor-
rect?
• Is the parking brake, service brake, or re-
tarder dragging?
• Truck travel speed
TRANSMISSION
CONTROLLER
SELF-DIAGNOSTIC
DISPLAY
a. 2nd clutch disc worn or seized, seal ring worn Replace
(1) F1 is normal, but F2 is defective 2.5 3.5 4.5 4.5
1 b. Improper operation of 2nd clutch ECMV Replace
Returns to normal when replaced
(2) a. Improper operation of 2nd clutch ECMV Replace
with any ECMV except 2nd.
a. 1st clutch disc worn or seized, seal ring worn Replace
(1) F2 is normal, but F1 is faulty 2.4 3.4 4.4 5.4
2 b. Improper operation of 1st clutch ECMV Replace
(2) a. Improper operation of 1st clutch ECMV Replace
with any ECMV except 1st.
F1 and F2 are normal, but F3 is a. H clutch disc worn or seized, seal ring worn Replace
(1) 2.2 3.2 4.2 5.2
faulty b. Improper operation of H clutch ECMV Replace
3
(2) a. Improper operation of H clutch ECMV Replace
with any ECMV except H.
F1, F2, and F3 are normal, but F4 a. 3rd clutch disc worn or seized, seal ring worn Replace
(1) 2.6 3.6 4.6 5.6
is faulty b. Improper operation of 3rd clutch ECMV Replace
4
(2) a. Improper operation of 3rd clutch ECMV Replace
with any ECMV except 3rd.
a. 4th clutch disc worn or seized, seal ring worn Replace
(1) F1 - F5 are normal, but F6 is faulty 2.7 3.7 4.7 5.7
5 b. Improper operation of 4th clutch ECMV Replace
(2) a. Improper operation of 4th clutch ECMV Replace
with any ECMV except 4th.
F3, F5, and F7 are normal, but a. L clutch disc worn or seized, seal ring worn Replace
(1) 2.3 3.3 4.3 5.3
others are faulty b. Improper operation of L clutch ECMV Replace
6
(2) a. Improper operation of L clutch ECMV Replace
a. R clutch disc worn or seized, seal ring worn Replace
(1) Only R is faulty 2.8 3.8 4.8 5.8
7 b. Improper operation of R clutch ECMV Replace
(2) a. Improper operation of R clutch ECMV Replace
NOTE:
> Remove all dirt and mud from around the ECMV, and clean it before replacing.
> After replacing, tighten ECMV mounting bolts to 2.8 - 3.5 kg.m (20 - 25 ft. lbs) torque

CLUTCH
GEAR L 4th
H 3rd 2nd 1st R
R
N
F1
F2
F3
F4
F5
F6
F7

H-7 Time lag is excessive when starting to move, or shifting gear
• Is there any external oil leakage from the piping or valve joints?
• Is operation of control valve normal?
• Refer to “Standard Value Tables” to check if the time lag is actually excessive.

1 Noise comes from pump
There is a time lag when transmission is placed in
2 Repair or
any speed range b. Defective pump
replace
a. 2nd clutch disc worn or defective seal ring, worn groove Replace
3 F1 is normal, but there is time lag when shifting to F2
b. Improper operation of 2nd clutch ECMV Replace
a. 1st clutch disc worn or defective seal ring, worn groove Replace
4 F2 is normal, but there is time lag when shifting to F1
b. Improper operation of 1st clutch ECMV Replace
F1 and F2 are normal, but there is time lag when a. H clutch disc worn or defective seal ring, worn groove Replace
5
shifting to F3 b. Improper operation of H clutch ECMV Replace
F1, F2 and F3 are normal, but there is time lag when a. 3rd clutch disc worn or defective seal ring, worn groove Replace
6
shifting to F4 b. Improper operation of 3rd clutch ECMV Replace
a. Speed clutch oil leak Repair
F1 - F5 are normal, but there is time lag when b. Defective shaft seal ring in speed clutch circuit Replace
7
shifting to F6
c. 4th clutch disc worn or defective seal ring, worn groove Replace
d. Improper operation of 4th clutch ECMV Replace
F3, F5 and F7 are normal, but there is time lag when a. L clutch disc worn or defective seal ring, worn groove Replace
8
in other speed ranges b. Improper operation of L clutch ECMV Replace
a. R clutch disc worn or defective seal ring, worn groove Replace
9 There is a time lag in R
b. Improper operation of R clutch ECMV Replace
Transmission modulating pressure low when placed
10 Repair or
in any gear range c. Defective pump
replace
Repair or
d. Drop in main relief valve pressure
replace
Torque converter oil temperature goes above b. Air sucked in at suction side of pump Repair
11
operating range
Repair or
c. Defective pump
replace

CLUTCH
GEAR L 4th
H 3rd 2nd 1st R
R
N
F1
F2
F3
F4
F5
F6
F7

H-8 Torque converter oil temperature is high
• Does the oil temperature go up when torque converter is stalled and go down when torque converter is
not stalled?
Yes = Normal (incorrect selection of speed range)
• Is oil level in transmission or steering case normal?
• Use “Standard Value Table” to determine if torque converter oil temperature is actually high.
> NOTE: If oil temperature is normal but oil temperature gauge on truck goes above operating range, the
gauge is defective and should be replaced.

Pump makes abnormal noise when oil temperature is a. Clogged strainer Clean
1
low b. Air sucked in at suction side of pump Repair
a. Oil leakage inside torque converter (defective seal ring, Repair or
2 High idle and low idle speeds are low
loose bolt, crack in pump, turbine) replace
3 Torque converter outlet port oil pressure is low
Repair or
4 Torque converter inlet port oil pressure is low a. Defective torque converter relief valve
replace
5 Transmission modulating pressure is low b. Air sucked in at suction side of pump Repair
c. Defective pump Replace
6 Excessive leakage inside torque converter
NOTE: If troubleshooting shows all above items are normal, the pump
filter is clogged and should be replaced.

H-9 Torque converter oil pressure is low
• Is oil level in transmission case correct?
• Is there any external oil leakage from the piping or valve joints?
• Pump outlet port oil pressure

a. Clogged hydraulic pump suction strainer or suction of
1 Noise comes from pump Clean
air into circuit
2 Oil pressure is low between pump and relief valve a. Defective hydraulic pump Repair or replace
a. Drop in pressure of torque converter relief valve Repair or replace
3 Torque converter inlet port pressure is low
b. Excessive leakage inside torque converter Repair or replace
Transmission and lock-up pressures are normal, but
4 a. Excessive leakage inside torque converter Repair or replace
torque converter inlet pressure is low
When pressure of torque converter relief valve is
5 a. Drop in pressure of torque converter relief valve Repair or replace
raised, relief pressure becomes high

H-10 Front brakes are ineffective, or effective only on one side
• Is oil level in the brake tank correct?
• Is there air in the brake oil?
• Is there external oil leakage between the brake chamber and wheel cylinder?
• Is the air pressure within the operating range?
• Air pressure
• Brake chamber outlet port pressure

a. Defective brake valve Repair or replace
Oil pressure at master cylinder outlet port is low b. Defective relay valve Repair or replace
1
(outlet port hose disconnected) c. Clogged, crushed tube between relay valve and brake
Repair or replace
chamber
d. Defective brake chamber seal Replace
a. Defective brake chamber seal Replace
2 Air pressure at brake chamber inlet port is normal b. Clogged, crushed tube between relay valve and brake
Repair or replace
chamber
3 Air pressure at brake chamber inlet port is low b. Defective relay valve Repair or replace
c. Clogged, crushed tube between relay valve and brake
Repair or replace
chamber
4 Air leakage from brake chamber a. Defective brake chamber seal Replace
Items 1-4 are normal, but there is lack of hydraulic a. Clogged, crushed tube between relay valve and brake
5 Repair or replace
pressure in wheel cylinder chamber
Items 1-5 are normal, but brake is ineffective or
6 a. Excessive brake disc wear Replace
braking effect is poor

H-11 Rear brakes are ineffective, or effective on one side only
• Is there air in the brake oil circuit?
• Is the transmission oil level correct?
• Is there external oil leakage between the brake chamber and brake?
• Is the air pressure within the operating range?
• Air pressure
• Brake chamber outlet port pressure

b. Defective relay valve Repair or replace
Oil pressure at master cylinder outlet port is low c. Clogged, crushed tube between relay valve and brake
1 Repair or replace
(outlet port hose disconnected) chamber
d. Defective brake chamber seal Replace
e. Defective operation of master cylinder, worn packing Repair or replace
a. Defective brake chamber seal Replace
2 Air pressure at brake chamber inlet port is normal
b. Defective operation of master cylinder, worn packing Repair or replace
3 Air pressure at brake chamber inlet port is low b. Defective relay valve Repair or replace
c. Clogged, crushed tube between relay valve and brake
Repair or replace
chamber
4 Air leakage from brake chamber a. Defective brake chamber seal Replace
Items 1 - 4 are normal, but slack adjuster outlet
5 a. Defective slack adjuster operation Repair or replace
pressure is low
Items 1 - 5 are normal, but but brake piston pressure
6 a. Worn piston seal ring Replace
is low
7 Excessive contamination of cooling oil a. Excessive brake disc wear Replace
a. Worn piston seal ring Replace
8 Oil level in final drive case rises b. Defective floating seal between brake cooling chamber
Replace
and final drive
a. Defective floating seal between brake cooling chamber
9 In item 7, brake piston oil pressure is normal Replace
and final drive
Items 1 - 5 are normal, but brake is ineffective or
10 a. Excessive brake disc wear Replace
braking effect is poor.

H-12 Steering wheel is difficult to turn
• Is the oil level in the hydraulic tank correct?
• Is there any external oil leakage between the pump and steering valve?
• Is the steering wheel play correct?
• Operating effort of steering wheel
• Time required to turn the steering wheel from lock to lock
• Relief pressure of steering circuit

Circuit pressure is too high at engine low idle or
1 a. Defective check valve in demand valve Repair or replace
pressure rises to relief pressure
a. Crushed suction tube Repair
b. Air sucked in at suction end Repair
c. Clogged strainer Clean
2 Relief pressure in steering circuit is too low d. Defective steering pump Replace
e. Defective hoist pump Replace
f. Drop in demand valve relief valve pressure or defective Adjust, repair, or
seal replace
g. Defective steering cylinder Replace
3 Hoist force is also low
d. Defective steering pump Replace
seal replace
Item 3 is normal and sound of oil blowing through a. Drop in demand valve relief valve pressure or defective Adjust, repair, or
4
relief valve is heard seal replace
Relief pressure is low at end of cylinder stroke (items
5 a. Defective steering cylinder Replace
1 - 4 are normal)
6 Abnormal noise comes from between pump and filter a. Air sucked in at suction end Repair
When steering wheel is turned to right (left) oil flows a. Defective steering cylinder Replace
7 out continuously when hose on opposite side is
removed b. Defective steering valve Repair or replace

8 Condition is normal at engine low idle
b. Clogged strainer Clean
a. Defective steering pump Replace
9 Pump volume is too low
b. Defective hoist pump Replace
a. Defective demand valve spool operation or stuck spool Repair
10 Item 3 is normal, but speed is slow
b. Defective steering valve Repair or replace
11 Excessive play in steering wheel a. Defective steering valve Repair or replace

H-13 Steering wheel is inoperative
• Is the hydraulic tank oil level correct?
• Is there any external oil leakage between the pump and steering valve?
• Is the steering wheel play correct?
• Relief pressure

1 Hoist cylinder also does not work d. Defective steering pump Replace
seal replace
g. Improper operation of demand valve spool or stuck
Repair
spool
No oil comes out when pressure pickup port plug and
2 a. Defective pump drive (PTO) Repair
engine is cranked
Circuit pressure is too high at engine low idle, or
3 a. Improper operation of demand valve check valve Repair
pressure rises to relief pressure (item 2 normal)
a. Improper operation of demand valve spool or stuck
Repair
spool
4 Hoist is normal b. Improper operation of demand valve check valve Repair
c. Defective steering cylinder Replace
d. Defective steering valve Replace
a. Drop in demand valve relief valve pressure or defective Adjust, repair, or
Relief pressure is low at end of cylinder stroke (item 4 seal replace
5
normal) b. Defective steering cylinder Replace
c. Defective steering valve Replace
Item 5 is normal and sound of oil blowing through a. Drop in demand valve relief valve pressure or defective Adjust, repair, or
6
relief valve is heard seal replace
7 Abnormal noise comes from between pump and filter a. Air sucked in at suction end Repair
8 Steering wheel operates when engine is at low idle
When steering wheel is turned to right (left) and hose
9 on opposite side is removed, rod does not move, but a. Defective steering cylinder Replace
oil flows out.
a. Defective steering pump Replace
10 Pump volume is too low
b. Defective hoist pump Replace
11 Excessive play in steering wheel a. Defective steering valve Replace
H-14 Steering wheel vibrates
CAUSE REMEDY
Air in hydraulic oil Clean
Air leakage inside steering cylinder Repair or replace

H-15 Hoist cylinder lacks lifting force (lifting speed)
• Is the hydraulic tank oil level correct?
• Is the control lever actuation normal?
• Is the control cable corroded?
• When the cable is disconnected at the hoist valve end, does the control lever move normally?
• Is there any external oil leakage between the pump and cylinder?
• Relief pressure
• Body lifting speed

a. Air sucked in at suction side of pump Repair
c. Crushed suction tube Repair
1 Steering wheel is also difficult to turn
d. Drop in performance of hydraulic pump Replace
e. Drop in performance of steering pump Replace
f. Drop in demand valve relief valve pressure or defective Adjust, clean or
seal replace
a. Improper operation of demand valve spool or stuck
Repair
spool
b. Improper operation of demand valve check valve Repair
c. Drop in hoist valve relief valve pressure or defective seal Adjust or replace
2 Steering wheel is normal
d. Drop in hoist valve safety valve pressure or defective
Adjust or replace
seal
e. Defective hoist valve suction valve seal Clean or adjust
f. Improper hoist valve check valve operation Repair
g. Defective hoist cylinder Replace
Item 1 is defective and hoist circuit relief pressure is c. Crushed suction tube Repair
3
low d. Drop in performance of hydraulic pump Replace
e. Drop in performance of steering pump Replace
f. Drop in demand valve relief valve pressure or defective Adjust, clean or
seal replace
Item 3 is abnormal and the sound of oil blowing a. Drop in demand valve relief valve pressure or defective Adjust, clean or
4
through relief valve is heard seal replace
Hoist circuit pressure is too high at engine high idle a. Improper operation of demand valve check valve Repair
5
(items 1 - 4 are normal) b. Improper hoist valve check valve operation Repair
a. Drop in hoist valve relief valve pressure or defective seal Adjust or replace
6 Only hoist circuit relief pressure is low
b. Defective hoist cylinder Replace

Item 6 is abnormal and the sound of oil blowing
7 a. Drop in hoist valve relief valve pressure or defective seal Adjust or replace
through relief valve is heard
8 Dump body rises irregularly a. Crushed suction hose Repair
a. Drop in performance of hydraulic pump Replace
9 Pump volume is low
b. Drop in performance of steering pump Replace
a. Drop in hoist valve safety valve pressure or defective
Adjust or replace
seal
10 Excessive hoist cylinder hydraulic drift
b. Defective hoist valve suction valve seal Clean or adjust
c. Defective hoist cylinder Replace
a. Drop in hoist valve safety valve pressure or defective
External leakage of oil from valve (tank cover Adjust or replace
11 seal
removed)
b. Defective hoist valve suction valve seal Clean or adjust
Items 1 - 9 are normal, but dump body lifting speed is a. Improper operation of demand valve spool or stuck
12 Repair
slow spool
b. Drop in performance of hydraulic pump Replace

H-16 Hoist cylinders do not operate
• Did the problem suddenly happen?
YES = Seizure, damage to equipment
• Had drop in lifting speed or other symptoms appeared before?
YES = Worn parts, deteriorated spring, etc.

• Is the oil level in the hydraulic tank correct?
• Is the operation of the control levers normal?
• When the cable is disconnected at the hoist valve end, does the control lever move normally?
• Relief pressure

No oil comes out of pressure pickup port when plug is
1 a. Pump does not turn (defective PTO) Repair
removed and engine is cranked
a. Pump does not turn (defective PTO) Repair
b. Crushed pump suction tube Repair
2 Steering also does not work
d. Defective hydraulic pump Replace
e. Defective steering pump Replace
seal replace
a. Defective demand valve spool operation or stuck spool Repair
b. Defective demand valve check valve Repair
Adjust, repair, or
c. Drop in hoist valve relief pressure or defective seal
replace
3 Steering is normal, only hoist is inoperative
d. Drop in hoist valve safety valve pressure or defective Adjust, repair, or
seal replace
e. Defective hoist valve suction valve seal Repair or replace
f. Defective hoist valve check valve Repair or replace
g. Defective hoist cylinder Replace
a. Defective demand valve check valve Repair
Adjust, repair, or
b. Drop in hoist valve relief pressure or defective seal
replace
4 In item 2, hoist circuit relief pressure is low c. Drop in hoist valve safety valve pressure or defective Adjust, repair, or
seal replace
d. Defective hoist valve suction valve seal Repair or replace
e. Defective hoist valve check valve Repair or replace
f. Defective hoist cylinder Replace
Item 4 is abnormal and the sound of oil blowing a. Drop in demand valve relief valve pressure or defective Adjust, repair, or
5
through relief valve is heard seal replace

Adjust, repair, or
a. Drop in hoist valve relief pressure or defective seal
replace
Only hoist circuit relief pressure is low at engine high b. Drop in hoist valve safety valve pressure or defective Adjust, repair, or
6
idle seal replace
c. Defective hoist valve suction valve seal Repair or replace
d. Defective hoist cylinder Replace
Item 4 is abnormal and the sound of oil blowing Adjust, repair, or
7 a. Drop in hoist valve relief pressure or defective seal
through relief valve is heard replace
Hoist circuit pressure is too high at engine low idle or a. Defective demand valve check valve Repair
8 pressure rises to relief pressure (items 1 - 5 are
normal) b. Defective hoist valve check valve Repair or replace
a. Crushed pump suction tube Repair

9 Works when engine is at low idle
a. Defective hydraulic pump Replace
10 Pump volume is low
b. Defective steering pump Replace
When hoist lever is moved to RAISE, and hose on
11 opposite side is removed, cylinder does not move, a. Defective hoist cylinder Replace
but oil comes out

H-17 Excessive dump body hydraulic drift
• When the control lever cable is disconnected at the valve end, does the hydraulic drift come within the
standard range?
YES = Cable is corroded or needs lubrication
• Hydraulic drift of cylinder

When engine is stopped and control lever is moved a. Defective hoist cylinder piston ring Replace
1
to RAISE, hydraulic drift becomes excessive b. Defective hoist valve Repair or replace
Oil continues to
2 When engine is stopped, with a. Defective hoist cylinder piston ring Replace
flow out
body fully raised and the head
piping is removed Oil does not b. Defective suction valve seal Repair or replace
3
continue to flow out c. Defective valve spool seal Replace

H-18 Air pressure does not increase (low-pressure buzzer does not turn
off. Air pressure does not increase to green range.)

• Is the air gauge normal?
• Is there any air leakage from air piping?

When compressor outlet port is removed, no air a. Defective compressor Replace
1
comes out b. Defective unloader valve Repair or replace
There is no change even after unloader valve is
2 a. Defective compressor Replace
disassembled and cleaned
Pressure rises when hose between governor and
3 a. Defective governor Adjust or replace
unloader valve is removed
4 Compressor is overheating a. Crushed tube between compressor and air tank Repair or replace
Even when pressure gauge indicator rises to green
5 range, buzzer does not stop (pressure gauge is a. Defective low-pressure switch Replace
normal)
Air pressure does not rise, but air blows out from
6 a. Defective safety valve Replace
safety valve

NOTES

SUSPENSION CONTROLLER SYSTEM TROUBLESHOOTING
(OPTIONAL)
SP DIAGNOSTIC FLOWCHART
Suspension Controller, Suspension Related Parts Troubleshooting Table . . . . . . . . . . . . . . . . . . D9-2
Transmission Controller System Electrical Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . D9-8
Monitor
Panel
Display Controller Display Description
SP-1 d001 [All OFF or E.↔01] Power Source Fault Displayed D9-10
SP-2 d011 [E.↔11] Faulty Pressure Sensor (Right) DIsplayed D9-11
SP-3 d012 [E.↔12] Faulty Pressure Sensor (Left) DIsplayed D9-12
SP-4 d015 [E.↔15] Faulty Speed Sensor Displayed D9-13
SP-5 d016 [E.↔16] Fault in Steering Sensor Displayed D9-14
SP-6 d0C2 [E.↔C2] Defective Model Selection Data Displayed D9-15
SP-7 d021 [E.↔21] Fault in Solenoid 1 Displayed D9-16
SP-10 d0C1 [E.↔C1] Disconnection in Network Displayed D9-19
SP-11 d0C3 [E.↔C3] Defective Speed Compensation Displayed D9-20
NOTE:
Intermittent problems can be caused by an improperly crimped wire terminal, damaged wire insulation
etc. and may occur only when the truck is operating over rough haul roads or at full throttle. Therefore,
if the problem cannot be found during normal troubleshooting procedures described on the following
pages, it may be necessary to re-create the actual conditions under which the problem occurred.
D09001 Suspension Controller System Troubleshooting D9-1

SUSPENSION CONTROLLER/SUSPENSION COMPONENTS
TROUBLESHOOTING TABLE
*SELF DIAGNOSTIC DISPLAY (ABNORMAL DISPLAY)
Power Pressure Pressure

Speed Steering
Source Sensor Sensor
Sensor Sensor
System (Right) (Left)
All OFF or d011 d012 d015 d016
No. FAILURE MODE d001 [E.↔11] [E.↔12] [E.↔15] [E.↔16]
[E.↔ 01]
1 Abnormal noise coming from suspension
2 Excessive suspension mode switching • • • •

• • • • •
Stays in medium mode when
1
traveling loaded
Suspension mode no longer Stays in medium mode when

switches 2
traveling unloaded • • • • •
3
(Monitor Panel mode displays
abnormal system operation) 3 Stays in hard mode •
4 Stays in soft mode •
5 Mode does not display (All OFF) •
6 Fault display (All ON)
1 Always rolls excessively

Chassis rolls excessively
4 (Monitor Panel mode display is
normal)
2 Sometimes rolls excessively • •
1 Ride comfort always poor

Poor ride comfort
5 (Monitor Panel mode display is
normal)
2 Ride comfort sometimes poor • •
Truck has started to bounce
6 (Monitor Panel mode display is normal)
Anti-nosedive function does not

actuate
(When service brake is applied,
1 does not change as follows:
Truck operation and suspension Empty: S → M
7
mode do not match Loaded: M → H
Anti-lift function does not actuate
(Does not switch to hard mode
2
when body is at position other
than float)
Troubleshooting code when fault is displayed SP-1 SP-2 SP-3 SP-4 SP-5
NOTE: * Monitor Panel Display shown as: d0__ Suspension Controller display shown in brackets [ ].
D9-2 Suspension Controller System Troubleshooting D09001

*SELF DIAGNOSTIC DISPLAY (ABNORMAL DISPLAY) Pilot Display
Model Truck Speed Monitor

Solenoid Solenoid Solenoid Troubleshooting
Selection Network Compensation Panel
1 2 3 Data Code When No
Data Mode Body
Brake Fault is Displayed
FLOAT
d0C2 d021 d022 d023 d0C1 d0C3 Display
[E.↔ C2] [E.↔ 21] [E.↔ 22] [E.↔ 23] [E.↔ C1] [E.↔C3]
See “Testing &

Adjusting
Suspension”
—
See “Testing &
• Adjusting
Suspension”
See “Testing &
• Adjusting
Suspension”
• —
• —
• • • • —
—
See “Testing &
Adjusting
Suspension”
See “Testing &
Adjusting
Suspension”
See “Testing &
• • Adjusting
Suspension”
See “Testing &
Adjusting
Suspension”
See “Testing &
• • Adjusting
Suspension”
See “Testing &

Adjusting
Suspension”
Troubleshoot
applicable
F-1 F-2
monitor panel
SP-6 SP-7 SP-8 SP-9 SP-10 SP-11 item
Troubleshooting code when lamp
does not light when applicable
operation is performed

DISPLAY FAULT TROUBLESHOOTING
FAULT CONDITION POSSIBLE CAUSE NOTE: Check wiring harness circuits and components listed below for
CODE short circuit, open circuit, etc.
1. Between (+) battery relay terminal M - circuit breaker - junction block -
[ALL
fuse II-(13) - SU3 (1) - SSP1 (8)
OFF]
Faulty controller power source Input voltage less
or
circuit than 17 volts 2. Between (-) SSP1 (13) - SU3 (16) - J06 - chassis ground
d001
[E.↔ 01] 3. (-) SSP1 (9) - SL1 (2), SL2 (2), SL3 (2)
1. If equipped with Payload Meter:

If suspension Between (+) PM1 (10) - J04 (1)
pressure is: If not equipped with Payload Meter:
• abnormally high Between (+) SSP1 (13) - RH2 (6), PM3 (3), CN-63 connector (1) to
d011
Faulty pressure sensor (right) • has escaped CN-62 connector (1)
[E.↔ 11]
2. Between SSP2B (1) - SU3 (7) - SCFR (1) - J04 (3) - CN62 connector
Open or short circuit
(3)
in sensor circuit
3. Defective sensor
4. Impossible to detect pressure if sensor was not fully tightened when
installed.
1. If equipped with Payload Meter:
Between (+) PM1 (10) - J04 (1)
If suspension If not equipped with Payload Meter:
pressure is:
Between (+) SSP1 (13) - RH2 (6), PM3 (3), CN-63 connector (1) to
• abnormally high
CN-62 connector (1)
d012
Faulty pressure sensor (left) • has escaped
[E.↔ 12] 2. Between SSP2B (9) - SU3 (8) - SCFR (2) - J04 (2) - CN-62 connector
Open or short circuit (3)
in sensor circuit
3. Defective Sensor
4. Impossible to detect pressure if sensor was not fully tightened when
installed.
1. Between (-) N3 (1) - TM2 (5) - TMA (1) - SU3 (2) - SSP2B (5)
2. Between (-) N3 (2) - TM2 (6) - TMA (2) - SU3 (3) - SSP2B (12)
3. Output shaft speed sensor disconnected
d015 Detects open circuit
Defective speed sensor
[E.↔ 15] in sensor circuit
1. Between (+) SR2 (1) - SU3 (4) - SSP1 (13)

2. Between (+) SR2 (3) - SU3 (6) - SSP2B (12)
When traveling at 10
km/h or more and 3. Between SR2 (2) - SU3 (5) - SSP2B (12)
there is no sensor 4. Damaged or defective steering sensor
signal for more than 5. Loose or damaged steering sensor mount
d016
Defective steering sensor 10 minutes 6. When traveling an extended time without steering (straight road)
[E.↔ 16]
OR
When abnormal
steering angle is
detected
1. Between SSP1 (12) - SU3 (13) - TMD (12) - ATC4 (12), DP05 (4)
Unable to receive
2. Between SSP1 (1) - SU3 (9) - TMD (10) - ATC4 (6), DP05 (3)
model selection data
from Transmission 3. Between SSP2A (9) - SU3 (12) - TMD (9) - ATC4 (10), DP05 (5)
d0C2
Faulty model selection data Controller 4. Between SSP2A (9) - SU3 (14) - TMD (11) - ATC4 (10), DP05 (5)
[E.↔C2]
Model selection not 5. Improper setting of model selection in Transmission Controller
set in Transmission
Controller

NORMAL CONDITION CONTROLLER ACTION
SYMPTOMS APPEARING IN TRUCK
Using a DMM, measure conditions below WHEN FAULT IS
WHEN FAULT IS PRESENT
DETECTED
1. Suspension mode display remains at
1. Between SSP1 (8) - SSP1 (9): 20 to 30 volts condition before fault was detected or
Cannot carry out control all lamps go out.
2. Between SSP1 (8) - chassis: 20 to 30 volts 2. Monitor panel detects A016
3. Between SSP1 (9) - chassis: 0 ohms 3. Truck sometimes rolls excessively
4. Fuse II - (13) is not blown 4. Ride is uncomfortable
Measure voltage between SSP2B (1) and chassis ground when 1. Does not switch mode (remains in
truck is stopped and not loaded: medium)
2. Sometimes ride is uncomfortable
(requires excessive time to switch,
1. When sensor is installed: 1.3 to 2.4 volts
Remains in MEDIUM mode may not switch if there is a defective
contact)
2. With sensor removed: <0.1 volts 3. Truck sometimes rolls excessively
4. Other mechatronics caution lamp on
monitor panel flashes
Measure voltage between SSP2B (9) and chassis ground when 1. Does not switch mode (remains in
truck is stopped unloaded: medium)
2. Sometimes ride is uncomfortable
(requires excessive time to switch,
1. When sensor is installed: 1.3 to 2.4 volts
may not switch if there is a defective
Remains in MEDIUM mode contact)
2. With sensor removed: <0.1 volts 3. Truck sometimes rolls excessively

Measure 500 to 1K ohms between each connector pin and 1. Does not switch mode (remains in
chassis ground as listed below: medium)
1. N3 (male): pins 2, 3 2. Truck sometimes rolls excessively
2. TM2 (male): pins 5, 6 3. Ride is uncomfortable
Remains in MEDIUM mode 4. Other mechatronics caution lamp on
3. TMA (female): pins 1, 2
monitor panel flashes 4
4. SU3 (male): pins 2, 3
5. SU2 (female): pins 1, 8
1. Does not switch mode (remains in

Measure 18 volts between the pins listed below:
medium)
1. SR2: pins 1, 2 2. Truck sometimes rolls excessively
2. SU3: pins 4, 6 3. Ride is uncomfortable
Remains in MEDIUM mode 4. Other mechatronics caution lamp on
3. SSP1: pins 21, 9
While steering truck, verify voltage fluctuates between 0 and 5
volts between connector pins listed below:
1. SR2: pins 1, 2
2. SU3: pins 5, 6
3. SSP2B: pins 4, 12
Measure 0 ohms between the following harness circuits: 1. All lamps on mode display go out
1. Between SSP1 (female) (12) to ATC4 (female) (12) , DP05
2. Truck sometimes rolls excessively
(female) (4)
2. Between SSP1 (female) (1) to ATC4 (female) (6), DP05 Cannot carry out control 3. Ride is uncomfortable
(female) (3)
3. Between SSP2A (female) (9) to ATC4 (female) (10), DP05
(female) (5)
4. Transmission Controller model setting must be correct

FAULT TROUBLESHOOTING
DISPLAY
FAULT CONDITION POSSIBLE CAUSE NOTE: Check wiring harness circuits and components listed below for
CODE
short circuit, open circuit, etc.
1. Between (+) SL1 (1) - SSP1 (21)
2. Between (-) SL1 (2) - SSP1 (9)
Disconnection, or
short detected in 3. Defective solenoid
d021 solenoid 1 circuit 4. Damaged diode
Solenoid 1 defective
[E.↔ 21] (Solenoid 1 switches
air cylinder port B
ON/OFF)
1. Between (+) SL2 (1) - SSP1 (20)

2. Between (-) SL2 (2) - SSP1 (9)
Disconnection, or 3. Defective solenoid
short detected in 4. Damaged diode
d022 solenoid 2 circuit
air cylinder port B
ON/OFF)
1. Between (+) SL3 (1) - SSP1 (11)

2. Between (-) SL3 (2) - SSP1 (9)
Disconnection, or
short detected in 3. Defective solenoid
d023 solenoid 3 circuit 4. Damaged diode
air cylinder port B
ON/OFF)
1. Between SSP1 (12) - SU3 (13) - TMD (2) - ATC (12), DP05 (4)
Disconnection in 2. Between SSP1 (1) - SU3 (9) - TMD (10) - ATC (6), DP05 (3)
d0C1 3. Between SSP1 (9) - SU3 (12) - TMD (9) - ATC (10), DP05 (5)
Disconnection in network network
[E.↔C1]
communications 4. Between SSP2A (9) - SU3 (14) - TMD (11) - ATC (10), DP05 (5)
5. Defective monitor panel
Truck compensation 4. Between SSP2A (9) - SU3 (14) - TMD (11) - ATC (10), DP05 (5)
d0C3 Defective truck compensation data cannot be
[E.↔C3] data received from 5. Defective monitor panel
monitor panel

NORMAL CONDITION CONTROLLER
SYMPTOMS APPEARING IN TRUCK
Using a DMM, measure conditions below ACTION WHEN
WHEN FAULT IS PRESENT
FAULT IS DETECTED
SL1 SU3 Ohms Volts 1. All lamps on mode display go out
Between (male) Between (female)
20 - 100Ω 2. Truck sometimes rolls excessively
(1) - (2) (16) -SSP1 (21)
—
Between (female) Cannot carry
— > 1 MΩ out control 3. Ride is uncomfortable
(1) - chassis
Between (female) 4. Other mechatronics caution lamp on
— — 20 - 30 V
(1) - chassis monitor panel flashes
Between SL1
— 0Ω —
(fem) (2) - chassis
20 - 100Ω — 2. Truck sometimes rolls excessively
(1) - (2) (16) -SSP1 (20)
— > 1 MΩ — out control 3. Ride is uncomfortable
(1) - chassis
— — 20 - 30 V
Between SL2
— 0Ω —
(fem) (2)-chassis
20 - 100Ω — 2. Truck sometimes rolls excessively
(1) - (2) (16) -SSP1 (20)
— > 1 MΩ — out control 3. Ride is uncomfortable
(1) - chassis
— __ 20 - 30 V
Between SL3
— 0Ω —
(fem) (2)-chassis
1. Between SSP1 (female) (12) - ATC4 (female) (12), DP05 (female)
(4) : 0 ohms
2. Between SSP1 (female) (1) - ATC4 (female) (6), DP05 (female) 1. Suspension mode display remains at
(3) : 0 ohms Normal control condition before fault was detected, but
3. Between SSP2A (female) (9) - ATC4 (female) (10), DP05 (female) all lamps may go out
(5) : 0 ohms
4. Model selection setting for transmission must be correct
1. Suspension mode display remains at
1. Between SSP1 (female) (12) - ATC4 (female) (12), DP05 (female)
condition before fault was detected, but
(4) : 0 ohms
all lamps may go out
2. Between SSP1 (female) (1) - ATC4 (female) (6), DP05 (female) Remains in MEDIUM 2. Truck sometimes rolls excessively
(3) : 0 ohms mode
3. Between SSP2A (female) (9) - ATC4 (female) (10), DP05 (female)
3. Ride is uncomfortable
(5) : 0 ohms
4. Model selection setting for transmission must be correct

SP-1 ALL OFF or Power source fault
displayed
• When fuse II (13) is normal.

If blown, check for a short circuit to ground inside the controller and in the wiring harness between the
fuse and the controller.
• When only the suspension mode is OFF.
• Before troubleshooting, verify all related connectors are properly inserted.

SP-2 Faulty pressure sensor (right) displayed


SP-3 Faulty pressure sensor (left) displayed


SP-4 Faulty speed sensor displayed


SP-5 Fault in steering sensor displayed


SP-6 Defective model selection data
displayed


SP-7 Fault in solenoid 1 displayed
• When performing repairs or troubleshooting, check the direction of the solenoid diode.



SP-10 Disconnection in network displayed


SP-11 Defective speed compensation
displayed


SECTION F
TRANSMISSION
INDEX
TORQUE CONVERTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-2

Main Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-7
Torque Converter Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-7
Lock Up Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-9
Hydraulic Pressure of the Torque Converter . . . . . . . . . . . . . . . . . . . . . . . F2-12
Torque Converter Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-14
TRANSMISSION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-15
ECMV (Electronic Control Modulation Valve) . . . . . . . . . . . . . . . . . . . . . . F2-19
Lubrication Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-29
TRANSMISSION
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-30
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-32
TRANSMISSION FILTER
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2-34
TRANSMISSION OIL COOLER

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
TRANSMISSION OIL STRAINER

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-1
TORQUE CONVERTER CONTROL VALVE
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3-3
DRIVELINES & U-JOINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5-1
AUTOMATIC SHIFT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
TRANSMISSION SHIFT CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
Power Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
Braking Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
Lock-Up and Engine Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
Transmission Speeds Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-1
Self Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-2
F01010 3/99 Index F1-1

RANGE SELECTOR POSITIONS AND AUTOMATIC GEAR SHIFTING RANGES . . . F6-4
Transmission Operation Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-4
AUTOMATIC GEAR SHIFTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-5
Automatic Shifting Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-5
Safety Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-7
TRANSMISSION RANGE SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . F6-8
SENSORS, SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F6-9
TRANSMISSION TROUBLESHOOTING PROCEDURES . . . . . . . . . . . . . . . F6-12
F1-2 Index F01010 3/99

TRANSMISSION
The HD785 Truck utilizes a remote mounted, 7 speed Operation of the transmission is controlled electroni-
transmission. The TORQFLOW transmission (8, Fig- cally through inputs from the operator (range selector
ure 2-1) consists of a water-cooled, 3-element, single- position, accelerator, etc.) and various sensors and
stage, two phase torque converter (7) and a switches monitoring speeds and operating conditions.
planetary-gear, multiple-disc clutch transmission
The transmission oil supply is filtered through a wash-
which is hydraulically actuated and pressure lubricated
able strainer located in the transmission sump and by
for optimum heat dissipation.
external, replaceable elements located at the front of
A rubber dampened drive line adapter (2), coupling the the hydraulic tank. The transmission filter element
engine to the transmission and torque converter, re- should be replaced at 500 hour intervals, or sooner, if
duces harmful engine shock and vibration to the trans- the warning light indicates high restriction. Refer to
mission. A lockup system, consisting of a wet, Section "P", Lubrication And Service. The transmis-
double-disc clutch, can be actuated in all forward gears sion oil should be drained, and the strainer removed
for higher fuel savings. and cleaned, every 1000 hours of operation.
FIGURE 2-1. POWER TRAIN

1. Engine 8. Transmission
2. Driveline Adapter 9. Rear Drive Shaft
3. Front Drive Shaft 10. Parking Brake
4. Steering and Hoist Pump 11. Differential Gear
5. Brake Cooling Pump 12. Drive Shaft
6. Torque Converter Transmission Pump 13. Brakes
7. Torque Converter 14. Planetary Gears
F02016 9/01 Transmission F2-1

TORQUE CONVERTER
The torque converter is a 3-element, single-stage, two
phase torque converter with lockup clutch. A water-to-
oil type oil cooler is utilized to dissipate heat from the
oil supply.
Stall ratio: . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4:1.
FIGURE 2-3. TORQUE CONVERTER HOUSING

1. Torque Converter A. From Pump
Outlet Temperature B. To Transmission
Test Port Shift Valve
FIGURE 2-2. TORQUE CONVERTER DRIVE 2. Torque Converter C. To Transmission
1. Gear (63 Teeth) 4. Steering and Hoist Outlet Pressure Test Lubrication
2. Gear (53 Teeth) Pump Drive Port
3. Brake Cooling 5. Torque Converter and 3. Solenoid Valve
Pump Drive Transmission Charge 4. Torque Converter Valve
Pump Drive
F2-2 Transmission F02016 9/01

TORQUE CONVERTER
FIGURE 2-4. TORQUE CONVERTER
1. Front Housing 7. Drive Case 13. Drain Plug

2. Lockup Clutch Housing 8. Stator 14. One-way Clutch
3. Lockup Clutch Piston 9. Pump (Free-Wheel)
4. Disc 10. Rear Housing 15. Gear (56 Teeth)
5. Plate 11. Stator Shaft 16. Input Shaft
6. Turbine 12. Retainer 17. Coupling

TORQUE CONVERTER VALVE
FIGURE 2-5. TORQUE CONVERTER VALVE FIGURE 2-6. TORQUE CONVERTER VALVE
(External View) (Internal components)
A: Lockup Pressure Port 1. Piston

B: Main Pressure Port 2. Piston
C: Torque Converter Inlet Pressure Port 3. Spool (Lockup Valve)
4. Spool (Main Relief Valve)
5. Piston
6. Spring
7. Body
8. Spool (Torque Converter Relief Valve)
9. Piston
10. Spring
11. Piston
12. Spring

TORQUE CONVERTER AND
TRANSMISSION HYDRAULIC PIPING
FIGURE 2-7. TORQUE CONVERTER AND TRANSMISSION PIPING
1. Torque Converter Valve 3. Breather 5. Hydraulic Pump (SAR4-160)

2. Transmission 4. Transmission Oil Filter 6. Torque Converter Oil Cooler

HYDRAULIC PUMP
Torque converter and transmission
Volume: . . . . . . . . . . . . . . 162.2 cc/rev (0.042 gpr)

Maximum Pressure: . . . . . 210 kg/cm2 (3000 psi)
Maximum Speed: . . . . . . . . . . . . . . . . . . . 2200 rpm
FIGURE 2-8. HYDRAULIC PUMP
1. Drive Gear 5. Gear Case

2. Bracket 6. Cover
3. Oil Seal 7. Driven Gear
4. Side Plate

MAIN RELIEF VALVE
Function
The main relief valve maintains the main hydraulic
pressure of the transmission valve, lockup valve, and
pilot pressure.
Operation
The oil from the hydraulic pump enters port (A, Figure
2-9), then passes through orifice (2) and goes to port
C.
When the hydraulic pressure in the circuit rises, the
pressure at port C also rises and pushes main relief
spool (1) to the left, in the direction of the arrow. The
oil at port A passes through port B and flows to the
torque converter circuit.
Actuating pressure:
Engine @ high idle RPM: . . . . . . . . 39 ± 2 kg/cm2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (555 ±29 psi)
FIGURE 2-9. MAIN RELIEF VALVE

1. Main Relief Spool 2. Orifice
TORQUE CONVERTER RELIEF VALVE
Function
This valve acts to protect the torque converter circuit
from abnormally high pressure.
Operation
The oil from the main relief valve enters port B (Figure
2-10) and then passes through orifice (2) and goes to
port A. When the pressure in the circuit rises, the
pressure at port A also rises, and moves torque con-
verter relief spool (1) to the right in the direction of the
arrow. The oil at port B flows to port C and goes to the
transmission lubrication circuit.
Actuating pressure:
FIGURE 2-10. TORQUE CONVERTER RELIEF
Engine @ high idle RPM . . . . . . . . . . 8 ±1 kg/cm2 VALVE
1. Relief Spool 2. Orifice
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (113 ±15 psi)

LOCKUP SOLENOID VALVE
FIGURE 2-11. LOCKUP SOLENOID VALVE
1. Cover 7. Spring A. From torque converter valve

2. Coil 8. Valve seat B. To torque converter valve
3. Spring 9. Cap C. To torque converter valve
4. Plunger 10. Cable
5. Valve seat holder 11. Connector
6. Valve seat

LOCKUP VALVE
Function
The lockup valve sets the specified pressure for the

lockup clutch hydraulic pressure, and also switches
the lockup clutch.
It has a modulation valve, which engages the lockup
clutch smoothly, and reduces the shock when shifting
gears. Furthermore, it prevents the generation of peak
torque in the power train. As a result, the durability of
the power train is greatly increased.
The chart in Figure 2-12 illustrates the time delay
incorporated in the electronic control system to delay
lockup as the hydraulic pressure increases.
FIGURE 2-12. LOCKUP VALVE DELAY
Operation
Driving in torque converter range with lockup off (Refer

to Figure 2-13).
When the machine is driving in the torque converter
range, solenoid valve (1) is switched OFF by an elec-
trical signal, and valve (2) is pushed to the right in the
direction of the arrow by the tension of spring (4), so
port B and port P of solenoid valve (1) are opened. The
oil from the pump enters port A of lockup valve (3),
passes through port B and port P of solenoid valve (1),
and goes to port D. Piston (6) is pushed to the left in
the direction of the arrow because of the hydraulic
pressure applied to port D. This force pushes lockup
valve (3), compresses spring (5), and closes port A to
port E.
The oil at port E and port H is drained, and the lockup FIGURE 2-13. LOCKUP VALVE OPERATION
clutch is disengaged. 1. Solenoid Valve 4. Spring
2. Valve 5. Spring
3. Lockup Valve 6. Piston

Driving in direct range with lockup on.
(Refer to Figure 2-14 through 2-17):
1. When the machine travels in the direct range

(lockup), solenoid valve (1) is switched ON by the
electrical signal, and valve (2) is pushed to the left
in the direction of the arrow, so port B is closed,
and port P and port C are opened.
As a result, the oil at port D flows from port P of

solenoid valve (1), passes through port C and is
drained. Lockup valve (3) and piston (6) are
pushed to the right by spring (5), and port E are
opened.
FIGURE 2-14. LOCKUP VALVE OPERATION (1)
2. When port A and port E are opened, the oil from

the pump is sent to the lockup clutch. In addition,
the oil at port E flows to port F and applies back
pressure to load piston (7).
3. As the hydraulic pressure of the lockup clutch

rises, the pressure of the oil passing through
orifice A and entering port G also rises, and
pushes piston (8).
Because of the reaction force, lockup valve (3)

compresses spring (5) and pushes it to the left in
the direction of the arrow to throttle port A and port
E.

4. The oil from port E to port F applies pressure to
load piston (7), and pushes the piston to the right
in the direction of the arrow to compress spring
(5).
Compressed spring (5) pushes lockup valve (3)

to the right in the direction of the arrow, and opens
port A and port E. When this happens, the in-
crease in hydraulic pressure to the lockup clutch
again increases.
5. By repeating the actions in Steps 3. and 4., the

load on spring (5) is increased, and the hydraulic
pressure gradually rises.
Finally, when load piston (7) contacts stopper (9),
the rise in hydraulic pressure stops. The pressure
at this point is the set pressure of the lockup valve.
Set pressure: . . . . . . . . . . . . 16kg/cm2 (230 psi)

TESTING HYDRAULIC PRESSURE OF
TORQUE CONVERTER VALVE
Testing main relief pressure

1. Raise the dump body and lock it with safety pin.
The oil is at high temperature. Use caution to

prevent burns.
Always remove and install the plugs and hydraulic
pressure gauge with the engine stopped.
2. Raise the transmission oil temperature to 60-80°

C (140-176° F) and shut down engine. FIGURE 2-19. TORQUE CONVERTER PRESSURE
2
3. Remove plug (1, Figure 2-20). Install a 60 kg/cm
(850 psi) gauge (A, Figure 2-19) in the port.
4. Start the engine, place the gearshift lever at N.
At high idle, the hydraulic pressure should be:
39 ± 2 kg/cm2 (555 ±29 psi)
5. Shut down engine, remove gauge and reinstall
plug (1).
Testing hydraulic pressure at torque converter

inlet port (relief)
1. Perform the main relief pressure test (above) prior
to the next step.
2. With the engine shut down, remove plug (2, Figure
2-20). Install a 25 kg/cm2 (350 psi) gauge in the
port.
3. Start the engine. At high idle, the hydraulic pres-
sure should be:
8 ± 1 kg/cm2 (113 ±15 psi).
4. Shut down engine, remove gauge and install plug.
Testing hydraulic pressure at torque converter

outlet port (regulator)
1. Raise the transmission oil temperature to 60°-80°
C (140°-176° F). Shut down the engine.
2. Remove plug (3, Figure 2-20). Install a 25 kg/cm2
(350 psi) gauge in the port. FIGURE 2-20. TORQUE CONVERTER TEST
PORTS
3. Start the engine. At high idle, the hydraulic pres- 1. Main Relief Pressure Port
sure should be: 2. Torque Converter Inlet Pressure Port
4 ± 1 kg/cm2 (57 ±15 psi) 3. Torque Converter Outlet Pressure Port
4. Shut down engine, remove gauge and install plug. 4. Torque Converter Lockup Pressure Port

Testing torque converter lockup pressure
Note: Prior to checking lockup pressure, test and verify 7. Press the 4th range button again to return to
main relief pressure is normal. neutral (N). Turn shift checker power switch Off.
8. Shut down the engine and remove the gauge
1. Shut down engine and be certain ignition is Off. installed in step 3 and replace port plug.
2. Install the shift checker (Refer to Figure 2-21): 9. If no further tests are to be performed, the shift
a. Disconnect the chassis harness (6, Figure checker may be removed.
2-21) from the transmission control box (4). a. Disconnect harness connectors (5, Figure 2-
b. Connect shift checker harness (3) (white con- 21) from chassis harness (6) and remove shift
nectors) to the truck chassis harness connec- checker.
tors (SC1, SC2, SC3 & SC4) removed in step b. Reconnect chassis harness connectors to
a. transmission control box (4).
c. Be certain shift checker power switch is Off.
Connect harness (3) black connector to shift
checker. TORQUE CONVERTER STALL SPEED
3. Remove plug (4, Figure 2-20). Install a 60 kg/cm 2 CHECK
(850 psi) gauge in the port.
Preparing For Stall Speed Check
4. Start the engine, allow air pressure to build to
normal operating range and be certain the park- Prior to running a stall test, insure that all systems such
ing brake is applied. as exhaust piping, air intake piping, fuel controls, and
engine warning systems are all working properly and
5. Turn the shift checker power switch On. within specifications. Insufficient fuel or restricted pip-
a. Press the 4th range shift button. ing can affect stall speed.
b. With the engine at high idle, press the lockup The automatic transmission develops high torque in
button to engage the lockup clutch. The hy- low gear ranges. Therefore, preparations must be
draulic pressure should be: made to shift the transmission to the highest gear
16 ± 0.5 kg/cm2 (230 ± 10 psi). range available to lower output torque.
6. Press the lockup button again to turn lockup Off. This allows the truck service brakes to hold the truck
motionless during the stall check procedure.
NOTE: If shift checker 799-607-2000 is to be used on

trucks serial number A10190 or higher, harness
connector 799-607-2120 must be used. Or, use shift
checker 799-607-3000 and connect directly to trucks
with serial numbers A10190 & higher.
FIGURE 2-21. SHIFT CHECKER INSTALLATION

1. Shift Checker (Part No. 799-607-2000 or 799-607-3000) 4. Transmission Control Box
2. Harness connector (to Shift Checker, see NOTE above) 5. Harness connectors (to Chassis Harness)
3. Harness Assembly 6. Truck chassis Harness (Transmission Control Box)

Personnel and equipment safety is of prime impor-
tance when performing a stall check!
The operator must be seated in position in the cab
at all times during the stall checks.
Personnel other than those performing the checks
must be clear.
The vehicle brakes must be capable of holding the
FIGURE 2-22. CHECKING ENGINE SPEED
machine at full power during the stall checks.
Be certain truck is securely blocked prior to testing
7. Apply the parking brake, and depress the brake
torque converter stall speed.
pedal fully:
Wheel chocks should always be used.
a. If Shift Checker is installed, then turn the shift
checker power switch "On". Use transmission
or the shift checker to shift transmission to
highest range available (F3). See figure 2-21.
If available, the stall check should be done using a Shift b. If Shift Checker is NOT installed, move trans-
Checker, as this will allow the transmission to be mission shift lever to "D" (Drive).
shifted to F-3 gear range, thus reducing output torque.
8. Keeping all brakes applied, operate the engine at
1. Stop the machine on flat ground and block the full throttle and stall the torque converter. When
wheels. Shut down engine and be certain the oil temperature reaches 100°C (212°F), return the
keyswitch is "Off". transmission to "N" and keep the engine at full
throttle.
2. Install the shift checker (Refer to Figure 2-21):
Repeat this procedure until the oil temperatures
a. Disconnect the chassis harness (6, Figure
in both the torque converter and the transmission
2-21) from the transmission control box (4).
are the same.
b. Connect shift checker harness (3) to the truck
chassis harness connectors removed in step a. 9. With the oil temperature at approximately 80° C
(176° F), measure the stall speed as follows:
c. Be certain shift checker power switch is Off.
Connect harness (3) connector to shift a. Apply the parking brake and depress the foot
checker. service brake fully.
b. Use shift checker to set the transmission to
3. Use an accurate strobe tach or similar device of
highest range available (or move transmission
known accuracy to verify engine RPM reading on
shift lever to "D") and measure engine speed
truck instrument panel.
with the engine at full throttle.
4. Move transmission shift lever to Neutral and start c. Repeat 2 or 3 times.
engine. Be sure that the "Power Mode" switch on
the center console is "Off" (out). Raise engine Converter Stall speed: . . 2,090 ±100 RPM
water temperature and transmission oil tempera- NOTE: The stall speed may vary according to the
ture to the normal operating range. following conditions, therefore always measure the
stall speed at the time of delivery.
5. Measure the engine high idle and low idle RPM.
• Variations according to engine serial number.
If either speed is not according to truck specifica-
tions, refer to the appropriate engine manual and • Variations in engine horsepower due to atmos-
adjust high/low idle speed. pheric pressure and temperature.
6. Raise the temperature of the hydraulic oil and • Variations in parasitic losses from accessories.
transmission oil.
• Variations due to torque converter features.
Oil temperature when measuring:
Hydraulic oil: . . . 45°-55° C (113-131° F) • Variations due to method of measuring the stall.
Transmission: . . . 60°-80° C (140°-176° F) 10. Return all hook-ups to normal operating condition.

TRANSMISSION
FIGURE 2-23. TRANSMISSION

1. Speed Sensor Mount Port (input shaft rpm) A: Low Clutch Port
2. Speed Sensor Mount Port (intermediate shaft rpm) B: 1st Clutch Port
3. Input Shaft C: 2nd Clutch Port
4. Transmission Lubrication Relief Valve D: R Clutch Port
5. Speedometer Cable Pickup Port E: 3rd Clutch Port
6. Output Yoke F: 4th Clutch Port
7. Drain Valve G: High Clutch Port
8. Speed Sensor Mount Port (output shaft rpm) H: From Oil Cooler
9. Strainer I: Lube Pressure Test Port
J: From Torque Converter (main circuit)
K: From Torque Converter (lubrication circuit)
L: To Pump (suction)
M: From Torque Converter (sump circuit)

TRANSMISSION SHIFT VALVES
FIGURE 2-24. TRANSMISSION SHIFT VALVES

1. ECMV (for high clutch)
2. ECMV (for low clutch)
3. ECMV (for 4th clutch)
4. ECMV (for 3rd clutch) SPEED ECMV
5. ECMV (for reverse clutch) RANGE R 1st 2nd 3rd 4th L H
6. ECMV (for 2nd clutch) F1
7. ECMV (for 1st clutch)
8. Valve Oil Screen F2
9. Seat F3
10. Breather F4
11. Cover
F5
A. High Clutch Pressure Tap Port F6
B. Low Clutch Pressure Tap Port F7
C. 4th Clutch Pressure Tap Port N
D. 3rd Clutch Pressure Tap Port
E. Reverse Pressure Tap Port R1
F. 2nd Clutch Pressure Tap Port
ECMV CLUTCH OPERATION TABLE
G.1st Clutch Pressure Tap Port

TORQUE CONVERTER AND TRANSMISSION HYDRAULIC CIRCUIT DIAGRAM
16 ±0.5 kg/cm2
(230 ±10 psi) 16.5 ±1.5 kg/cm2
(235 ±20 psi)
39 ±2 kg/cm2 16.5 ±1.5 kg/cm2

(555 ±29 psi) (235 ±20 psi)
8 ±1 kg/cm2 16.5 ±1.5 kg/cm2

(115 ±15 psi) (235 ±20 psi)
By-Pass Warning Light

2.5 kg/cm2 (35 psi)
Actual Oil By-Pass
3.5 kg/cm2 (50 psi)
20.5 ±1.5 kg/cm2
(290 ±20 psi)
Normal Operating
Pressure
1.25 ±.5 kg/cm2
(18 ±6 psi) 30.5 ±1.5 kg/cm2
(435 ±20 psi)
Crack Open
Pressure
2.7 kg/cm2
(38 psi)
336 l/mn 31.5 ±1.5 kg/cm2

(90 gpm) @ 2100 RPM
(450 ±20 psi)
31.5 ±1.5 kg/cm2

(450 ±20 psi)
FIGURE 2-25. HYDRAULIC CIRCUIT DIAGRAM

1. Strainer 8. ECMV for high clutch 14. 4th Clutch 20. Lockup Solenoid Valve
2. Hydraulic Pump 9. ECMV for 4th clutch 15. 3rd Clutch 21. Lockup Clutch
3. Transmission Oil Filter 10. ECMV for R clutch 16. R Clutch 22. Torque Converter Relief Valve
4. Oil Screen 11. ECMV for 1st clutch 17. 2nd Clutch 23. Main Relief Valve
5. ECMV for low clutch 12. High clutch 18. 1st Clutch 24. Oil Cooler
6. ECMV for 3rd clutch 13. Low clutch 19. Lockup Valve 25. Lubrication Relief Valve
7. ECMV for 2nd clutch 26. Transmission Lubrication

ECMV (ELECTRONIC CONTROL MODULATION VALVE)
FIGURE 2-26. ECMV (ELECTRONIC CONTROL MODULATION VALVE)

1. Connector 6. Proportional Solenoid A: To clutch
2. Spring 7. Pressure Control Valve Spool B: Drain
3. Flow Sensor Valve Spool 8. Load Piston C: From Pump
4. Spring 9. Spring a: CLutch Pressure Measurement Port
5. Fill Switch

ECMV (Electronic Control Modulation
Valve)
The ECMV (Electronic Control Modulation Valve) con-
sists of two valves: a pressure control valve and a flow
sensor valve.
Pressure control valve

The pressure valve contains a proportional solenoid
which takes the current sent from the transmission
controller and the pressure control valve converts this
current into hydraulic pressure. (Refer to Figure 2-27.)
Flow sensor valve

This valve is actuated by a trigger from the pressure
control valve, and has the following functions:
1. The valve is opened until the clutch is filled with
oil, thereby reducing the time (filling time) taken
for oil to fill the clutch.
2. When the clutch becomes full of oil, the valve
closes, and sends a signal (full signal) to the
controller to inform that filling is completed.
3. While there is hydraulic pressure applied to the FIGURE 2-27.
clutch, it outputs a signal (full signal) to the con- A range: Before Gear Shifting (drained)
troller to inform whether there is hydraulic pres- B range: Filling Starts (trigger issued)
sure or not. C range: Filling Completed
D range: Regulation
ECMV and proportional solenoid E range: Filling
Each ECMV is equipped with one proportional sole-
noid.
The propulsion force shown in the diagram in Figure
2-28 is generated according to the command current
from the controller.
The propulsion force generated by the proportional
solenoid acts on the pressure control valve spool and
this generates the hydraulic pressure shown in the
diagram on the right. In this way, by controlling the
command current, the propulsion force is changed and
this acts on the pressure control valve to control the oil
flow and hydraulic pressure.
ECMV and fill switch

Each ECMV is equipped with one fill switch. When the
clutch is completely filled, the flow sensor valve acts
to switch the fill switch on. As a result of this signal, the
oil pressure starts to build up.
FIGURE 2-28.

Action of ECMV
The ECMV is controlled by the command current from
the transmission controller to the proportional sole-
noid, and the output signal of the fill switch. The
relationship between the ECMV proportional solenoid
command current and clutch input pressure and the
output signal of the fill switch is as shown in the
diagram in Figure 2-29.
• A range: Before gear shifting (drained)
• B range: Filling starts (trigger issued)
• C range: Filling completed
• D range: Regulation
• E range: Filling
FIGURE 2-29.
Before shifting gear (drained) (A range of

graph)
1. (Refer to Figure 2-30): When no current is being
sent to proportional solenoid (6), the reaction
force for spring (9) of the pressure control valve
pushes pressure control valve spool (7). As a
result, proportional solenoid (6) is pushed pack,
so pressure control valve spool (7) connects the
oil at clutch port C to drain port E and drains the
oil.
In this condition, there is no hydraulic force acting
on spool (3) of the flow sensor valve, so the
reaction force of spring (4) for the fill switch moves
flow sensor valve spool (3) away from fill switch
(5), and stops it in a position where it is in balance
with return spring (2) of the flow sensor valve.
FIGURE 2-30.

Starting to fill (trigger command input to pres-
sure control valve) (B range of graph)
1. (Refer to Figure 2-31): When there is no oil inside
the clutch and the trigger current is sent (maxi-
mum current is applied) to proportional solenoid
(6), the proportional solenoid moves the full
stroke and pressure control valve spool (7) moves
to the left. As a result of this, pump port A and
pressure control valve output port B are opened,
and oil passes through orifice “a” of flow sensor
valve spool (3) and starts to fill the clutch.
FIGURE 2-31.
2. (Refer to Figure 2-32): When this happens, a

pressure difference is created between the up-
stream and downstream sides of orifice “a” of flow
sensor valve spool (3). Because of this difference
in pressure, flow sensor valve spool (3) moves to
the left and compresses sensor valve return
spring (2).
As a result, flow sensor valve spool (3) opens
pump port D, and oil flows from here through
orifice “a” and goes to the clutch port.
FIGURE 2-32.
Filling completed (pressure control set to in-
itial pressure) (C range of graph)
1. (Refer to Figure 2-33): When pump port D of the
flow sensor valve opens, and the oil flows out from
here, a difference in pressure is created between
the upstream and downstream sides of orifice “a”
of the flow sensor valve spool (3). This continues
to push flow sensor valve spool (3) to the left.
When this happens, and the current of propor-
tional solenoid (6) is lowered momentarily to the
initial pressure level, almost the complete pump
pressure comes to bear on load piston (8). As a
result, pressure control valve spool (7) is pushed
back to the right, and a small amount of oil leaks
from pressure control valve outlet port B to drain
port E. However, only a small amount of oil leaks,
so almost all of the oil from the pump flows to the FIGURE 2-33.
clutch, and flow sensor valve spool (3) continues
to be pushed to the left.

2. (Refer to Figure 2-34): When the clutch is filled
with oil, the flow of oil from pump port D to clutch
port C stops. The size of areas receiving pressure
on the left and right sides of flow sensor valve
spool (3) is different (the area on the left side is
larger), so when the pressure on both sides be-
comes the same, the spool is moved by hydraulic
force to the right. When this happens, pump port
D and clutch port C are closed. Because of this
difference in area on the left and right sides, and
the force of return spring (2) of the pressure
control valve, flow sensor valve (3) compresses
fill switch spring (4) and is pushed to the right. It
then contacts fill switch (5) and transmits the
clutch filling completed signal to the shift control-
ler. At this point, the current for the initial pressure
level is flowing to proportional solenoid (6), so the
hydraulic pressure is set to the initial pressure by
pressure control valve spool (7).
FIGURE 2-34.
Regulating (D range of graph)

1. (Refer to Figure 2-35): When current is sent to
proportional solenoid (6), the solenoid generates
a force proportional to the current. This propulsion
force of the solenoid, and the sum of the propul-
sion force produced by the hydraulic pressure at
the clutch port applied to load piston (8), and the
reaction force of pressure control valve spring (9)
are regulated so that they are in balance.
The difference in hydraulic pressure applied to
both sides of flow sensor valve spool (3) pushes
the spool to the right, and the fill signal continues
to be sent to the transmission controller.
FIGURE 2-35.

ECMV REPAIR PROCEDURE
1. Thoroughly wash and flush debris and dirt from
Transmission Control Valve mounted on top of
transmission.
2. Thoroughly wash and flush the area surrounding
the filter assembly (5, Figure 2-36) to prevent the
intrusion of sand, mud, dust, paint, etc.
3. Remove mounting nuts (2, Figure 2-36) and re-
move the ECMV protective cover (1). Flush area
under cover, taking care not to allow soil, sand,
dust, paint, etc. to enter the ECMV, valve seats,
etc.
Filter Cleaning Procedure

1. Remove the filter assembly protective cover (9,
Figure 2-36) and the temperature sensor (4) con-
nector (4). Prior to removal of the complete filter
assembly (5) from the valve assembly, loosen the
filter case (8) from the filter head (6) by rotating
counter-clockwise, using the hex nut at the case
tip.
2. Remove the complete filter assembly (5).
NOTE: When the filter assembly is removed from the FIGURE 2-36. TRANSMISSION CONTROL VALVE
valve seat, some oil will flow out of the case on to the ASSEMBLY
transmission. Be prepared to minimize spillage.
1. Cover 7. Filter Element
3. Remove the case (3, Figure 2-37) from the filter 2. Mounting Nuts 8. Filter Case
head (1). 3. Harness 9. Cover
4. Remove filter element assembly (2) from head (1). 4. Temp. Sensor 10. ECMV Assembly
Remove O-rings (4, 5). 5. Filter Assembly 11. ECMV Mounting Bolts
6. Filter Head 12. Valve Plate
5. Wash all foreign matter from the element with light
oil. Dry element using clean, dry, low pressure air.
If element is damaged or cannot be completely
cleaned, replace element.
6. Wash the head (1) and the case (3) with light oil.
7. Install O-rings (4, 5, Figure 2-37) into head (1) and
on case (3). Insert element (2) into case (3).
8. Install the case onto head. Tighten case hand
tight.
9. Install the assembled filter assembly onto the
valve seat. Tighten mounting capscrews to stand-
ard torque.
10. Tighten the filter case (3) to 6 to 8 kg.m (43 - 58
ft.lbs.) torque.
11. Install the temperature sensor connector (4, Figure FIGURE 2-37. FILTER ASSEMBLY
2-36) to the harness (3) and install the protective 1. Filter Head 4. O-Ring
cover (9). 2. Filter Element 5. O-Ring
3. Filter Case

ECMV Removal
1. Remove the paint along the boundary between
the fill switch assembly (16, Figure 2-38) and the
valve body (1) at each ECMV to be removed.
2. Disconnect the electrical connectors for the fill
switch assembly (16) and solenoid valve (9) from
the harness.
3. Remove the switch and solenoid connectors from
bracket (18).
4. Remove the transmission oil temperature sensor
(4, Figure 2-36) from the filter head and test for
proper operation. Refer to Section F6, “Sensors,
Switches” for test procedure and specifications.
Disassembly
1. Before disassembly, flush the ECMV and valve
seat (paint at corners of the mating surfaces must
be removed thoroughly).
NOTE: Do not allow the solenoid connectors, fill switch
connectors, or harness to be exposed directly to the FIGURE 2-38. ECMV ASSEMBLY
water, etc.
1. Valve Body 13. Plug
2. Remove the mounting bolts (8, Figure 2-39) from 2. Plug 14. O-ring
the ECMV assembly (10), and separate the 3. Plug 15. Spring
ECMV assembly from valve plate (12). 4. Pressure Control Valve 16. Fill Switch
5. Piston 17. O-ring
3. Remove solenoid connector (2, Figure 2-39) and
6. Spring 18. Bracket
fill switch connector (3) from bracket. Loosen
7. Shim 19. Bolt
bolts (17). Gently remove the flow sensor valve
8. O-ring 20. Washer
fill switch (16) and bracket. Be careful not to let
9. Solenoid Valve 21. Cover Plate
spring (15) fall out of place.
10. Bolt 22. O-ring
4. Remove cover plate (21, Figure 2-38). Remove 11. Flow Detection Valve 23. Bolt
plug (13) by installing a capscrew in the tapped 12. Spring
hole for easier removal. Then, remove the flow
detecting valve spring (12), valve spool (11), and
NOTE: Protect the valve plate (12, Figure 2-36) and
spring (15).
the valve mating surfaces by applying masking tape,
a. Examine valve body (1) and spool (11) as well etc. Prevent dirt/dust from entering the transmission
as spring (15) for the existence of plating film by covering all openings. Place all removed parts in
pieces and other metallic particles. If found, storage, being careful not to scratch any part.
remove them.
b. If foreign matter has lodged in the valves or the
pistons, or if their functional movement is not
smooth, recondition them with an oil stone, etc.
5. Remove spring (6), shims (7), piston (5), and valve
(4) from the pressure control valve. Examine for
any trapped foreign matter, seized spool, or rough
movement. Be careful not to lose shims (7).
Keep shims in storage, after confirming their
quantity.
6. Remove the proportional solenoid valve (9).

Reassembly
Inspect each part thoroughly and confirm that the part
is free from dirt/dust, scratches, etc. Wash all parts with
solvent. Lubricate spools and plungers with a small
amount of transmission oil during assembly. Be certain
to reassemble all spools and plungers into their original
valve body bores.
NOTE: When assembling the valve, make sure that
valve spools move smoothly in the bore.
This work should be performed in a “Clean Room”

or workstation free from dirt, dust, etc.
1. Set the pressure control valve spool (4, Figure

2-39) in the valve body (1). Be certain the valve
movement is smooth, by pushing the valve with
fingers on both ends.
2. Install the solenoid valve (9) together with O-ring
(8), using 4 bolts (10). Tighten bolt (10) to 1.35 ±
0.15 kgm (9 -11 ft.lbs.) torque.
3. Place the pressure control valve piston (5) inside
pressure control valve spool (4). Make sure that
piston movement is smooth, by pushing the valve
with fingers.
FIGURE 2-39. ECMV VALVE ASSEMBLY 4. Install shims (7) and spring (6) in the pressure
control valve. Install O-ring (22, Figure 2-38) in
the valve body.
1. Valve Body 10. Bolt
2. Solenoid Connector 11. Flow Sensor Valve
3. Fill Switch Connector 12. Spring • The standard number of shims is: 3 pcs.
4. Pressure Control Valve 13. Plug • Standard shim pack thickness: 0.6 mm
Spool 14. Pressure Test Port • Individual shim thickness: 0.2 mm
5. Load Piston 15. Spring
6. Spring 16. Fill Switch
7. Shims 17. Bolt NOTE 1: (Refer to Figure 2-39.) When parts (1), (6),
8. Mounting Bolt 18. Cover Plate (5), (4), and (9) are all being reused, the same number
9. Proportional Solenoid of shims removed during disassembly must be rein-
stalled. When any of these parts have been replaced,
the standard number of shims (3 ea.) should be in-
stalled. The exact quantity required is determined
when clutch pressure test is performed.
NOTE 2: When only the proportional solenoid valve (9)
is to be replaced, remove cover (18) and make sure
that spring (6) has been positively set in place. (There
is a possibility that the spring can get out of the valve
end when the proportional solenoid valve is removed.)

5. Install the flow sensor valve (11) in valve body (1). 11. Install all ECMV’s onto the valve seat, making sure
Make certain the valve movement is smooth, by that mounting surfaces are free from dirt/dust,
pushing the valve with fingers on both ends. scratches, etc.
6. Set the flow detecting valve spring (15, Figure 12. Reinstall oil temperature sensor (4, Figure 2-36)
2-38) in place. Install O-ring (17) and position fill in filter head (6).
switch (16) and bracket (18) on valve body. Install
13. Secure all electrical connectors to the harness.
2 bolts (19) and tighten to 3.15 ± 0.35 kgm (20 -
25 ft.lbs.) torque. 14. Check clutch pressure for any ECMV that has
been disassembled for repairs.
7. Install spring (12) in the flow detecting valve.
Install new O-ring (14) on plug (13) and install in
valve body.
8. Install cover plate (21) with 5 bolts (23) and
washers (20). Tighten bolts to standard torque.
9. Assemble the connectors (2, Figure 2-39) and (3)
to the bracket. After any disassembly, reassembly, and/or parts
replacement in the pressure control valve, clutch
10. For each ECMV assembly, install O-rings (3
oil pressure must be checked and adjusted if nec-
places) at the valve seats and install with 4 bolts
essary.
(8). Tighten bolts (11) to 3.15 ± 0.35 kgm (20 - 25
ft.lbs.) torque.

CLUTCH PRESSURE CHECK &
ADJUSTMENT
Note: Prior to checking clutch pressure, test and verify 4. Referring to Figure 2-41, install a pressure gauge
main relief pressure is normal. at the pressure test port of the ECMV for the
clutch to be tested. The gauge should be installed
directly at the pressure test port without the use
1. Park truck on a level surface, raise dump body of a hose.
and lock in raised position with safety pins.
5. Start the engine, allow air pressure to build to
2. Shut down engine and be certain key switch is Off. normal operating range and be certain the park-
3. Install the shift checker (Refer to Figure 2-40): ing brake is applied.
a. Disconnect the chassis harness (6, Figure 6. With the transmission range selector in “N”, turn
2-40) from the transmission control box (4). the shift checker power switch On.
b. Connect shift checker harness (3) (white con- a. Press the clutch operation button for the de-
nectors) to the truck chassis harness connec- sired clutch.
tors (SC1, SC2, SC3 & SC4) removed in step b. With engine at high idle, measure and note the
a. clutch pressure gauge reading.
c. Be certain shift checker power switch is Off. c. After reading is obtained, release accelerator
Connect harness (3) black connector to shift and press button selected in step a. to release
checker. clutch.
7. Shut down the engine and remove the gauge
installed in step 4 and replace port plug.
NOTE: If shift checker 799-607-2000 is to be used on

trucks serial number A10190 or higher, harness con-
nector 799-607-2120 must be used. Or, use shift
checker 799-607-3000 and connect directly to trucks
with serial numbers A10190 & higher.
FIGURE 2-40. SHIFT CHECKER INSTALLATION

1. Shift Checker (Part No. 799-607-2000 or 799-607-3000) 4. Transmission Control Box
2. Harness connector, black (to Shift Checker, see Note above) 5. Harness connectors, white (to Chassis Harness)
3. Harness Assembly 6. Truck chassis Harness (Transmission Control

FIGURE 2-41. CLUTCH PRESSURE TEST PORT IDENTIFICATION
A: High Clutch Pressure Port D: 3rd Clutch Pressure Port F: 2nd Clutch Pressure Port
B: Low Clutch Pressure Port E: Reverse Clutch Pressure Port G: 1st Clutch Pressure Port
C: 4th Clutch Pressure Port
8. Repeat steps 4 through 7 as necessary to check NOTE: One shim (thickness: 0.2 mm) will result in
other clutch pressures. approximately 0.19 kg/cm2 (2.7 psi) variation in the oil
pressure.
9. Compare gauge readings obtained with chart in
(Add shims to increases oil pressure; remove shims to
Figure 2-42.
decrease oil pressure.)
10. If pressure is outside normal range, the pressure
11. If a different shim pack is installed, repeat pressure
control valve spool shim pack (7, Figure 2-39)
test to verify correct clutch pressure has been
must be increased or decreased.
achieved.
12. If no further tests are to be performed, the shift
checker (if installed) may be removed.
a. Disconnect harness connectors (5, Figure 2-
40) from chassis harness (6) and remove shift
PRESSURE checker.
CLUTCH
kg/cm2 PSI b. Reconnect chassis harness connectors to
H 16.5 ±1.5 235 ±20 transmission control box (4).
L 16.5 ±1.5 235 ±20 13. Be certain all pressure test port plugs are installed.
Install protective cover on transmission control
4th 16.5 ±1.5 235 ±20
valve.
3rd 20.5 ±1.5 290 ±20
R 30.5 ±1.5 435 ±20
2nd 31.5 ±1.5 450 ±20
1st 31.5 ±1.5 450 ±20
FIGURE 2-42. CLUTCH PRESSURE

SPECIFICATIONS

LUBRICATION RELEIF VALVE
FIGURE 2-42. LUBRICATION RELIEF VALVE

1. Valve body 2. Lubrication Relief Spool a. Lubrication pressure measurement plug
LUBRICATION RELIEF VALVE
Function Specifications
This valve is installed on the left side of the transmis- Normal Operating Pressure:
sion and prevents abnormal pressure in the transmis- 1.25 ±.5 kg/cm2 (18 ±6 psi)
sion lubrication circuit.
Cracking pressure: 2.7 kg/cm2 (38 psi)

TRANSMISSION
This truck utilizes a Komatsu TORQFLOW remote
mounted transmission. It is a fully automatic shift trans-
mission equipped with a torque converter. The trans-
mission has seven speeds “Forward” and one
“Reverse”.
The transmission has a gear driven, front-mounted
Power Take-Off assembly that drives the steering,
hoist, transmission and brake cooling pumps.
Transmission Removal FIGURE 2-43. ELECTRICAL WIRING
1. Park truck on a level surface, block wheels and 1. Electrical Connectors 2. Brake Cooling Valve
apply park brake. Raise dump body and install
body holding pins. Move hoist valve to “Float”
position to put weight of dump body on pins. Then
lock the hoist lever in the hold position.
Dump body must be up and safety pins in place.

DO NOT work under raised dump body unless the
body pins are installed.
NOTE: If hydraulic pump or engine is inoperative,

dump body should be raised with a crane so body
FIGURE 2-44. ELECTRICAL WIRING
holding pins can be installed.
1. Oil Level Sensor 2. Electrical Connector
2. Turn keyswitch “Off” and shut down engine.
3. Drain transmission oil.
4. Drain approximately one third of the brake oil.
5. Tag and Disconnect transmission control wiring

connectors (1, Figure 2-43).
6. If equipped, disconnect transmission oil level sen-

sor connector (2, Figure 2-44).
FIGURE 2-45. HYDRAULIC LINES

7. Tag and remove 6 pump outlet hoses (2, Figure 1. Housing 2. Hydraulic Hoses
2-45).

8. Remove transmission pump suction tube (1, Fig- 11. On the front drive line, remove drive shaft guard
ure 2-46) Remove clamp (2). (1, Figure 2-49) and drive shaft (2).
FIGURE 2-46. SUCTION TUBE

FIGURE 2-49. FRONT DRIVE LINE
1. Suction Tube 2. Clamp
1. Drive Shaft Guard 2. Drive Shaft
9. Remove pump tubes (1, Figure 2-47) and (2) for

brake pump. 12. On the rear drive line, remove drive shaft guard (1,
Figure 2-50) and drive shaft (2).
FIGURE 2-47. BRAKE PUMP TUBES FIGURE 2-50. REAR DRIVE LINE
1. Tube 2. Tube 1. Drive Shaft Guard 2. Drive Shaft
10. Disconnect pump tubes (1, Figure 2-48) and (2) 13. Remove front mount capscrews (1, Figure 2-51)
for the steering and hoist pump. for transmission assembly.
FIGURE 2-48. STEERING AND HOIST PUMP FIGURE 2-51. FRONT TRANSMISSION MOUNT
1. Tube 2. Tube 1. Transmission Mount 2. Torque Converter

Transmission Installation
NOTE: Check the vibration dampener for wear, dam-
age or deterioration. Replace any rubber cushions or
dampeners in doubtful condition.
Dump body must be up and safety pins in place.

DO NOT work under raised dump body unless the
body pins are installed.
FIGURE 2-52. REAR TRANSMISSION MOUNT
1. Mount 2. Capscrew 1. Install transmission assembly (1, Figure 2-53).
NOTE: See the procedure for centering the engine
assembly and transmission assembly, this section.
2. Install front mount capscrews (1, Figure 2-51) for
13. Remove rear mount capscrews (2, Figure 2-52) for transmission assembly. Tighten capscrews to 56
transmission assembly. ±6 kg.m (406 ±44 ft. lbs.) torque.
3. Install rear mount capscrews (2, Figure 2-52) for
transmission assembly. Tighten capscrews (2) to
56 ±6 kg.m (406 ±44 ft. lbs.) torque.
Use a lifting device capable of safely handling 3178 4. Install rear drive shaft (2) and drive shaft guard (1,
kg (7006 lbs). Figure 2-50). Tighten drive shaft mounting cap-
14 Remove torque converter and transmission as- screws to 18 ±2 kg.m (130 ±14 ft. lbs.) torque.
sembly (1, Figure 2-53) from the top of the frame. 5. Install front drive shaft (2) and drive shaft guard
(1, Figure 2-49). Tighten drive shaft mounting
capscrews to 18 ±2 kg.m (130 ±14 ft. lbs.)
torque.
6. Connect pump tubes (1, Figure 2-48) and (2) for
the steering and hoist pump.
7. Install brake pump tubes (1 & 2, Figure 2-47).
8. Install transmission pump suction tube (1, Figure
2-46) Remove clamp (2).
9. Install the 6 pump outlet hoses (2, Figure 2-45).
10. If equipped, connect transmission oil level sensor
connector (2, Figure 2-44).
11. Connect transmission control wiring connectors
(1, Figure 2-43).
FIGURE 2-53. TRANSMISSION REMOVAL 12. Refill the brake oil tank with oil. Refer to Section
“P”, Lubrication and Service.
1. Transmission Assembly 2. Lifting Chain

13. Refill transmission with oil specified in lube chart
in Section “P”. Check transmission oil level with
truck level, engine running at low idle, lil at oper-
ating temperature and transmission in neutral.
Check the oil level with Bottom sight gauge. Use
the Upper Sight gauge when the engine has been
stopped for 8 hours or more.
FIGURE 2-54. SHAFT ALIGNMENT

1. Engine End 3. Torque Converter End
Procedure For Centering The Engine Assembly
2. Tool
And Transmission Assembly
NOTE: When the engine assembly, torque converter

and transmission assembly, or drive shaft have been
removed, the alignment of the engine and transmis-
sion must be checked and adjusted.
1. Install tool (2, Figure 2-54) Part Number 790-413-

1100, to the couplings at the engine end and
torque converter end.
FIGURE 2-55. SHAFT ALIGNMENT
NOTE: To raise transmission, place shims between 1. Engine End 3. Torque Converter End
the front mounts and the frame bracket. 2. Tool
2. While turning coupling at torque converter end,

carry out centering so that tool (2, Figure 2-55 and
2-56) rotates smoothly on both shafts. Move the
torque converter and/or transmission assembly
end when centering.
NOTE: The misalignment should be within 3 mm in

both the up-down and left-right directions. However, if FIGURE 2-56. MAXIMUM SHAFT MISALIGNMENT
they are not parallel, the distance at the point where
they are farthest apart must be within 3 mm.

TRANSMISSION FILTER
The transmission filter element (Beta 25 = 200) should

be replaced every 500 hours of operation or sooner if
the warning light indicates high restriction. This main-
tenance interval may be be increased or reduced,
depending on operating conditions, by observing the
warning light indicator.
This filter assembly is equipped with a pressure switch
to indicate a high pressure differential (restriction). The
switch will close @ 2.5 kg/cm2 (35 psi) by-pass pres-
sure. Actual by-pass of the hydraulic fluid does not
occur until 3.5 kg/cm2 (50 psi) by-pass pressure.
Service
1. Remove drain plug (7, Figure 2-57) and drain the

oil from the filter housing. Tighten plug after all oil
is drained.
2. Unscrew filter bowl (4) from head assembly (1).
3. Remove the element and thoroughly clean and
dry all component parts.
4. Coat a new seal (9) with clean engine oil and
install.
5. Install a new element (5) and install the filter bowl
(4) into the head assembly (1).
6. Start the engine and let it idle for 5 minutes. Stop
engine and check for leaks. Check transmission
for proper oil level and adjust if necessary.
FIGURE 2-57. TRANSMISSION FILTER

1. Head Assembly 6. PressureSwitch
2. Core Kit 7. Drain Plug
3. Bypass Valve 8. O-Ring
4. Filter Bowl 9. Seal
5. Filter Element

TRANSMISSION OIL COOLER
Transmission oil cooler repairs should be performed TRANSMISSION STRAINER
by a qualified repair facility. The bottom tank and gas-
The transmission oil pan contains two magnetic
kets are available as replacement components. Con-
strainers. It should be removed and cleaned every
tact your Komatsu distributor.
1000 hours.
The bottom tank of the radiator contains the heat
exchanger for the transmission. If a leak occurs in Removal
the heat exchanger, antifreeze/coolant may contami- 1. Drain transmission oil. Be prepared to catch 106
nate the transmission oil and/or transmission oil may l (28 gal) of oil.
contaminate the engine cooling system.
2. Remove capscrews (5, Figure 3-1) and cover
If the engine coolant is found to be contaminated with (3).
oil, the system must be examined for leaks and cor- 3. Remove screen\magnet and clean. Replace if
rected. Then the system must be flushed to remove damaged.
oil contamination and refilled with a clean coolant
solution.
If a leak has been found or suspected in the heat Installation
exchanger, the transmission oil must be examined
IMMEDIATELY. Ethylene glycol (even in small 1. Install screen\magnet into transmission oil pan.
amounts) will damage friction-faced clutch plates. 2. Install new O- Rings (2) in cover and install
Contact your Komatsu distributor for ethylene glycol cover with capscrews (5).
detection test kits. 3. Fill transmission with oil. Refer to fuel, coolant
If ethylene glycol is found in the transmission oil, the and lubricants table for type of oil to use.
transmission should be removed, completely disas-
sembled, cleaned and examined, and ALL friction-
faced clutch plates replaced.
Removal And Installation

Refer to Section "C", Engine, Fuel, Cooling And Air
Cleaner, for the removal and installation of the radia-
tor.
Repair
Repairs to transmission cooler and wet disc brake
heat exchanger should be done by a qualified repair
facility FIGURE 3-1.
The Wet Disc Brake heat exchanger is also mounted
1. Screen\Magnet 4. Washer
below the radiator tank. Refer to Section C. "Engine,
2. O-Ring 5. Capscrew
Fuel, Cooling And Air Cleaner" for removal and
3. Cover
repair.
F03004 09/97 Transmission Oil Cooler F3-1

TORQUE CONVERTER CONTROL VALVE
Removal
1. Raise the dump body and lock with the safety
pin.
2. Remove cover (2, Figure 3-2) and hose (1).
3. Disconnect lockup solenoid valve wiring connec-
tor (1, Figure 3-3).
4. Disconnect tube (3).
5. Remove torque converter control valve assem-
bly (2).
Installation
1. Install torque converter control valve and tighten
capscrews to 5 kg.m (36 ft. lbs.) FIGURE 3-3. CONTROL VALVE MOUNTING
2. Connect tube (3, Figure 3-3). 1. Connector 3. Tube
3. Connect lockup solenoid valve wiring connector 2. Control Valve
(1).
4. Install cover (2, Figure 3-2) and hose (1).
Disassembly
1. Remove plate (1, Figure 3-4), then remove pis-
tons (2) and (4), spring (3), and torque con-
verter relief valve (5).
2. Remove cover (6), then remove spring (7).
3. Remove cover (8), then remove spring (9).
4. Remove plate (10), then remove pistons (11)
and (13), spring (12), and main relief valve (14).
5. Remove cover (15), then remove piston (16),
spring (17), and ring (18).
6. Remove cover (19), then remove pistons (20)
and (22), spring (21), and lockup valve (23).
FIGURE 3-2. CONTROL VALVE

1. Hose 2. Cover
F3-2 Transmission Oil Cooler 09/97 F03004

Assembly
NOTE: Clean all parts, and check for dirt or damage. 3. Insert main relief valve (14), assemble pistons
coat the sliding surfaces of all parts with engine oil (13) and (11), and spring (12), then fit O-ring
before installing. and install plate (10).
4. Assemble spring (9), then fit O-ring and install
1. Insert lockup valve (23), assemble pistons (22)
cover (8).
and (20), and spring (21), then fit O-ring and
install cover (19). 5. Insert torque converter relief valve (5), assem-
ble spring (7), then fit O-ring and install cover
2. Fit ring (18) and assemble spring (17) and pis-
(6).
ton (16), then fit O-ring and install cover (15).
6. Assemble pistons (4) and (2), and spring (3),
then fit O-ring and install plate (1).
FIGURE 3-4. TORQUE CONVERTER CONTROL VALVE

1. Plate 7. Spring 13. Pistons 19. Cover
2. Pistons 8. Cover 14. Main Relief Valve 20. Pistons
3. Spring 9. Spring 15. Cover 21. Spring
4. Pistons 10. Plate 16. Piston 22. Pistons
5. Relief Valve 11. Pistons 17. Spring 23. Lockup Valve
6. Cover 12. Spring 18. Ring
F03004 09/97 Transmission Oil Cooler F3-3

NOTES
F3-4 Transmission Oil Cooler 09/97 F03004

DRIVELINES
The engine/transmission and transmission/final drive
drivelines differ in length and design. The front drive-
line is solid, whereas the rear telescopes to permit
oscillation of the rear axle.
FRONT DRIVELINE
Block wheels securely before removing the drive-

line.
Removal
1. Remove driveline protector if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
3. Attach a sling hoist to the driveline.
4. Remove the four capscrews at each spider
assembly and remove the driveline.
FIGURE 5-1. TYPICAL FRONT DRIVELINE
INSTALLATION
Installation
1. Position driveline between transmission and 1. Driveline Adapter 4. Transmission
engine and align the spider assembly with the 2. Front Driveline 5. Spider Capscrews
drive flanges. 3. Drive Flange
Capscrews
2. Clean and dry capscrews (3, Figure 5-1). Coat
threads with LT-2 thread locker. Install cap-
screws and tighten to 18 kg.m (130 ft. lbs.)
torque.
3. Install driveline protector if equipped. Tighten
capscrews to standard torque. Assembly
4. Install wiring or hoses removed to gain access to 1. Clean capscrews (5, Figure 5-1) and install spi-
driveline. Refer to “Lubrication” for greasing der assembly on each end. Torque capscrews
instructions on the following page. to 20 - 22.9 kg.m (145 - 165 ft. lbs.) torque.
Disassembly Note: Do Not use oil or adhesive on capscrew
threads.
1. Remove the capscrews (5, Figure 5-1) and spi-
der assembly from each end of driveline and 2. Install grease fittings if removed.
inspect for rough or frozen bearings. 3. Refer to “Lubrication” for greasing instructions
on the following page.
Note: Do not disassemble the spider assembly. If
bearings are unserviceable, replace the entire part
as a unit.
2. Clean all parts except the spider assembly in
fresh solvent and blow dry with compressed air.
3. Inspect all parts for wear and damage.
4. Insure all grease passages are clear.
F05004 12/01 Drivelines F5-1

REAR DRIVELINE
Block wheels securely before removing the drive-

line.
Removal
1. Remove driveline protector if equipped.
2. Remove and tag any wiring or hoses which may
interfere with removal.
3. Attach a sling hoist to the driveline.
FIGURE 5-2. REAR DRIVELINE ASSEMBLY
4. Remove the four capscrews (6, Figure 5-2) at
(Typical)
each spider assembly, compress the splined
yoke and remove the driveline. 1. Spider Assembly 4. Seal Assembly
2. Capscrew 5. Grease Fitting
Installation 3. Slip Yoke 6. Capscrew
1. Position driveline between transmission and dif-
ferential input flange. Align the spider assembly
with the drive flanges and extend the splined
yoke until seated. Note: If either the stub, yoke, or seal is not
2. Clean the mounting capscrews (6, Figure 5-2) to serviceable, parts must be replaced with a new,
remove all traces of oil and dry thoroughly. balanced and matched set
Apply thread locker (LT-2) to capscrew threads.
Assembly
3. Install capscrews and tighten to 18 kg.m (130 ft.
lbs.) torque. 1. Using clean and dry capscrews (2, Figure 5-2),
4. Install driveline protector if equipped. Tighten attach the spider assembly (1) at each end of
capscrews to standard torque. driveshaft. Tighten capscrews (2) to 21.5 kg.m
(155 ft. lbs.) torque. Note: Do Not use oil or
5. Install wiring or hoses removed to gain access to adhesive on capscrew threads.
driveline. Refer to “Lubrication” for greasing
instructions. 2. Install grease fittings (5) if removed. Lubricate
as specified below.
Disassembly
1. Remove the capscrews (2) and spider assembly
(1) from each end of driveline and inspect for LUBRICATION
rough or frozen bearings.
Refer to Section P, “Lubrication and Service” for
Note: Do not disassemble the spider assembly. If grease specification for truck operation over normal
bearings are unserviceable, replace the entire part temperature ranges.
as a unit.
If truck is operating in extremely low temperatures
2. Clean all parts except the spider assembly in (arctic conditions), grease driveline spider assembly
fresh solvent and blow dry with compressed air. and splines using a lithium grease (GLT2-LI).
3. Inspect all parts for wear and damage. Com-
press and extend to check splines for excessive When greasing:
looseness or binding. Inspect spline grease
• If equipped with multiple grease fittings on a
seal. spider, apply lubricant through one fitting only.
• Add lubricant until traces of lubricant escape from
spider cap bearings and from shaft splines.
F5-2 Drivelines 12/01 F05004

AUTOMATIC SHIFT CONTROL SYSTEM
GENERAL INFORMATION TRANSMISSION SHIFT CONTROLLER
Operation of the transmission is controlled by the The Transmission Shift Controller is designed to con-
Transmission Shift Controller as shown in Figure 6-2. trol the transmission and communicate with other sys-
Various inputs are provided to the controller allowing tems on the truck. This communication is based on
it to provide optimum transmission performance during various inputs and outputs from sensors and other
truck operation. system controllers.
The system monitors the following operator inputs
during normal operation: POWER MODE
• Accelerator pedal position There are two power mode settings; Power and Econ-
• Range Selector position omy.
• Shift limiter switch position Power Setting:
Other inputs are provided by various switches in the • The engine controller allows full fuel to flow to
service brake, parking brake and retarder systems as provide maximum rated engine power. The
well as the position of the hoist control. Speed sensors transmission controller controls the up and
provide signals for engine rpm and transmission input down shift points.
shaft, output shaft, and intermediate shaft speeds.
Economy Setting:
After processing the input information, the Transmis- • The engine controller reduces the fuel flow
sion Shift Controller determines the proper mode of since full power is not required. The transmis-
operation by engaging the proper gear, controlling sion controller modifies and controls the up and
lock-up clutch operation, etc. down shift points.
Gear selection is achieved by the engaging or releas-
ing the required transmission clutches through elec- BRAKING MODE
tronically controlled modulation valves (ECMV) as • In the braking mode, (brake foot pedal, retarder
determined by the Transmission Shift Controller. The lever, or emergency brake applied) the up and
current gear selected is displayed on the instrument down shift points are raised, increasing the
panel during operation. brake cooling pump speed (and therefore oil
volume) to ensure adequate cooling of the
brake cooling system oil.
At the same time, it increases engine rpm which
improves the the effect of using the engine as a
brake.
LOCK-UP AND ENGINE OVERSPEED

• The transmission controller senses different
speeds to drive and control the torque converter
lock-up solenoid valve, overrun protection sole-
noid, BCV solenoid, and if equipped, the ex-
haust brake solenoid.
TRANSMISSION SPEEDS MONITORING

• Speed sensors are installed at three places (on
the transmission input shaft, intermediate shaft,
and output shaft.) These sensors are used to
detect if a transmission clutch is slipping, and
also act to protect the transmission when there
is some abnormality in the hydraulic system.
F06005 9/01 Automatic Shift Control System F6-1

SELF DIAGNOSTICS
• A self-diagnostic function monitors both the in-
puts and outputs of the transmission.
• The transmission controller contains a self-di-
agnostic display (1, Figure 6-1) and is shown in
a two-digit number display located on the top of
the controller. When a fault is detected, it is
recorded in memory. The fault is stored in mem-
ory and is retained even if the power is turned
off. When power is turned on again, the fault
code can be observed as the controller is pow-
ered-up.
• Detected faults are also sent to the network by
the controller, and displayed on the monitor
display panel (dash panel).
• The transmission controller communicates with
other controllers on the truck via the network. It
receives model selection data from the other
controllers.
• The transmission controller receives inputs
from various sensors and switches (see Figure
6-2). These inputs are interpreted by the trans-
mission controller and then sent to the monitor
display panel and other functions. FIGURE 6-1. TRANSMISSION SHIFT
CONTROLLER
• The controller also has an emergency function
for use if there is a failure in the electrical 1. Self-diagnostic Display 6. Connector ATC4
system. 2. Network Connection 7. Connector ATC5A
Switch (Rotary Switch 2) 8. Connector ATC5B
3. Model Selection Switch 9. Connector ATC1
(Rotary Switch 1) 10. Connector ATC2
4. Connector ATC3A
5. Connector ATC3B
F6-2 Automatic Shift Control System F06005 9/01

FIGURE 6-2. AUTOMATIC SHIFT CONTROL SYSTEM

RANGE SELECTOR POSITIONS AND TRANSMISSION OPERATION MODES
AUTOMATIC GEAR SHIFTING RANGES Transmission upshifts or downshifts are determined by
The automatic gear shifting ranges for each position three types of “shift maps” programmed into the Trans-
of the Range Selector lever are shown in the table in mission Shift Controller. The table in Figure 6-4 below
Figure 6-3. shows the conditions that must be satisfied for the
Transmission Shift Controller to select either the brak-
Note that when the operator selects “D”, the recom- ing mode or the power mode.
mended range for normal operation, the transmission
controller will engage 2nd range and automatically
shift through the 3rd through 7th gear ranges as re- MODE CONDITIONS
quired. This will result in the most economical opera- When either of the following
tion. If the operator selects “3”, “4”, or “5”, the conditions are satisfied:
transmission will initially select 1st range and then Braking 1. Rear brake signal ON (service
upshift only as far as the range selected. These posi- Mode brake, retarder, or emergency brake
tions provide more effective retarding on grades. applied)
The Shift Limiter switch, located on the center console 2. Accelerator pedal released.
in the cab can be used to limit the shift ranges in the When the following three conditions
“D” and “L” shift lever positions. are satisfied:
1. Rear brake signal OFF (service
If the operator has selected the “D” range, the shift Power
brake, retarder, or emergency brake
limiter switch, when turned On, will prevent the trans- Mode
not applied)
mission from shifting into 7th range to limit top speed.
2. Accelerator pedal depressed.
The shift limiter switch can also be used to hold the 3. Economy mode switch OFF.
transmission in 1st range when the operator has se- When the following three conditions
lected the “L” position on the shift lever. are satisfied:
1. Rear brake signal OFF (service
Economy
brake, retarder, or emergency brake
Mode
Selector Shift Speed Range not applied)
Position Limiter 2. Accelerator pedal depressed.
R N 1 2 3 4 5 6 7
3. Economy mode switch ON.
OFF •
R
ON •
FIGURE 6-4. OPERATIONAL MODES
OFF •
N Braking Mode:
ON •
In the braking mode of operation, the shift-down point
OFF and shift-up point are both raised, and the engine rpm
D
ON speed is increased to provide additional oil flow for
OFF retarder cooling, and to increase the effect of using the
5 engine as a brake.
ON
OFF Power Mode:
4
ON
The power mode is programmed to provide maximum
OFF performance by using the trucks’ power to its utmost
3
ON limit by optimizing the shift points according to the rate
OFF of acceleration determined by the load, grade etc.
L
ON • When the truck is not loaded, the system senses the
increased rate of acceleration and shifts to a higher
gear range sooner than if the truck were loaded. This
improves acceleration and reduces haul cycle time.
FIGURE 6-3. SHIFT RANGE/SHIFT LEVER
POSITIONS

These variable performance features improve fuel 2. In power mode, the shift-up point from F1 to F2,
economy, reduce noise and reduce shift shock to is 2100 rpm. The shift-down point from F2 to F1
improve transmission and driveline component life. is 1400 rpm.
Economy Mode:
3. Lock-up
When the truck is operating with a light load, such as
traveling empty or when traveling on flat ground, the • Lock-up is not actuated in reverse.
shift-up and shift-down points are set lower to keep the • When coasting and decelerating (accelerator
engine speed low, improving fuel consumption, reduc- pedal released, and brake not applied), for
ing noise, and shock when shifting gears. In this mode, positions F7 - F4, the lock-up solenoid is mo-
engine output is limited to 85% of maximum engine mentarily turned off during the down-shift from
power. one gear to the next. For F3 and below, the
lock-up solenoid is turned OFF.
• When the truck descends a grade with the
accelerator pedal released, lock-up is not ac-
AUTOMATIC GEAR SHIFTING tuated until the accelerator pedal or the brake
The automatic shift-up/shift-down points, torque con- pedal is depressed.
verter lock-up ON/OFF points and auto brake ON/OFF
points are shown in Figure 6-5.
Note: F1, F2, etc. refers to 1st, 2nd etc. transmission
gear ranges.
AUTOMATIC SHIFTING SEQUENCE
Conditions: Range Selector position: D

Shifting UP in power mode
1. If the Range Selector lever is placed in the “D”

position, the transmission will shift to F2, torque
converter range.
2. When the accelerator pedal is depressed, the
engine speed will rise. When the transmission
input shaft speed reaches 1500 rpm, the lock-up
clutch is engaged to connect the torque converter
directly, eliminating slippage.
3. When the input shaft rpm increases to 2100 rpm,
the transmission is shifted up to F3. At the shift-up
point, the lock-up clutch is automatically disen-
gaged momentarily to reduce shock during the
gear change.
4. Immediately after shift up, the engine speed
drops, but if the load is small, the engine speed
rises again. The situation in step 2. is repeated
FIGURE 6-5. GEAR SHIFTING GRAPH
and the transmission is shifted up sequentially
NOTE: from F4 to F7.
1. In the economy mode, the shift-up point from F1

to F2 is 2000 rpm. The shift-down point from F2
to F1 is 1300 rpm.

Conditions: Range Selector position: D Gear shifting time lag
Shifting DOWN in power mode A time lag is incorporated to prevent excessive speed
changes in the transmission during automatic gear
changes. This time lag prevents a gear shift during a
1. When the load is increased and the engine speed
predetermined period of time.
drops below 1450 rpm, the transmission is shifted
down one gear. (For example, when traveling in The length of the gear shifting time lag is controlled by
F6, the transmission will shift down to F5) the individual electronically controlled modulation sys-
tem, which controls each gear shifting pattern as
2. If the load increases further, the transmission
shown in Figure 6-6.
shifts down sequentially to F2. If the input shaft
speed drops to 1200 rpm when the transmission
is in F2, the torque converter lock-up clutch is
disengaged and the transmission changes to
torque converter drive.
NOTE: The above explanation gives a general outline

of gear shifting. However, the set speed and actuation
may differ according to conditions.
Conditions: Range Selector position: 5, 4,

3, or L
1. These positions give an automatic shift range from

F1 to F5 (F4, F3, or F2). The method for automatic
shifting is the same as when the shift lever is at
the D position.
FIGURE 6-6. GEAR SHIFTING TIME LAG
Conditions: Range Selector position: R

1. This is the position for traveling in reverse.
The lock-up is not actuated.
The safety functions when traveling in reverse
include the FORWARD/REVERSE inhibit and
REVERSE safety. If the operation is not correct,
the transmission is held in neutral.
Conditions: Range Selector position: N

1. This is the neutral position. None of the clutches
in the transmission are actuated.

SAFETY FUNCTIONS REVERSE safety:
•The truck will not travel in reverse when the
Down-shift inhibitor function:
dump body is in any position other than
• When the gear shift lever is operated during FLOAT.
travel from D to 5 - L, from 5 to 3 - L, from 4 to
L, or from 3 to L: This feature prevents the truck from inadvertently re-
versing when the body is raised.
For example, when traveling at position D (F7), and
the shift lever is moved to position 5, the transmission
is not shifted directly from F7 to F5. It is shifted down
Speed range limit with dump body raised:
F7 - F6 - F5 sequentially according to the engine
speed. The engine overspeed prevention circuit pre- • If the dump body is not in the completely down
vents the transmission from shifting down two gears at position (i.e. if not completely lowered after
a time if the operator shifts down too far. dumping the payload), the up shift function is
prohibited. When the shift lever is in “D”, the
truck will start in F2. If the lever is in any other
position, the truck will start in F1.
Neutral safety function:
The transmission controller will not allow an
• If the shift lever is in any position other than N, upshift until the dump body is in its down posi-
this circuit prevents the engine from starting tion.
when the key switch is turned to the START
position.
The neutral safety circuit prevents the truck from mov-
ing when the engine is started.
FORWARD/REVERSE inhibitor function:

• When the truck is traveling forward at more than
2.5 MPH (4 km/h), the transmission will not
engage REVERSE if the Range Selector lever
is placed in the R position.
Rear brake application for power train over-

speed prevention:
• When the engine speed exceeds 2500 rpm, the
central warning lamp flashes and the alarm
buzzer sounds.
• If the engine speed exceeds 2600 rpm, the rear
brake is automatically applied.
This feature improves durability and reliability by pre-
venting engine, torque converter and transmission
overspeed.

TRANSMISSION RANGE SELECTOR
When the operator moves the lever (1, Figure 6-7) to The shift position is also displayed on the monitor
select the travel conditions, such as FORWARD or panel digital display.
REVERSE, an electrical signal is sent from a photo The lock button (1, Figure 6-8) must be pressed when
interrupter (3, Figure 6-8) to the transmission shift moving the range selector lever from “N” to “R” or from
controller. The lever position is displayed on the indi- “D” to “5”.
cator (3, Figure 6-7) (with night lighting) to the left of
the shift lever.
FIGURE 6-7. TRANSMISSION RANGE SELECTOR FIGURE 6-8. TRANSMISSION RANGE SELECTOR
(Cross-sectional View)
1. Lever 3. Range Indicator
2. Detent
1. Lock Button 3. Photo Interrupter
2. Screening Plate

SENSORS, SWITCHES
Transmission Speed Sensors

Speed sensors are installed to monitor the rpm of the
input, intermediate, and output gears of the transmis-
sion. The sensors generate a pulse voltage which
varies with the speed of the gear teeth passing the
sensor, sending a signal to the Transmission Control-
ler.
The sensors must be adjusted correctly to ensure an
adequate electrical signal is generated. If necessary, FIGURE 6-10. SPEED SENSOR ADJUSTMENT
adjust as follows:
1. Sensor 3. Gear Tooth Tip
Adjustment Procedure 2. Locknut a. Clearance Gap
1. Disconnect wire connector (1, Figure 6-9), release

locknut (4), and remove sensor. Observe location
of gear teeth through sensor mounting hole. For
proper adjustment, the tip of a gear tooth must
be aligned with the sensor hole as shown in
Figure 6-10. If necessary, reposition gear.
2. Inspect sensor for iron particles or other foreign
material and clean if necessary.
3. Reinstall sensor. Adjust by hand until it just con-
tacts the gear tooth.
4. Turn counterclockwise 3/4 turn to obtain proper
clearance (“a”, Figure 6-10) and tighten locknut.
5. Reinstall wire connector.
FIGURE 6-9. TRANSMISSION SPEED SENSOR
1. Connector 3. Sensor
2. Flange 4. Locknut

Transmission and Torque Converter Oil
Temperature Sensors
The transmission oil temperature sensor is installed in DO NOT attempt to measure insulation resistance
the transmission filter head. The torque converter oil between sensor pins 1 & 2; sensor damage will
outlet temperature sensor is installed in a port on top occur.
of the torque converter. The sensors are similar in USE CAUTION while performing test as high volt-
construction and operate on the same principle: age is present. Do not touch leads or sensor during
As temperature changes occur in the oil, resistance of test.
the sensor thermistor (1, Figure 6-11) changes, pro-
viding a calibrated electrical signal to the Transmission 1. Connect insulation tester leads to sensor pin #1
Controller. and the sensor body.
The temperature sensors should be removed and 2. Apply 500 VDC and measure resistance.
tested during a transmission rebuild or if the transmis- Minimum resistance: 100 Megohms.
sion controller system detects problems in the sensors
3. Discharge voltage and place tester leads on sen-
or sensor circuits.
sor pin #2 and the sensor body.
4. Apply 500 VDC and measure resistance.
Minimum resistance: 100 Megohms.
5. Discharge voltage and disconnect leads from
sensor.
6. If resistance is less than specified, replace with a
new part.
Thermistor Resistance Calibration Test:
This test is performed to ensure the sensor is properly
calibrated to provide the correct resistance value for
the transmission controller system based on the tem-
perature of the sensor thermistor. This test is per-
FIGURE 6-11. OIL TEMPERATURE SENSOR formed using an ohmmeter. DO NOT use the
(Typical) insulation tester described above.
1. Thermistor 3. Connector When testing, the temperature of the sensor is meas-
2. Body ured and compared to the resistance value specified
in the graphs on the following page. The resistance
value measured using the ohmmeter must be between
the maximum and minimum values (kilohms read from
the graph) for the temperature of the sensor at the time
it is measured.
Oil Temperature Sensor Tests
1. Be certain the sensor is allowed to reach ambient
The transmission oil temperature and torque converter temperature or warm it to a temperature listed on
oil temperature sensors should be inspected for physi- the graphs in Figure 6-12.
cal damage and tested for adequate insulation resis-
2. Use a thermometer to determine the actual sensor
tance and for proper thermistor resistance calibration.
temperature.
3. Apply the ohmmeter leads to sensor pins #1 & #2.
Insulation Resistance Test:
4. Read the resistance value shown on the meter
This test is performed to ensure the sensor and con-
and compare the reading to the value specified
nector wiring provides adequate insulation from
on the graph for the temperature of the sensor (in
ground and between the circuit conductors. The test
degrees Farenheit or Celsius).
must be performed with an insulation tester. The test
equipment must be capable of applying 500 volts DC. 5. If the reading does not fall within the minimum and
maximum tolerance, replace with a new part.

FIGURE 6-12. OIL TEMPERATURE SENSOR CALIBRATION GRAPHS

Fill Switch When the clutch is engaged, the end face of the flow
sensor valve spool (2) contacts the terminal (1, Figure
A Fill Switch is installed at the flow sensor valve end
6-14) of the switch and turns the switch ON. The fill
of each Electronic Control Modulation Valve (ECMV)
completed signal is then sent to the Transmission
as shown in Figure 6-13.
Controller.
FIGURE 6-13. ECMV FILL SWITCH

1. ECMV Assembly 3. Fill Switch
2. Flow Sensor Valve Spool
FIGURE 6-14. FILL SWITCH
1. Terminal 3. Nut
2. Case 4. Connector

Shift Limt Switch
The Shift Limit Switch is installed on the console, to
the rear of the Transmission Range Selector. When
the range selector lever is in the “D” or “L” range, it
limits the highest speed range of the transmission.
If the switch is released and the range selector is
placed in “D”, the transmission will engage F2 and shift
up through F7 during acceleration. If the switch is
depressed and the selector is in “D”, the transmission
will operate in F2 through F6 gear ranges.
If the range selector is placed in “L” and the switch is
released, the transmission will engage F1 and only
upshift as far as F2. If the switch is depressed with the
range selector in “L”, F1 will engage and no upshifts
will occur.
This switch is very effective if used when descending
a hill or when working at job sites where speed must
be limited.
Power Mode Switch

The Power Mode Switch is located on the console, just
behind the Shift Limit Switch. When the switch is
released, it is in the “power mode” (switch out, light off)
position.
The controllers (engine and transmission) are pro-
grammed to provide maximum power by optimizing the
shift points according to the rate of acceleration deter-
FIGURE 6-15. SHIFT LIMIT & POWER MODE
mined by the load etc.
SWITCH
When the Power Mode Switch is depressed, it is in the
“economy mode” (switch latched in, light on) position.
The controllers (engine and transmission) are pro-
grammed to lower the up and down shift points to keep
the engine speed low. In addition, engine output is
limited to approximately 85% of maximum power.
Note: When these switches are actuated, an internal

lamp will illuminate (see schematic in Figure 6-15).

TRANSMISSION TROUBLESHOOTING Clutch Combinations
PROCEDURES The table below lists the clutches engaged (X) for each
The following pages contain charts listing information speed range. This information is necessary when di-
which may be used to help diagnose and troubleshoot agnosing ECMV and internal transmission problems.
transmission problems which may be encountered.
CLUTCH Hi Lo 4th 3rd R 2nd 1st
No. 1 2* 3* 4 5 6 7
Prior to detailed troubleshooting, check for obvious SPEED
reasons for the problem such as: RANGE
R X X
Is the transmission oil level correct? N

Are the drive shafts broken or damaged? F1 X X
Is the input shaft of the torque converter or F2 X X

transmission broken? F3 X X
Are the service brakes, parking brake or re- F4 X X
tarder dragging? F5 X X
Is there any physical damage to the transmis- F6 X X
sion or torque converter cases?
F7 X X
Is there any external oil leakage?
Are all electrical connectors tight? * Rotating
Is there any damage to wiring harnesses?
Solenoid Valves
If visual inspection of the above items does not reveal The table below lists the state of the transmission
an apparent reason for the problems, refer to Section solenoid valves (or fill sensor) for each of the transmis-
D, “Hydraulic and Mechanical Systems Troubleshoot- sion range selector positions.
ing” for detailed troubleshooting procedures.
Trans. Solenoid
Valve (Fill Sensor)
H L R 1 2 3 4
R H L L H H H H
N H H H H H H H
Shift 1 H L H L H H H
Indicator 2 H L H H L H H
Speed
Range 3 L H H H L H H
Display 4 H L H H H L H
5 L H H H H L H
6 H L H H H H L
7 L H H H H H L
H = Open or 24VDC
L = GND or 1.7VDC

HARNESS CONNECTORS AND SIGNALS
The following charts should be used in conjunction with
the electrical schematic (Section R) when diagnosing
transmission controller wiring harness problems, sen-
sor problems, etc.
CONNECTOR: ATC1 CONNECTOR: ATC2

PIN No. SIGNAL PIN No. SIGNAL
1 L/C SOL 1 Proportional SOL power source 24V
2 2 ECMV 1st (+)
3 3 ECMV 3rd (+)
4 Overrun SOL (+) 4 ECMV 2nd (+)
5 Exhaust brake SOL (+) 5 ECMV R (+)
6 Accelerator low idle 6
7 Battery direct power source 7 ECMV L (+)
8 GND 8 ECMV 4th (+)
9 Power source, 24V 9 ECMV H (+)
10 10
11 BCV 11
12 12 Proportional SOL power source 24V
13 Overrun SOL (-) 13 ECMV 1st, 3rd (-)
14 Exhaust brake SOL (-) 14 Sensor power source 12V
15 Transmission cut relay 15 ECMV 2nd, R (-)
16 GND 16
17 Power source 24V 17 ECMV L (-)
18 ECMV 4th (-)
19 ECMV H (-)
20 Solenoid L/C (-)
21 GND

CONNECTOR: ATC3A CONNECTOR: ATC3B
1 1 Alternator terminal R
2 Transmission input shaft speed 2 Brake air pressure
3 Transmission output shaft speed 3
4 Shift wait 4 Fuel level
5 Throttle correction 5 Engine water temperature
6 Potentiometer power source 5V 6
7 7 Torque converter out oil temperature
8 8 Rear brake oil temperature
9 Transmission oil level Transmission valve inlet port oil
9
10 Limp home ON/OFF temperature
11 Steering oil temperature 10
12 Transmission intermediate shaft speed 11 Accelerator angle
13 Engine speed 12 Engine oil pressure
14 GND (pulse) 13
15 Brake Command 14
16 GND (analog) 15 Differential lock switch
17 16
18
19
20
CONNECTOR: ATC4
PIN No. SIGNAL
1 RS422 TX (+)
2 RS422 RX (+)
3 RS232C TX
4 RS232C RX
5 RS485 (+)
6 S-NET (+)
7 RS422 TX (-)
8 FLASH switch
9 RS422 RX (-)
10 GND (serial)
11 RS485 (-)
12 S-NET (-)

CONNECTOR: ATC5A CONNECTOR: ATC5B
1 Connector check 1 Exhaust brake ON/OFF
2 Rear brake ON/OFF 2 Shift lever R signal
3 Body FLOAT signal 3 Shift lever N signal
4 Body seated signal 4 Shift lever D signal
5 Lateral inclination 5 Shift lever 5 signal
6 Transmission filter restriction 6 Shift lever 4 signal
7 7 Shift lever 3 signal
8 Brake stroke switch 8 Shift lever L signal
9 9 Shift limit switch ON/OFF
10 Fill switch LOW 10 Model selection 1
11 Fill switch 4th 11 Model selection 2
12 Fill switch HIGH 12 Model selection 3
13 Fill switch 1st 13 Model selection 4
14 Fill switch 2nd 14 Parking brake ON/OFF
15 Fill switch 3rd 15 Coolant level
16 Fill switch REVERSE 16 Power mode ON/OFF
17 Retarder switch ON/OFF
18 Start signal, key switch C
19 Emergency steering
20 Heater relay ON/OFF
CONNECTOR: ATC6
PIN No. SIGNAL
1 RS232 TX
2 RS232 RX
3 Flasher switch ON/OFF
4 Signal GND

NOTES

SECTION G
WHEELS, SPINDLES AND FINAL DRIVE
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1

TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-1
FRONT TIRES AND RIMS
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
REAR TIRE AND RIM
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation of rear wheel assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-4
TIRE MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
FRONT WHEEL HUB AND SPINDLES

FRONT WHEEL HUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Front Wheel Bearing and Brake Disc Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-2
Front Wheel Hub Installation and Bearing Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
A-Frame
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
FINAL DRIVE ATTACHMENTS

FINAL DRIVE LOWER LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Pin Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1
Pin Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Bearing Removal and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
DIAGONAL PANHARD ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-2
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
FINAL DRIVE CENTER CASE ASSEMBLY

Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-1
REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
G01011 10/00 Index G1-1

DIFFERENTIAL ASSEMBLY -
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-6
Disassembly of Pinion Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-7
Differential Gear Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Disassembly of Differential Gear Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-8
Assembly of Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Assembly of Differential Gear Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-11
Installation of Differential Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-12
Input Pinion and Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-13
Adjusting Tooth Contact, Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-16
FINAL DRIVE PLANETARIES AND WHEEL HUBS

FINAL DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-1
CARRIER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
FINAL DRIVE CARRIER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
FINAL DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Disasembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6-7
G1-2 Index 10/00 G01011

TIRES AND RIMS
General Information and Recommendations • ALWAYS keep personnel away from a wheel
and tire assembly when it is being removed or
The truck tires should be inspected and tire pressure installed.
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according • DO NOT go near tires after brake fires until
to manufacturer and local working conditions. Con- tires have cooled.
sult the tire manufacturer for recommended tire pres- • The tire and rim weigh approximately 2,800
sure. lbs. (1271 kg). BE CERTAIN tire handling
equipment is capable of lifting and
Insure valve caps are securely installed on valve maneuvering the load.
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 nor- Manual tire removal and installation is possible but,
mal for pressure to increase due to expansion. due to the size and weight of the components, spe-
A bent or damaged rim which does not support the cial handling equipment such as a "tire handler" as
bead properly may cause abnormal strain on the tire shown in Figure 2-1 is desirable. Consult local tire
resulting in a malfunction. If a tire is cut, it should be vendors for sources of equipment designed espe-
removed and repaired. Neglected cuts cause many cially to remove, repair, and install large off-highway
tire problems. Water, sand, grit, dirt and other foreign truck tires.
materials work into a tire through a cut eventually
causing tread or ply separation.
Tires should be stored indoors, if possible. If stored
outdoors, cover tires with tarpaulin to keep out dirt,
water and other foreign materials. Long exposure to
the sun will cause ozone cracks. Storage should be
in a cool, dry, dark, draft free location. Tires should
be stored vertically. If they must be laid on their
sides, avoid distortion by stacking no more than three
tires on top of one another. Avoid contact with oil,
grease and other petroleum products.
Before storing used tires, clean thoroughly and
inspect for damage. Repair as necessary. When a
truck is placed in storage, it should be blocked to
remove the weight from the deflated tires. If a stored
truck cannot be blocked, check air pressure and
inspect tires twice a month for proper inflation.
• DO NOT weld or apply heat on the rim

assembly with the tire mounted on the rim.
Resulting gases inside the tire may ignite
causing explosion of tire and rim.
• When inflating tires ALWAYS use a safety
cage.
• NEVER inflate a tire until the lockring is
securely in place.
• DO NOT stand in front of or over the lockring FIGURE 2-1. TYPICAL TIRE HANDLER
during inflation procedures.
• NEVER overinflate a tire. Refer to tire
manufacturers recommendations.
G02010 Tires And Rims G2-1

FRONT TIRES AND RIMS
3. Release air from tire.
4. Grasp tire assembly with the tire handler.
Removal
1. Stop the machine on level ground, apply parking
brake and put blocks on both sides of the rear
wheels.
2. Place a 50 ton capacity or larger hydraulic jack Do not damage the tire inflation stem during tire
(1, Figure 2-2) under the suspension cylinder on removal.
the A-Frame and jack up the front wheel
assembly and block up securely.
Due to its size and weight, always keep person-

nel away from a wheel and tire assembly when it
is being removed or installed.
5. Remove wheel clamp nuts (3, Figure 2-3) and

retainers (2).
6. Move wheel and tire assembly away from wheel
hub and into clean work area.
7. Inspect brake components for damage or wear.
Inspect hydraulic brake lines for leaking fittings
or damage.
FIGURE 2-2. JACK PLACEMENT

1. Jack (50 ton capacity) 2. A-Frame
When deflating tires, be wary of flying dirt and

debris. Wear eye protection at all times.
Do not totally deflate tire. Keep tire inflated to 10-

15 psi (69-103 kPa) to assure tire and rim compo- FIGURE 2-3. FRONT WHEEL HUB
nents remain assembled during tire handling.
1. Hub 3. Nuts
2. Retainer 4. Rim
G2-2 Tires And Rims G02010

Installation REAR TIRE AND RIM
Removal
NOTE: Remove all dirt and rust from mating parts
before installing wheel assembly.
1. Stop the machine on level ground, apply parking
brake, and put blocks on both sides of the front
1. Grasp tire assembly with the tire handler and wheels.
move into position on wheel hub. Align the 2. Raise final drive enough for tires to clear the
notch in the wheel hub with the wheel rim stop- ground surface to be removed. Block the final
per. drive case securely.
2. Install wheel retainers (2, Figure 2-3) and nuts 3. Remove air valve lock plate (1, Figure 2-4)
(3). Tighten the wheel clamp nuts uniformly.
4. Remove clamp nuts (2) retainers (4) and wedge
Rotate the wheel, then check that the runout is
ring (3).
within 5 mm. (0.20 in.)
5. Position tire removal apparatus (tire handler,
3. Continue tightening nuts in increments until 225
forklift, etc.) and remove outside wheel assem-
± 25 kg.m (1630 ± 181 ft. lbs.) torque is
bly.
obtained on each nut.
4. Check tire inflation for tire manufacturer's rec-
ommended pressure. Raise truck and remove
all blocking.
5. Operate truck for one load and tighten wheel
nuts again to 225 ± 25 kg.m (1630 ± 181 ft.
lbs.). Check torque daily until 225 ± 25 kg.m
(1630 ± 181 ft. lbs.) torque is maintained on
each nut. Check torque intermittently thereafter.
FIGURE 2-4. RIMS AND CLAMPS
1. Air Valve Lock Plate 3. Retainer Ring

2. Clamp Nuts 4. Retainer

6. Remove spacer (2, Figure 2-5). INSTALLATION OF REAR WHEEL ASSEMBLY
1. Clean all tire mounting surfaces.

forklift, etc.) and install inboard tire assembly (2,
Figure 2-6). Align the notched groove in the
wheel hub with the wheel rim stopper. Be care-
ful not to break the air valve.
3. Install the three retainers and clamp nuts (1).
Tighten clamp nuts uniformly in the correct
order of tightening as shown in Figure 2-7.
Tighten clamp nuts to 225 ± 25 kg.m (1630 ±
181 ft. lbs.) torque.
4. Install spacer (2, Figure 2-5).
forklift, etc.) and install outboard wheel assem-
bly. Align the notched groove in the wheel hub
with the wheel rim stopper. Be careful not to
break the air valve.
FIGURE 2-5. SPACER AND TIRE
1. Final Drive Housing 2. Spacer
7. Remove the three clamp nuts (1, Figure 2-6)

and retainers.
NOTE: Be careful not to break the air valve of the
inboard wheel assembly.
8. Remove inboard tire assembly (2).

9. Place tires off to one side lying flat. Do not lean
on truck, walls, etc.
FIGURE 2-7. TIGHTENING SEQUENCE
1. Clamp Nut
FIGURE 2-6. INBOARD WHEEL ASSEMBLY

1. Clamp Nut 2. Inboard Tire

6. Install the wedge ring (3, Figure 2-4) so that the 9. Rotate the wheel and check that the runout is
protrusion of the wedge ring from the cover sur- within 5 mm. (0.20 in.)
face is uniform around the whole circumference
10. After installing the rear wheel assembly, travel
of the ring. Install clamp nuts (2).
approx. 5 - 6 km (3-4 miles) to settle all contact-
7. Install air valve lock plate (1, Figure 2-4) ing portions, then tighten clamp nuts again to
8. Lower the machine to the ground. Tighten clamp 225 ± 25 kg.m (1630 ± 181 ft. lbs.) torque.
nuts (1, Figure 2-8) uniformly in the order of Check torque periodically until proper torque is
tightening shown in Figure 2-7. Tighten clamp maintained.
nuts to 225 ± 25 kg.m (1630 ± 181 ft. lbs.)
torque.
FIGURE 2-8. REAR WHEEL MOUNTING

1. Outboard Tire and 3. Clamp Nut
Rim 4. Inboard Tire and Rim
2. Clamp Nut

TIRE MATCHING
The matching of tires on drive axle dual wheel instal- Exact limitations are not specified by tire manufactur-
lations is important in order to achieve satisfactory ers, but a general rule is:
life, both of the tires and of the load carrying compo- Unloaded, inflated tires, when standing side by side,
nents of the final drive. should not exceed a 1% maximum variation in their
To check matching of duals already mounted on the diameters.
truck, use a large square. If one tire is too small, it Measuring of tire size is most accurate when the tire
becomes obvious as the square is laid across the is mounted on a wheel, inflated to correct pressure,
dual tires. The square can be made from two 1 in. x 2 and totally unloaded (off the truck, or off the ground,
in. wood strips (one piece long enough to span the if mounted on a truck). Use a steel tape placed in the
dual tires). The two wood strips should be squared center of the tread and measure the total circumfer-
with a carpenter's square and rigidly fastened to ence of the tire. Using the formula below, calculate
maintain a true 90° angle. the diameter, "d".
Matching of tire diameters from one side of an axle to diameter "d" = measured circumference ÷ 3.1416
the opposite side is important to prevent unstable
diameter "d" x 0.01 = Allowable Variation in size
load shifting, excess load on structural members,
and rapid wear of the internal components of the final
drive.
The tires used on opposite sides of Komatsu Trucks
Side by side matching on dual wheel installations is should also be limited to a 1% variation in diameter of
necessary to prevent excess loading on the tire hav- the inflated, unloaded tires.
ing the larger diameter. Mismatched tires on the
duals cause unequal distribution of the load. Rapid
wear and/or tire blowout can result.

FRONT WHEEL HUB AND SPINDLES
FRONT WHEEL HUB
Removal
1. Block the rear wheels on both the front and rear Each Brake Caliper weighs approximately 70 kg.
sides. (154 lbs.) The Wheel Hub Assembly weighs
approximately 568 kg (1252 lbs.). Use adequate
2. Refer to Front Tire and Rim Removal, this Sec-
lifting devices when lifting these components.
tion, and remove front tire and rim assembly.
3. Disconnect and cap brake lines at brake calipers
(10). 4. Refer to Front Brake Caliper Removal, Section
"J" and remove the front caliper assembly.
5. Remove wheel cover (1, Figure 3-1).
6. Support or lift wheel hub with an adequate lifting
device.
FIGURE 3-2. FRONT HUB
1. Spindle 2. Front Hub
FIGURE 3-1. FRONT WHEEL HUB

1. Cover 3. Wheel Hub
2. Retainer 4. Spacer
G03011 12/91 Front Wheel Hub And Spindle G3-1

7. Remove capscrews (3, Figure 3-3) retainer (2). DISASSEMBLY OF FRONT WHEEL HUB ASSEM-
BLY
1. Remove brake disc capscrews and brake disc

(3, Figure 3-5) if necessary.
2. Remove oil seal (1) and outer race (2).
3. Remove outer race (4).
FIGURE 3-3. FRONT WHEEL COVER

1. Cover 3. Capscrew
2. Retainer
FIGURE 3-5. WHEEL HUB
1. Oil Seal 3. Brake Disc
8. Check the number and thickness of the shims 2. Outer Race 4. Outer Race
behind retainer and keep in a safe place.
9. Rock wheel hub assembly (2, Figure 3-4) lightly 4. Remove bearing (1, Figure 3-6) and spacer (2).
from the rear, and push out together with bear- 5. Clean all metal parts in cleaning solvent.
ing (1).
10. Remove bearing (1), then remove wheel hub
assembly (2).
FIGURE 3-6. WHEEL BEARING
FIGURE 3-4. WHEEL HUB AND BEARINGS 1. Bearing 3. O-RIng

2. Spacer
1. Outer Bearing 2. Hub Assembly
G3-2 Front Wheel Hub And Spindle 12/91 G03011

Inspection
1. Inspect all seals and bearings and replace as
required.
2. Check seal ring mounting area on wheel hub,
brake adaptor and spindle for damage that
could cause leakage.
3. Inspect spindle in area of bearing surfaces and
radius under spacer for distress or cracks. Non-
destructive methods of crack detection (dye
penetrant or magnaflux) should be used.
ASSEMBLY OF FRONT WHEEL HUB ASSEMBLY

FIGURE 3-7. FRONT WHEEL BEARING
1. Clean all metal parts in cleaning solvent. 1. Cover 2. Grease Cavity
2. Install O-Ring (3, Figure 3-6), spacer (2) and
bearing (1).
3. Using a push tool, press outer races (2 and 4, Front Wheel Hub Bearing Adjustment
Figure 3-5) into hub.
1. Install retainer (1, Figure 3-8) with 3 mounting
4. Using a push tool, press fit oil seal (1) into hub. capscrews without installing any shims. Rotate
5. Set brake disc (3) in position on hub. Apply hub 20-30 times and tighten capscrews uni-
thread tightener Three Bond (TB1374) to the formly to 13.0 ± 0.5 kg.m (94 ± 4 ft. lbs.)
capscrews and attach brake disc to hub. torque.
Tighten capscrews to 94.5 ± 10 kg.m (685 ± 72 2. Measure dimension (A) from retainer to tip sur-
ft. lbs.) torque. face of axle with depth micrometer (2).
6. Support or lift wheel hub with an adequate lifting
NOTE: When removing the retainer, be careful that
device and install on spindle.
the bearing does not come out.
7. Fill the shaded portion (Figure 3-7) fully with
grease shown in Table 1. Approximately 17.5 NOTE: Measure two places on retainer and take the
liters (4.6 gallons) of grease is required for each average.
wheel. 3. Remove retainer (1), and measure retainer
thickness C. Then select shim thickness equal
NOTE: Be careful not damage the oil seal on the
to B (B=A-C) + 0.3mm (0.012 in).
inside of the hub.
NOTE: Select the combination of shims that gives
the minimum number of shims.
8. Install bearing (1, Figure 3-4).
Table 1: WHEEL BEARING GREASE

MANUFACTURER BRAND NAME
Mobil Oil Mobil Grease HP-2
Showa Shell Oil Super Duty Grease 2
Esso Oil Ronex MP
FIGURE 3-8. PRELOAD ADJUSTMENT

1. Retainer 2. Depth Micrometer

4. Apply thread tightener Three Bond (TB1374) to Installation
the capscrews and install shims and retainer
1. Install new O-Rings (5, Figure 3-9) in bearing
(1). Rotate hub 20-30 times and tighten cap-
(6).
screws uniformly to 94.5 ± 10 kg.m (685 ± 72 ft.
lbs.) torque. 2. Position A-Frame to frame and install spacers
(3) and pins (7) with retaining capscrews.
NOTE: After tightening the bolts, rotate the hub and Tighten capscrews to standard torque.
check that there is no abnormality in rotation.
3. Refer to Section "H", "Front Suspension Installa-
tion" and install the front suspension.
5. Fill the inside of the cover (shaded portion, Fig- 4. Refer to section "G", "Front Tire and Rim Instal-
ure 3-7) with grease as shown in Table 1. lation" and install the front tires.
6. Fit O-ring in cover (1, Figure 3-3) and install
cover.
7. Refer to Section "J" Installation of Front Brake
Caliper and install front brake caliper.
8. Connect brake lines to calipers.
Bleed brakes before placing truck in production.

Refer to Brake Bleeding, Section "J".
FRONT WHEEL SPINDLE REMOVAL AND

INSTALLATION
The spindle is part of the front suspension cylinder.
To remove or install the spindle, refer to Section "H",
Suspensions.
FIGURE 3-9. A-ARM PIN

SUSPENSION A-FRAME 1. Bushing 5. O-Ring
Both A-Frame mounting pins are the same. 2. Frame 6. Bearing
3. Spacer 7. Pin
Removal 4. Snap Ring/Seal
1. Refer to section "G", "Front Tire and Rim
Removal" and remove front tires.
2. Refer to Section "H", "Front Suspension
Removal" and remove the front suspension.
3. Use a suitable lifting device and support the A-
Frame. Remove retaining capscrew and pin (7,
Figure 3-9) and spacers (3).
4. Remove A-Frame from frame.

CENTER TIE ROD PIVOT Installation
1. Press in bushings (4, 6, and 11).
Removal
2. Place pivot link in frame with O-Rings (5) and
1. Remove capscrews and washers (9, Figure 3- install pin (3). Install washer (1) and snap ring
10) and the grease lines connected to pins (3 (2).
and 10).
3. Install ball joint assembly (16), O-Rings (15),
2. Slide tie rod (13) away from pivot link (7). and snap ring (14) in pivot link.
3. Remove snap ring (2), washer (1) and pivot pin 4. Install seals (12).
(3).
5. Position tie rod in pivot link and install pin (10).
4. Remove pivot link. Install retaining capscrew and washer (9).
5. Remove seals (12), snap rings (14) and push 6. Connect grease lines to pins and lubricate all
out ball joint assembly (16). joints.
Inspection
1. Inspect all bushings (4, 6, and 11) for wear.
2. Inspect all seals (12) and O-Rings (5, and 15).
3. Replace any worn or damaged parts.
FIGURE 3-10. CENTER TIE ROD PIVOT

1. Washer 7. Pivot Link 13. Tie Rod
2. Snap Ring 8. Spacer 14. Snap Ring
3. Pivot Pin 9. Capscrew and washer 15. O-Ring
4. Bushing 10. Tie Rod Pin 16. Ball Joint
5. O-Ring 11. Bushing
6. Bushing 12. Seal

NOTES

FINAL DRIVE ATTACHMENTS
FINAL DRIVE ANCHOR 4. Place jack under the rear suspension lower link
mount to be removed.
Lower Link Removal

1. Securely block front and rear wheels.
2. Support rear of frame from the floor under the Be sure jack is secure to lower mount so it will
hoist cylinder mounting. not slide off as jack is extended.
3. Support front and rear side of rear axle housing. 5. Block final drive securely in this position.
6. Remove pin retaining capscrew and remove pin
(4, Figure 4-1).
7. Remove spacers (3, Figure 4-2) and O-Rings
(5).
Remove only one link at a time. If more than one
link is to be removed at the same time, extra sup- 8. Remove snap ring (4) and bearing (6).
ports must be in place to prevent the frame and
axle from moving out of position.
FIGURE 4-2. LOWER LINK PIN

FIGURE 4-1. REAR AXLE 1. Bushing 5. O-Ring
1. Pin 3. Link 2. Frame 6. Bearing
2. Diagonal Link 4. Pin 3. Spacer 7. Pin
4. Snap Ring\Seal
G04008 Final Drive Attachments G4-1

Inspection DIAGONAL PANHARD ROD
1. Clean all parts.
Removal
2. Inspect pin for wear, galling and cracks.
1. Park truck on level surface and securely block
3. Inspect bearing for wear and freedom of move-
wheels.
ment.
2. Securely support frame on each side under
4. Inspect dirt seal for cracks or damage that could
lower hoist cylinder mounts. Support frame so
allow dirt to enter.
there is not any weight being applied to the rear
5. Replace any damaged or worn components axle.
found during inspection.
3. Support panhard rod (1, Figure 4-4).
4. Remove retainer capscrews from panhard rod
pins (7).
Installation
5. Remove panhard rod pins and panhard rod from
1. Install one snap ring (4) and press bearing (6) in frame and final drive case.
link until it contacts snap ring. Install second
6. Remove spacers (6, Figure 4-4) and O-Rings
snap ring.
(2).
NOTE: Install snap rings as shown in Figure 4-3. 7. Remove snap rings (7) and bearing (1).
2. Install new O-Rings (5) in bearings (6).
3. Install spacers (3, Figure 4-2).
4. Install pin (7) and retaining capscrew. Tighten to
standard torque.
5. Raise rear of frame and remove support from
under lower hoist cylinder mounts.
FIGURE 4-3. SNAP RING ORIENTATION FIGURE 4-4. DIAGONAL PANHARD ROD
1. Link 2. Snap Ring 1. Bearing 5. Pin
2. O-Ring 6. Spacer
3. Panhard Rod 7. Snap Ring
4. Bushing
G4-2 Final Drive Attachments G04008

Inspection
1. Clean all parts.
2. Inspect pin for wear, galling and cracks.
3. Inspect bearing for wear and freedom of move-
ment.
When installing panhard rod, misalignment of
4. Inspect dirt seal for cracks or damage that could second pin and bearing will probably occur.
allow dirt to enter. Raise or lower frame with jacks or adequate lift-
5. Replace any damaged or worn components ing device ON EACH SIDE OF FRAME. DO NOT
found during inspection. use rear suspensions, because there is no
restraint to keep frame from shifting to one side
Installation or the other.
1. Install one snap ring (7) and press bearing (1) in
link until it contacts snap ring. Install second
4. Place panhard in position and install pin (5) and
snap ring.
retaining capscrew. Tighten to standard torque.
NOTE: Install snap rings as shown in Figure 4-3. 5. Install grease lines.
2. Install new O-Rings (2, Figure 4-4) in bearings

(1).
3. Install spacers (6).
G04008 Final Drive Attachments G4-3

NOTES
G4-4 Final Drive Attachments G04008

FINAL DRIVE CENTER CASE ASSEMBLY
The differential unit is designed to transmit the In order to adjust the bearings and gear backlash,
rotary power from the propeller shaft to the left and shims are used at the pinion end and adjusting nuts
right wheels. It consists of a reduction unit and a dif- are used at the bevel gear end.
ferential unit which provides a difference in rota-
tional speed to the left and right wheels when
negotiating curves. Specifications:
Splash-Type Lubrication
Because of its structure, the differential bearing is Ratio: 3.467
subject to force in the thrust direction and radial
direction. For this reason, a taper roller bearing is Oil: EO30-CD, 130l (34 gal)
used.
FIGURE 5-1. DIFFERENTIAL

1. Coupling 6. Cap 11. Side Gear (24 Teeth)
2. Park Brake Support 7. Differential Gear Case 12. Pinion Gear (20 Teeth)
3. Bearing Carrier 8. Cross Shaft 13. Bevel Pinion (15 Teeth)
4. Case 9. Bevel Gear (52 Teeth) 14. Shims
5. Nut 10. Differential Case
G05010 08/99 Final Drive Center Case Assembly G5-1

OPERATION
Straight-away-travel-
Power from the pinion passes through the bevel In this case, bevel and side gears rotate at the same
gears to turn the differential case. The differential speeds so the case and the shaft turn as a single
pinion transfers this rotation to the differential side unit.
gears where it turns the drive shafts splined to the
gears. During straight-away travel, the resistance on
the tires is equal, same resistance on both left and
right drive shafts, so the differential pinions do not
turn. Instead, the rotation of the case is transferred
directly to the side gears.
FIGURE 5-2. FINAL DRIVE HOUSING

1. Parking Brake 3. Axle Housing 5. Final Drive
2. Differential 4. Brakes 6. Fill Plug
G5-2 Final Drive Center Case Assembly 08/99 G05010

Turning REAR AXLE
In a turn, the resistance on the inside tire is greater
Removal
than on the outside one so the resistances on the
drive shaft are not balanced. Consequently, the side
gears then rotate at different speeds. The differential
pinions; therefore, rotate as they transmit the rotation
of the case to the side gears. This rotation forces the
two side gears to rotate in opposite directions. The
Make sure jacks, lifting equipment and rigging
net effect is that the outside wheel turns at a rate
have adequate capacity and are securely
equal to the sum of the bevel gear speed and the dif-
attached to raise and hold rear of truck until
ferential pinion speed, while the inside one turns at a
blocking or support stands are securely
rate equal to the difference.
installed. Total weight of rear end of truck (with-
out body liners) is approximately 32 914 kgs.
(72,563 lbs). Weight of final drive assembly with
To Check Oil Level tires is approximately 15 875 kgs (35,000 lbs.).
Remove plug (6, Figure 5-2) and check the oil level.
If the oil level is not at or near the lower end of the
1. Park truck on level surface.
plug hole, refill through the plug hole.
2. Securely block front wheels.
3. With engine running, release parking brake and
disconnect linkage. Refer to Section "J", Park-
ing Brake Removal for instructions for discon-
Specifications: necting parking brake linkage. Shut down
• Reduction Ratio: engine.
4. Raise rear of frame high enough to clear final
>Differential: 3.467
drive case as it is rolled from under truck.
>Final Drive: 6.500
>Total: 22.54
• Oil
>Differential: EO30-CD, 130l (34.4 gal)
>Final Drive: EO30-CD, 64 l (17 gal) each side
• Tire size: 24.00-49 or 27.00-49
• Rim size: 17.00-49 or 19.50-49
FIGURE 5-3. REAR AXLE MOUNTING

1. Pin 3. Link
2. Diagonal Link 4. Pin

5. Securely block under lower hoist cylinder mount 5. Attach lifting device to a rear suspension. Refer
structure of frame. to Section "H", Rear Suspension Installation.
6. Block rear wheels to prevent final drive assem- Install both suspensions.
bly from moving. 6. Install drive line with slip joint end toward trans-
7. Remove drive line between final drive and transmission. Tighten companion flange capscrews
mission. Slide drive line out of protector and set to 18 ± 2 kg.m(130 ± 15 ft.lbs.) torque.
aside. 7. Install all hydraulic lines to rear brake assem-
8. Disconnect all hydraulic lines to wet disc brake blies and connect electrical ground strap at
assemblies. Cap/plug all ports and hoses to anchor pin.
prevent dirt entry.
9. Remove rock ejectors from both sides of body.
10. Completely vent nitrogen from both rear suspen-
sions. Refer to Section "H", Oiling and Charging Before placing truck in production, brakes must
Procedures. be bled. Refer to Section "J" for Brake Bleeding
11. Attach lifting device to a rear suspension. Refer procedure.
to Section "H", Rear Suspension Removal. 8. Install rock ejectors on both sides of body.
Remove both suspensions. 9. Raise rear of frame and remove blocks or sup-
12. Refer to Final Drive Attachment, this Section, for port stands from under lower hoist cylinder
Lower Link and Panhard Rod Removal. mount structure.
Remove these components. 10. Start engine, release parking brake, install link-
13. Remove any electrical wiring, air lines or lube age from park brake actuator to park brake
lines that may interfere with removal of the final lever. Refer to Section "J", Parking Brake Instal-
drive assembly. lation for instructions for connecting parking
brake linkage. Apply park brake, shut down
14. Remove blocks from behind rear wheels.
engine.
15. While supporting anchor structure, roll final drive
11. Charge all suspensions. Refer to Section "H",
out from under frame.
Suspension Oiling and Charging Procedure.
Installation NOTE: After installation, check for oil leakage at the

rear axle external drain tubes. Oil leakage prior to
run-in is not abnormal, but if present, the rear axle
should be properly blocked up and the truck should
be run in gear until leakage stops.
Make sure jacks, lifting equipment and rigging
have adequate capacity and are securely
attached to raise and hold rear of truck until
blocking or support stands are securely
installed. Total weight of rear end of truck (with-
out body liners) is approximately 32 914 kg
(72,563 lbs.). Weight of final drive assembly with
tires is approximately 15,890 kg (35,000 lbs.).
1. Align final drive assembly to frame.
2. Roll final drive under frame and block wheels.
3. Refer to Final Drive Attachment, this Section, for
Lower Link Installation. Install Lower Link.
4. Raise panhard rod to connect to frame. Refer to
Final Drive Attachment, this Section, for Pan-
hard Rod Installation. Install Panhard Rod.

DIFFERENTIAL ASSEMBLY
Removal
1. Drain 132 l (35 gal) of oil from the differential
gear case and 64 l (17 gal) of oil from each final
drive gear case.
2. Refer to "Parking Brake Spring Cylinder
Removal", Section "J", and remove parking
brake spring cylinder.
3. Refer to "Slack Adjuster Removal", Section "J",
and remove slack adjuster assembly.

1. Guard 3. Drive Shaft
2. Cover
8. Remove guard (1, Figure 5-6) and cover (2).

9. Remove drive shaft assembly (3).
FIGURE 5-4. BRAKE LINES AND BRACKET

Ensure lifting equipment is of adequate capacity
1. Brake Lines 3. Bracket to handle 1500 kg (3307 lbs).
2. Brake Lines
10. Install a shackle to the differential mounting sur-
face, then fit a lever block to the pinion end, and
4. Remove hoses (1 & 2, Figure 5-4).
adjust the height when removing.
5. Remove bracket (3). Loosen the U-capscrews,
turn over the valve assembly bracket and set it NOTE: Be careful not to damage the seal surface of
on top of the cross-member. the housing.
6. Remove cover (1, Figure 5-5). 11. Remove differential assembly (2, Figure 5-7).
7. Install an eyebolt and remove shaft (2) with a
bar.
FIGURE 5-7. DIFFERENTIAL ASSEMBLY

FIGURE 5-5. COVER AND SHAFT 1. Lift Chain 2. Differential Assembly
1. Cover 2. Shaft

Installation DIFFERENTIAL ASSEMBLY
Disassembly
1. Set differential assembly in tool (2, Figure 5-8).
Make sure lifting equipment is of adequate Tool (2) consists of repair stand 790-501-2000
capacity to handle 1500 kg (3307 lbs). and bracket 790-901-5110.
2. Pump air into park brake spring cylinder to
NOTE: Be careful not to damage the seal surface of retract rod, then pull out connecting pin (3) of
the housing. slack adjuster lever (4), and remove spring cyl-
1. Install a shackle to the differential mounting sur- inder (1).
face, then fit a lever block to the pinion end, and
adjust the height when installing differential
assembly (2, Figure 5-7). Apply Three Bond
#1374 thread tightener to mounting capscrews
and tighten to 94.5 ± 10 kg.m (684 ± 72 ft.lbs.)
torque. If the air in the spring cylinder is released, the rod
2. Apply Three Bond #1374 thread tightener to will suddenly extend, so be careful not to get
capscrews and install drive shaft assembly (3, caught.
Figure 5-6). Tighten capscrews to 18 ± 2 kg.m
(130 ± 14 ft.lbs.) torque.
3. Install guard (1) and cover (2).
4. Install shaft (2, Figure 5-5) with a bar and
remove eyebolt.
5. Install cover (1).
6. Install bracket (3, Figure 5-4).
7. Install hoses (1 & 2).
8. Refer to "Slack Adjuster Installation", Section
"J", and install slack adjuster assembly.
9. Refer to "Parking Brake Spring Cylinder Installa-
tion", Section "J", and install parking brake
spring cylinder.
10. Add 132 l (35 gal) of oil to the differential gear FIGURE 5-8. PARK BRAKE SPRING CYLINDER
case and 64 l (17 gal) of oil to each the final
1. Spring Cylinder 3. Connecting Pin
drive gear case. Refer to "Lubrication and Ser-
2. Tool 4. Lever
vice", Section "P", for oil specifications. Check
differential and each final drive for proper oil
level.
3. Caliper assembly
a. Remove plate (1, Figure 5-9) on one side,
then remove caliper (3) together with pad
(2).
b. Remove plate on other side.
c. Remove brake disc (1, Figure 5-10).

FIGURE 5-9. CALIPER
FIGURE 5-11. PINION AND CARRIER
1. Plate 3. Caliper
2. Pad 1. Lifting Device 2. Carrier Assembly
4. Remove retaining capscrew (3, Figure 5-10),

and mounting capscrews (6), then remove cou- Disassembly of Pinion Carrier Assembly
pling (2) together with holder (4) and O-ring. 1. Remove carrier (2, Figure 5-12) together with
5. Remove support (5). inner bearing (3) from pinion gear (1).
6. Install coupling and lifting device (1, Figure 5-11) 2. Remove spacer (5), then remove inner bearing
and screw in pusher bolts, then lift off pinion (4).
and carrier assembly (2).
NOTE: Check the number and thickness of the
shims, and keep together in a safe place for
installation at re-assembly of pinion and carrier.
FIGURE 5-12. PINION BEARING
1. Pinion Gear 4. Inner Bearing

FIGURE 5-10. BRAKE COUPLING 2. Carrier 5. Spacer
1. Brake Disc 4. Holder 3. Inner Bearing
2. Coupling 5. Support
3. Capscrew 6. Capscrews

FIGURE 5-13. PINION GEAR AND RACES
FIGURE 5-15. DIFFERENTIAL MOUNTING
1. Outer Race 4. Holder
2. Outer Race 5. Inner Race 1. Cap 3. Adjustment Nuts
3. Carrier 6. Pinion Gear 2. Capscrews 4. Gear Assembly
3. Loosen mounting capscrews (2, Figure 5-15),

3. Remove holder (4, Figure 5-13), then remove and remove cap (1).
center bearing inner race (5) from pinion gear 4. Lift off differential gear assembly (4).
(6).
5. Remove left and right side bearing adjustment
4. Remove bearing outer races (2) and (1) from nuts (3).
carrier (3).
NOTE: The bearing is an adjustment-free bearing
assembly (2 tapered roller bearings and spacer), so Disassembly Of Differential Gear Unit
check the matching numbers, and keep as a set in a
safe place.
1. Using puller (1, Figure 5-16) remove bearing (2).
Differential Gear Unit
1. Remove lock (1, Figure 5-14).
2. Using wrench 790-425-1660 (2), loosen left and
right side bearing adjustment nuts (3) until they
can be turned by hand.
FIGURE 5-14. DIFFERENTIAL FIGURE 5-16. BEARING PULLER

1. Locks 3. Nuts 1. Puller 2. Bearing
2. Wrench

FIGURE 5-17. DIFFERENTIAL
1. Case 2. Capscrews
FIGURE 5-20. PINION GEAR ASSEMBLY
1. Gear Assembly 2. Cross Shaft
2. Remove mounting capscrews (2, Figure 5-17),

then remove case (1).
3. Remove thrust washer (1, Figure 5-18) from
case (2).
4. Remove side gear (1, Figure 5-19).
5. Remove pinion gear assembly (1, Figure 5-20)
together with cross shaft (2).
6. Hold pinion gear assembly (3, Figure 5-21) with
press, and using wrench 09003-07280 (1),
remove ring nut (2).
FIGURE 5-18. THRUST WASHER

1. Thrust Washer 2. Case
FIGURE 5-21. RING NUT AND GEAR

1. Wrench 3. Pinion Gear
FIGURE 5-19. SIDE GEAR 2. Ring Nut
1. Side Gear 2. Gear

7. Pull out shaft (4, Figure 5-22) with press, then
remove pinion gear, bearing (1), and collar (3).
8. Remove bearing (2) from shaft (4).
9. Remove bearing outer races (1, Figure 5-23)
and (2) from pinion gear.
NOTE: The bearing is an adjustment-free bearing, so
check the matching numbers of the bearing, collar,
and outer race, an keep together as a set in a safe
place.
10. Remove side gear (1, Figure 5-24).
11. Remove thrust washer (1, Figure 5-25).
12. Remove bevel gear (3, Figure 5-26) from case
(2).
13. Remove bearing (1) from case (2)
14. Remove snap ring (2, Figure 5-27), then remove
FIGURE 5-22. GEAR AND SHAFT bearing (1) from differential case (3).
1. Bearing 3. Collar
2. Bearing 4. Shaft
FIGURE 5-25. BEVEL GEAR

1. Thrust Washer 2. Bevel Gear
FIGURE 5-23. GEAR BEARINGS
1. Outer Races 2. Outer Races
FIGURE 5-26. DIFFERENTIAL BEARING

1. Bearing 3. Bevel Gear
2. Case
FIGURE 5-24. BEVEL AND SIDE GEARS
1. Side Gear 2. Bevel Gear

FIGURE 5-28. BEARING INSTALLATION
1. Bearing 2. Shaft
FIGURE 5-27. DIFFERENTIAL BEARING
1. Bearing 3. Differential Case
2. Snap Ring
NOTE: The bearing is an adjustment-free bearing
assembly, so check the numbers on the bearings,
collar, and outer races, and use only as a matching
ASSEMBLY of DIFFERENTIAL set.
Differential Bearing a. Using push tool, press fit outer races (1 & 2,
Figure 5-23) in pinion gear.
1. Set differential case in tool (2, Figure 5-8). Tool
(2) consists of repair stand 790-501-2000 and b. Using push tool, press fit bearing (1, Figure
bracket 790-901-5110. 5-28) to shaft (2).
2. Using a push tool, press bearing (1, Figure 5-27) c. Set pinion gear to shaft, then assemble col-
in differential case (3), and install snap ring (2). lar (3, Figure 5-22), and using push tool,
install bearing (1).
Assembly Of Differential Gear Assembly
d. Apply Three Bond thread tightener #1374 to
1. Install bevel gear (3, Figure 5-26) in differential ring nut (2, Figure 5-21). Hold pinion gear
gear case (2). Apply Three Bond #1374 thread assembly (3) with press, and using wrench
tightener to mounting capscrew and tighten to 09003-07280 (1), tighten ring nut (2).
94.5 kg.m (684 ft.lbs.) torque. 6. Assemble pinion gear assembly (1, Figure 5-20)
2. Install side bearing (1). Shrink fit bearing by to cross shaft (2), then raise and install to case.
heating to 100° C (212° F).
NOTE: Align the notched portion of the pinion gear
NOTE: Bearings should be heated by heat lamps, oil shaft with the dowel pin of the case, and install.
bath, or induction heaters. Do not use a torch or heat
NOTE: Move the pinion gear, and check that the gear
greater than 176° C (350° F).
assembly rotates easily.
NOTE: After bearing cools, check that there is no 7. Install side gear (1, Figure 5-19).
clearance between the end face of the case and the
8. Align with dowel pin, and install thrust washer (1,
bearing.
Figure 5-18).
3. Turn case over, then align with dowel pin, and
install thrust washer (1, Figure 5-25). NOTE: Check that the head of the dowel pin is 0.5
+0.2 -0.0 mm (0.02 + 0.0078 - 0.0 in) lower than the
NOTE: Check that the head of the dowel pin is 0.5 surface of the washer.
+0.2 -0.0 mm (0.02 + 0.0078 - 0.0 in) lower than the
surface of the washer.
4. Install side gear (1, Figure 5-24).
5. Differential Pinion Side Gear.

Installation Of Differential Assembly
1. Tighten side bearing adjustment nuts (3, Figure
5-15) temporarily, and place differential gear
case assembly (4) temporarily.
2. Align match marks and fit cap (1) to assembly.
Rotate the bevel gear 20 - 30 turns to settle the
bearings, then tighten. Apply Three Bond
thread tightener #1374 to mounting capscrews
(2) and tighten to 175 kg.m (1266 ft.lbs.)
torque.
3. Adjusting preload of bearing
a. Install measurement adapters 790-425-1670
(2, Figure 5-31) to both ends of cap.
b. Measure dimension between adapters with
depth micrometer 792-525-3000 (1).
FIGURE 5-29. BEARING INSTALLATION
1. Side Bearing 2. Case
9. Heat side bearing (1, Figure 5-29) to 100° C

(212° F) and install to case (2).
NOTE: Bearings should be heated by heat lamps, oil
NOTE: Check that there is no clearance between the
end face of the case and the bearing.
10. Fit case (1, Figure 5-30) to housing. Apply Three FIGURE 5-31. BEARING PRELOAD
Bond thread tightener #1374 to mounting cap- 1. Micrometer 2. Adapter
screws (2) and tighten to 94.5 kg.m (684 792-525-3000 790-425-1670
ft.lbs.) torque.
NOTE: When measuring, hold the micrometer

securely with one hand, and put the probe in contact
parallel to the measurement adapter.
c. Add 0.4 ± 0.15 mm (0.016 ± 0.006 in) to the
measured dimension, and set scale of
micrometer.
NOTE: The added dimension becomes the amount
of deflection of the case before applying preload and
after applying preload.
d. Tighten adjustment nuts (3, Figure 5-14)
from both ends, and continue to tighten with
wrench 790-425-1660 (2), paying careful
attention to the groove that the lock enters.
NOTE: To settle the bearing properly when doing
FIGURE 5-30. CASE INSTALLATION this, rotate the bevel gear and tap the bearing cap
and bevel gear with a soft-faced hammer,
1. Case 2. Capscrews

NOTE: Precautions when adjusting preload. Input Pinion and Carrier Assembly
If the increase in deflection caused by overtightening When assembling the differential pinion carrier
of the adjustment nut exceeds the standard amount, assembly (Figure 5-33), if coupling bolts are not tight-
return the adjustment nuts to the condition before ened while the pinion bearing is turning, the bearing
adjusting. When doing this, rotate the bevel gear and will be damaged in a short period of operation.
tap the bearing cap and bevel gear with a plastic
To prevent such trouble, this assembly procedure
hammer, check that there is no clearance at portion
must be followed.
(A), and adjust again.
1. Using push tool, press fit outer races (1, Figure
Use a light and a feeler 5-34) and (2) in cage (3). Check that there is no
gauge to ensure there clearance between the outer races and the car-
is no gap. rier.
No Gap
FIGURE 5-32. BEARING ADJUSTMENT
FIGURE 5-34.
1. Outer Race 3. Carrier
2. Outer Race
2. Heat bearing inner race (2, Figure 5-35) to

100°C (212°F), then press center bearing inner
race onto pinion gear (3), then install holder (1).
Apply Three Bond thread tightener #1374 to
mounting bolts and tighten to 11.5 ± 1 kgm (83
± 8 ft.lbs.) torque.
NOTE: Bearings should be heated by heat lamps, oil
FIGURE 5-33. INPUT PINION ASSEMBLY

1. Capscrew & Washer 10. O-Ring
2. Park Brake Disc 11. Capscrew & Washer
3. Coupling 12. Holder
4. Capscrew & Washer 13. Bearing Race
5. Holder 14. Pinion Gear (15 T)
6. O-Ring 15. Bearing Carrier FIGURE 5-35. PINION GEAR
7. Park Brake Support 16. Shim Assembly 1. Holder 3. Pinion Gear
8. Oil Seal 17. Capscrew & Washer 2. Bearing Inner Race
9. O-Ring 18. Bearing Assembly

3. Heat bearing inner race* (1, Figure 5-36) to 6. Fit O-ring (10, Figure 5-33) onto bearing carrier
100°C (212°F), then press onto pinion gear (15), and assemble shims* (16, Figure 5-33),
shaft and install spacer (2). then install pinion and cage assembly (1, Figure
5-38) to differential case.
*The bearing is an adjustment-free bearing, so
check the matching numbers, and keep them *NOTE: Use the same amount of shims that
together as a set. were removed at time of pinion disassembly.
If any parts, such as bearings, bearing carrier,
*Check that there is no clearance between
pinion gear, or housing have been replaced, be
the end face of the pinion gear and the inner
certain to refer to "Adjusting Tooth Contact,
race.
Backlash" later in this procedure to determine
the correct shim thickness.
FIGURE 5-36.
1. Bearing Inner Race 2. Spacer
FIGURE 5-38.
1. Cage Assembly
4. Set carrier (2, Figure 5-37) to pinion gear (3),

and install bearing (1). 7. Install oil seal (3, Figure 5-39) and O-ring (2) to
park brake support (1). Install support (1) to dif-
ferential case. Apply Three Bond thread tight-
ener #1374 to mounting bolts and tighten to 56
± 6 kgm (405 ± 45 ft.lbs) torque.
FIGURE 5-37.
1. Bearing 3. Pinion Gear
2. Carrier
FIGURE 5-39.
5. Coat the bearing rollers as well as the running 1. Park Brake Support 3. Oil Seal
surfaces of the inner and outer races thoroughly 2. O-Ring
with E030-CD.

8. Fit coupling (4, Figure 5-40), O-ring and holder *2) Measure the axial bearing end play for: 0.01
(2), and apply Three Bond thread tightener - 0.17 mm (0.0004 - 0.0067 in.)
#1374 to mounting bolt (3). Tighten bolt* (3)
Measuring method:
gradually to 225 ± 25 kgm (1627 ± 180 ft.lbs)
torque while the bearing is turning (20 to 30 i) After the bearing has been run 20 to 30
rotations). *If the bolt (3) is tightened without rotations, set a dial gauge as shown in
keeping the bearing turning, there will be a pos- Figure 5-42 to align with Point Zero.
sibility of damaging the bearing.
FIGURE 5-42.
FIGURE 5-40. ii) Oscillate the coupling 20 to 30 rotations in

1. Park Brake Support 3. Bolt its lifted condition (approximately 300 kg)
2. O-Ring and Holder 4. Coupling and make sure that the dial gauge reading
has been stabilized. (See Figure 5-43)
9. After tightening bolt (3), turn the bearing 20 to 30
rotations again, and make sure that the bearing
is running smoothly and that bolt (3) has been
tightened to the specified torque.
10. Using either of the following methods*, confirm
that the bearing has been set normally.
*1) Measure the starting torque in the tangential
direction with a spring scale (1, Figure 5-41)
attached to a threaded hole in the coupling
(396 mm [15.6 in.] bolt circle dia.). Starting
torque must not be greater than 5.1 kg.
(11.2 lbs.) maximum. Perform this mea-
surement on the bevel gear side. FIGURE 5-43.
iii) The dial gauge reading obtained in ii)

above will be equal to the end play in the
axial direction.
FIGURE 5-41.
1. Spring Scale

Adjusting Tooth Contact, Backlash 2. Adjust tooth contact as follows.
Adjust backlash and tooth contact at the same time. a. Adjust the in and out movement of the bevel
pinion by changing the shims between the
1. Adjust backlash as follows.
differential case and bearing cage.
a. Move bevel gear with adjustment nuts (1 & 2,
b. Adjust tooth contact in Step 3.
Figure 5-44).
NOTE: When adjusting the bevel gear, do not
change the preload of the bearing. Always turn the
adjustment nuts at both ends the same amount in the
same direction.
b. Put a dial Indicator (2, Figure 5-45) at right
angles in contact with the reverse face of the
tooth at the outside of the bevel gear. Turn
the adjustment nut and adjust the backlash.
c. Backlash: Adjust at 3 - 4 places. Keep the
pinion gear locked when measuring. Adjust
to 0.41-0.56 mm (0.016 - 0.022 in) backlash.
FIGURE 5-45. TOOTH CONTACT ADJUSTMENT

1. Adjustment Nut 2. Adjustment Nut
FIGURE 5-44. BACKLASH ADJUSTMENT

1. Bevel Gear 2. Dial Indicator

3. Adjusting tooth contact Adjust the tooth contact as shown in the following
illustrations and procedure.
Mix red lead (minimum) in spindle oil, then coat
the face of 7 or 8 teeth of the driven gear. Hold
down the driven gear by hand to act as a brake,
and rotate the drive pinion gear forward and
backward, then inspect the pattern left on the
teeth.
TOOTH CONTACT CAUSE PROCEDURE FOR ADJUSTMENT
The tooth contact pattern should Adjust the drive pinion by adjusting the shims at the
start from about 5 mm from the toe drive pinion cage. Adjust the driven gear in the
of the bevel gear and cover about same way as when adjusting backlash.
50% of the length of the tooth. It
should be in the center of the tooth
height.
1. Reduce shims at drive pin-
ion to bring closer to driven
gear.
Drive pinion is too far from driven 2. Move driven gear further
gear. away from drive pinion and
adjust backlash correctly.
1. Increase shims at drive

pinion to move away from
driven gear.
Drive pinion is too close to driven 2. Move driven gear closer to
gear. drive pinion and adjust
backlash correctly.
1. Reduce shims at drive pin-

ion to bring closer to driven
gear.
Driven gear is too close to drive 2. Move driven gear further
pinion. away from drive pinion and
adjust backlash correctly.
1. Increase shims at drive

pinion to move away from
driven gear.
Driven gear is too far from drive 2. Move driven gear closer to
pinion. drive pinion and adjust
backlash correctly.

4. Caliper assembly
a. Install brake disc (1, Figure 5-46). Apply 5. Install spring cylinder assembly (1, Figure 5-48),
Three Bond thread tightener #1374 to disc and connect rod clevis with connecting pin (3)
plate capscrews and tighten to 56 ± 6 kg.m to lever of slack adjuster (4).
(405 ± 43 ft.lbs.) torque. NOTE: To retract the rod, connect air pressure to the
spring cylinder.
FIGURE 5-46. BRAKE COUPLING

1. Brake Disc 4. Holder
2. Coupling 5. Support
3. Capscrew 6. Capscrews
FIGURE 5-48. PARK BRAKE SPRING CYLINDER
b. Install plate (1, Figure 5-47) on one side tem-
1. Spring Cylinder 3. Connecting Pin &
porarily.
2. Tool Clevis
c. Fit pad (2) and install caliper (3). 4. Lever
d. Install plate on other side and tighten fully.
Apply Three Bond thread tightener #1374 to
plate mounting capscrews and tighten to
94.5 kg.m (684 ft.lbs.) torque.
NOTE: Make a clearance of 0.1 mm (0.004 in)
between the plate and the caliper. Refer to "Parking Brake Adjustment", Section "J",
Brake System, to adjust park brake assembly.
FIGURE 5-47. CALIPER

1. Plate 3. Caliper
2. Pad

FINAL DRIVE PLANETARIES AND WHEEL HUBS
FINAL DRIVE
The final drive uses a planetary gear mechanism to To Check Oil Level
reduce the rotation speed and produce a greater Stop the machine so that the casting line is horizon-
driving torque. Of all the components in the drive tal and the drain plug is at the bottom. Remove the
train, the final drive has to bear the greatest fill plug and check the oil level. If the oil level is not
stresses. The lubrication system should be main- near the lower edge of the plug hole, add oil until it
tained properly to insure long life of the gears and reaches this level.
bearings.
FIGURE 6-1. FINAL DRIVE PLANETARY

1. Carrier 8. Spacer SPECIFICATION:
2. Planet Gear Shaft 9. Retainer Splash-type Lubrication
3. Planet Gear (39 Teeth) 10. Inner Hub Ratio: 6.50
4. Sun gear (18 teeth) 11. Drive Shaft Oil: EO30-CD, 64 l (17 gal) - each
5. Button 12. Wheel Hub side
6. Cover 13. Seal Drain
7. Ring Gear (99 Teeth)
G06005 Final Drive Planetaries and Wheel Hubs G6-1

CARRIER ASSEMBLY
Removal
1. Drain 64 l (17 gal) of oil from the final drive case.
NOTE: If the drain plug is not at the bottom, use a
hydraulic jack (50t) to jack up the machine, then turn
the hub.

3. Remove button (2).
4. Install an eye-capscrew at the end of drive shaft
(3, Figure 6-3), then use a bar to pull out drive
shaft.
5. Remove snap ring (4).
6. Remove sun gear (5).
7. Remove spacer (2).
1. Carrier Assembly 4. Snap Ring
2. Spacer 5. Sun Gear
3. Drive Shaft
Be sure lifting device is of adequate capacity to

handle 390 kg (860 lbs.) safely.
8. Remove carrier assembly (1).
FIGURE 6-2. COVER AND BUTTON

1. Cover 2. Button
FIGURE 6-4. CARRIER ASSEMBLY

1. Carrier Assembly 2. Rim
G6-2 Final Drive Planetaries and Wheel Hubs G06005

Installation
Ensure lifting device is of adequate capacity to

handle 390 kg (860 lbs.) safely.
1. Install carrier assembly (1, Figure 6-4).
2. Install spacer (2 Figure 6-3).
3. Install sun gear (5).
4. Install snap ring (4).
5. Install an eye-capscrew at the end of drive shaft
(3), then use a bar to Install drive shaft.
6. Install button (2, Figure 6-2).
8. Add oil to the final drive case. Refill to the speci- FIGURE 6-6. BEARINGS
fied level and check the oil level again. Refer to 1. Bearings 2. Spacer
"Lubrication and Service", Section "P", for the
proper oil.
3. Pull out pinion gear assembly (5), and remove

FINAL DRIVE CARRIER two bearings (1) and spacer (2). (See Figures
6-5 and 6-6)
Disassembly 4. Remove outer race (1, Figure 6-7) and spacer
1. Remove four capscrews (6, Figure 6-5) and six (2).
capscrews (7), then remove plate (3). NOTE: The bearing is an adjustment-free bearing, so
2. Using a press, remove shaft (4). keep together as a set in a safe place.
5. Remove snap ring (3).
6. Remove spacer (8, Figure 6-5) from carrier.
FIGURE 6-5. CARRIER

1. Bearings 5. Pinion Gear Assembly FIGURE 6-7. OUTER BEARING RACES
2. Spacer 6. Capscrews 1. Outer Race 3. Snap Ring
3. Plate 7. Capscrews 2. Spacer
4. Shaft 8. Spacer

Assembly FINAL DRIVE ASSEMBLY
1. Install spacer (8, Figure 6-5) to carrier.
Disassembly
2. Install snap ring (3, Figure 6-7).
1. Remove rear wheel assembly. Refer to "Rear
3. Fit spacer (2), and press fit outer race (1).
Wheel Removal", this section.
4. Set spacer (2, Figure 6-5) and bearing (1) in
2. Remove carrier assembly as previously
position, then raise pinion gear and assemble,
described.
and install bearing (1) from top.
3. Shim retainer removal;
5. Push pinion gear assembly (5) into carrier.
a. Using three evenly spaced tools 790-438-
6. Fit plate (3) with capscrew (1) temporarily, then
1150 (3, Figure 6-8), secure inner gear (1) to
install 2 guide capscrews to shaft (4), and press
outer gear (2).
fit.
NOTE: To install the tool, remove capscrew (4) from
NOTE: Expand fit the shaft, of press fit with a press.
the outer gear, and use the three tool mounting tap
holes in the inner gear.
7. Apply Three Bond (TB1374) thread tightener to NOTE: To prevent damage to the floating seal,
capscrews (7) and tighten to 28.5 kg.m (206 always remove before removing retainer (1, Figure 6-
ft.lbs.) torque. After rotating pinion gear 5 - 6 9).
turns, tighten six capscrews (2) and four cap-
screws (6) to specified torque again.
b. Remove mounting capscrews (2, Figure 6-
9), then remove retainer (1) and shims.
shims, and keep together in a safe place.
FIGURE 6-8. GEARS AND RETAINER

1. Inner Gear 3. Tool (790-438-1150)
2. Outer Gear 4. Capscrew

FIGURE 6-11. INNER GEAR AND RING GEAR
1. Capscrews 3. Inner Hub
FIGURE 6-9. RETAINER 2. Holder 4. Ring Gear
1. Retainer 2. Capscrews
5. Rear wheel hub assembly.

4. Lift off ring gear assembly (1, Figure 6-10). Dis- a. Sling rear wheel hub assembly (1, Figure 6-
assemble ring gear assembly as follows. 12) or support with forklift, then remove nuts
(2, Figure 6-13).
a. Remove mounting capscrews (1, Figure 6-
11), then remove holder (2).
b. Remove inner hub (3) from ring gear (4).
FIGURE 6-12. REAR WHEEL HUB

1. Hub Assembly 2. Housing
FIGURE 6-10. RING GEAR
1. Ring Gear Assembly 2. Hub

FIGURE 6-13. REAR WHEEL HUB
1. Tool (790-438-1150) 2. Nut
FIGURE 6-15. HUB AND BEARING

1. Hub Assembly 3. Outer Race
b. Pull out wheel hub assembly (2, Figure 6-14)
2. Outer Race
partly, remove bearing (1), then remove
wheel assembly.
NOTE: The bearing comes out easily, so be
extremely careful not to let it drop.
6. Remove bearing (1, Figure 6-16).
c. Remove outer races (2 & 3, Figure 6-15)

from wheel hub assembly (1).
FIGURE 6-16. BEARING

1. Bearing 2. Axle
FIGURE 6-14. HUB AND BEARING

1. Bearing 2. Hub Assembly

Assembly
1. Install bearing (1, Figure 6-16). 4. Shim, retainer
2. Wheel hub assembly a. Adjust preload of bearing as follows.
a. Using push tool 792-104-4501, press fit 1) With no shims assembled, install retainer
outer races (2 & 3, Figure 6-15) in wheel hub (1, Figure 6-9) temporarily with capscrews
(1). (2).
b. Install O-ring, then raise rear wheel hub 2) Remove tool (1, Figure 6-13) from 3
assembly (1, Figure 6-12), and set to inner places, and tighten nuts.
gear.
3) Rotate wheel hub 5 - 6 times and tighten
c. Install bearing (1, Figure 6-14). Apply Three capscrews uniformly to 15 ± 0.5 kg.m (108
Bond (TB1374) thread tightener to nuts (2, ± 3.6 ft.lbs.) torque.
Figure 6-13) and tighten nuts to 56 kg.m
(405 ft.lbs.) torque. NOTE: If the capscrews are tightened without
rotating the wheel hub, the bearing will not settle, and
NOTE: Do not remove tools (1, Figure 6-13) until the the correct preload cannot be obtained.
retainer has been completely secured.
4) Using depth micrometer (1, Figure 6-17)

3. Ring gear assembly
measure dimension "c" between end of
a. Assemble ring gear assembly as follows. shaft and outer edge of retainer (2).
b. Set inner hub (3, Figure 6-11) to ring gear 5) Remove retainer, and measure the thick-
(4). ness "a" of retainer. Select a shim thick-
c. Install holder (2), and apply Three Bond ness which is dimension "b", by using the
(TB1374) thread tightener to mounting cap- formula below.
screws (6) and tighten. (b=c-a) and add 0.3 mm (0.012 in).
d. Raise ring gear assembly (1, Figure 6-10) b. Insert shim pack as determined above, then
and install. install retainer (1, Figure 6-9). Apply Three
Bond (TB1374) thread tightener to cap-
screws (2) and tighten to 94.5 kg.m. (684
ft.lbs.).
NOTE: Rotate the wheel hub 5 - 6 times and tighten
the capscrews uniformly until the tightening torque in
constant.
NOTE: After tightening the capscrews, rotate the
wheel hub, and check that there is no abnormality in
rotation.
5. Refer to "Carrier Assembly Installation", this

section, and install carrier assembly.
6. Refer to "Rear Wheel Assembly Installation",
this section, and install rear wheel assembly.
FIGURE 6-17. SHIM ADJUSTMENT

1. Micrometer 2. Retainer

NOTES

SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSION
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-7
Attenuation Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
REAR SUSPENSION
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-4
Spherical Bearing Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-5
OILING AND CHARGING PROCEDURES

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-1
Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-2
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . H4-3
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . H4-6
H01012 Index H1-1

H1-2 Index H01012
SUSPENSION SYSTEM
FIGURE 2-1. SUSPENSION SYSTEM

1. Front Suspension Cylinder 3. Rear Suspension Cylinder 5. A-arm
2. Rear Axle Support 4. Radius Rod
The suspension system supports the weight of the The front suspension consists of two basic compo-
chassis, and absorbs the shock from uneven road nents; a suspension cylinder and an A-arm.
surfaces to provide a comfortable ride for the opera-
In addition to these functions, the front suspension
tor. At the same time, it maintains the stability of the
employs an optional variable rate suspension sys-
machine by ensuring that all four wheels are always
tem. In this system, the force of the suspension is
in contact with the ground surface. In this way, it
automatically changed by selecting the damping
allows the machine to demonstrate its full perfor-
force to match the travel conditions and load condi-
mance in items such as acceleration, braking, and
tions. This further increases the stability and riding
turning, even when traveling at high speed.
comfort of the machine.
The suspensions are hydro-pneumatic components
If a variable rate suspension system or the payload
containing oil and nitrogen gas. The oil and gas in the
meter is installed on the vehicle, both front suspen-
four suspension cylinders carry the gross truck
sion cylinders will have a pressure sensor in place of
weight less wheels, spindles and final drive assem-
the discharge plug.
bly.
H02009 12/91 Front Suspensions H2-1

Front Suspension The damping force is produced inside valve assem-
bly (11, Figure 2-3) with orifice plate (3, Figure 2-4)
The front suspension cylinder functions as a shock
and leaf springs (1) and (2). They restrict the flow of
absorber and spring, and is connected by spherical
oil between oil chamber (B) and oil chamber (C), and
bearings to the lower A-arm and main frame. The
create a damping force.
wheels move up and down in accordance with the
retraction and extension of the suspension cylinder
to maintain the proper alignment for the wheels and
to improve the stability of the machine.
The inside of the cylinder contains oil (B, Figure 2-3),
and charged with nitrogen gas (A). Oil (B) and oil
chamber (C) are connected by tube (10) and valve
assembly (11).
When the machine is traveling, the wheels follow the
unevenness of the road surface, and an external
force in the up-down direction is applied to the sus-
pension cylinder. When this happens, the volume of
the nitrogen in the gas chamber changes elastically
under the input force, and absorbs the external force.
The nitrogen gas is sealed by a rod and oil, so it is
always subjected to a pressure corresponding to the
external force, and acts as a spring.
FIGURE 2-3. FRONT SUSPENSION

1. Feed Valve 9. Air Bleed Valve
2. Retainer 10. Tube
3. Flange 11. Valve Assembly
4. Stopper
5. Cylinder (with axle)
A. Gas Chamber
6. Rod
B. Oil Chamber
7. Wear ring
C. Oil Chamber
FIGURE 2-2. FRONT SUSPENSION 8. Air Bleed Valve
H2-2 Front Suspensions 12/91 H02009

• When retracting, the nitrogen gas is compressed Removal
by the external force from the road surface. The
oil in oil chamber (B) flows from oil chamber (B) The suspension cylinders require only normal care
through valve assembly (11, Figure 2-3) and tube when handling as a unit. However, after being disas-
(10) to oil chamber (C). The oil flowing through sembled these parts must be handled carefully to
the valve from direction Y to orifice plate (3, prevent damage to the machined surfaces. Surfaces
Figure 2-4) is throttled by orifices in four places to are machined to extremely close tolerances and are
generate a damping force. precisely fitted. All parts must be completely clean
• When extending, the external force from the road during assembly.
surface weakens, the pressure of the nitrogen 1. Park unloaded truck on hard level surface. Block
gas extends the rod, and the oil in chamber (C, wheels and apply parking brake. Refer to Sec-
Figure 2-3) passes through tube (10) and valve tion "G", "Front Tire and Rim", and to "Front
assembly (11) to oil chamber (B). The oil flowing
Wheel Hub", to remove front wheel, tire and
through the valve flows from direction Z and
front wheel hub.
passes through two orifices from the orifice plate
to generate a damping force. 2. Remove cover from top of suspension. If
equipped with payload meter or variable rate
The variable rate suspension also controls the damp-
suspension, disconnect wire lead from sensor.
ing force by a variable orifice located in valve assem-
bly (11, Figure 2-3). Refer to "Options and Special
Tools", Section "M" for information concerning the
variable rate suspension.
Turning the complete valve assembly more than

three turns may result in the valve assembly
being forced out of the suspension by the gas
pressure inside.
NOTE: If oil is discharged with the gas, tighten the
valve slightly so only the gas will be discharged.
3. Wearing face mask or goggles, discharge nitro-
gen pressure from suspension by loosening dis-
charge plug (2, Figure 2-5) no more than one
turn. After all nitrogen pressure has been
relieved, tighten the valve to 4.5 ± 0.5 kg.m (33
± 4 ft.lbs.) torque.
NOTE: If equipped with a pressure sensor, refer to
"Oiling and Charging Procedures", this section, for
FIGURE 2-4. discharging nitrogen gas.
1. Leaf Springs 3. Orifice Plate
2. Leaf Springs
FIGURE 2-5. VALVE AND PLUG LOCATION

1. Air Bleed Valve 3. Charging Valve
2. Discharge Plug

1. Elbow Fitting 2. Brake Hoses
FIGURE 2-8. STEERING KNUCKLE
1. Capscrew 2. Capscrew
4. Remove the brake hoses (2, Figure 2-6).
5. Remove grease tubes (4, Figure 2-7) and
elbows (3).
6. Remove pins (2) and (5) and tie rod (1).
7. Remove steering cylinder rod (6). 8. If equipped with variable rate dampening, dis-
connect the air lines from the air cylinder on the
suspension.
9. Remove capscrew (2, Figure 2-8) by rotating the
knuckle arm approximately 40° towards the
chassis.
10. Steer the knuckle arm to straight ahead position.
Place a jack under the king pin and raise up.
Remove capscrews (1).
FIGURE 2-7. STEERING LINKAGE REMOVAL
1. Tie Rod 4. Grease Tubes

2. Pin 5. Pin
3. Elbow 6. Steering Cylinder

Installation
1. Clean all paint or protective coating from mount-
ing surface of suspension. Assure that mount
surfaces of suspension and A-frame are
Suspension weighs approximately 681 kg (1,500 smooth and free of any oil.
lbs.). Be certain that lifting device is of adequate
capacity.
10. Sling suspension to a suitable lifting device that

can safely carry 681 kg (1,500 lbs.). See Figure Suspension weighs approximately 681 kg. (1,500
2-9. lbs.). Be certain that lifting device is of adequate
11. Remove pin (2) and two spacers and move sus- capacity.
pension away from frame.
2. Attach lifting device to suspension housing and
raise into position on A-arm. Install top cylinder
pin (2, Figure 2-9.) with a spacer on each side
of the suspension.
3. Install capscrews (1, Figure 2-8).
4. Rotate the knuckle arm approximately 40°
towards the chassis and install capscrew (2).
5. Connect steering cylinder rod (6, Figure 2-7) to
knuckle with pin (5).
6. Connect tie rod (1) to knuckle with pin (2).
7. Install elbows (3) and grease tubes (4).
8. Connect brake hose (2, Figure 2-6).
9. Install front hub, wheel and tire. Refer to Section
"G" for installation procedures.
10. Install brake hoses
11. After installation of suspension, it will be neces-
sary to check oil level and charge with nitrogen
gas. Refer to "Suspension Oiling and Charging"
1. Suspension Cylinder 2. Cylinder Pin procedure, this section.

Disassembly 3. Remove flange mounting bolts (7) and air bleed
1. Remove top suspension cover. plug (15).
2. Remove charging valve (8, Figure 2-10) and 4. Raise to position where cylinder rod assembly
discharge plug (9). contacts stopper (3) and moves stopper to step
in cylinder.
FIGURE 2-10. FRONT SUSPENSION REPAIR

1. Wear Ring 5. Flange 9. Discharge Plug 13. Dust Seal
2. Rod Assembly 6. Retainer 10. Bushing 14. Plate
3. Stopper 7. Capscrew 11. Seal 15. Air Bleed Valve
4. Suspension Housing 8. Charging Valve 12. Bushing

Assembly
Clean all components thoroughly. Lightly coat all O-
rings, backup rings, seals and wiper with petroleum
jelly or suspension oil.
1. Install wear ring (1, Figure 2-10) to cylinder rod

(2).
2. Press fit bushing (10) in flange (5), and install
seal (11).
3. Press fit bushing (12) to retainer (6), and install
FIGURE 2-11. dust seal (13).
1. Rod Assembly 3. Tool (790-450-1120) NOTE: Be careful not to deform the bushings during
2. Capscrew 4. Cylinder Housing installation.
4. Install stopper (3) to cylinder rod (2).

5. Install tool 790-450-1120 (3, Figure 2-11) to cyl- 5. 5. Install flange (5), retainer (6), and plate (14) to
inder. cylinder rod.
6. Raise cylinder assembly until it rises approx. 50 6. Using blocks, stand suspension housing upright.
mm (2 in) from floor, then hit from top of tool (3) Add 20 l (5.3 gal) of engine oil to inside of cylin-
with a plastic hammer so that stopper passes der housing. Refer to Section "L", Lubrication
from step in cylinder. and Service for oil specifications.
7. Remove tool (3), then remove cylinder rod 7. Lift cylinder rod assembly (2), and install into cyl-
assembly. inder housing.
8. Remove plate (14, Figure 2-10), retainer (6), NOTE: When assembling the rod assembly in the
flange (5), and stopper (3) from rod assembly cylinder, if the rod assembly is inserted too far, the oil
(2). will spurt out, so stop at a position where the oil does
9. Remove dust seal (13) and bushing (12) from not spurt out.
retainer (6).
After installing the suspension completely to the
10. Remove seal (11) and bushing (10) from flange frame, adjust the oil and gas levels.
(5).
11. Remove wear ring (1) from cylinder rod (2).
8. Secure flange (5), retainer (6), and plate (14) to
cylinder with capscrews (7) and tighten to stan-
dard torque.
Inspection
9. Install air bleed valve (15), discharge plug (9)
1. If scratches or scores are found in housing or on and charging valve (8). Tighten each item to 4.5
suspension tube, contact your Komatsu Distrib- ± 0.5 kg.m (33 ± 4 ft. lbs.) torque.
utor.
10. Install cover on top of suspension.

ATTENUATION VALVE (FIXED RATE)
Disassembly Assembly
1. Remove four capscrews (1, Figure 2-12) and 1. Assembly of orifice plate assembly
remove orifice plate assembly (2) from valve a. Install two pins (10, Figure 2-12) in orifice
body (3). plate (9).
2. Sub-disassembly of orifice plate assembly
b. After setting three kinds of oblong leaf
a. After removing capscrew (3, Figure 2-13), springs (1, Figure 2-13) on orifice plate,
remove stopper plate (5), plate (6, Figure 2- install plate (6, Figure 2-12) while adjusting
12), oblong leaf spring (1, Figure 2-13), cir- pin.
cular leaf spring (4) from orifice plate (2).
c. After setting three kinds of circular leaf
b. Remove pin (10, Figure 2-12) from orifice springs (4, Figure 2-13) install and tighten
plate (9). capscrew (3).
NOTE: Oblong leaf spring and circular leaf spring are
installed to face chamferred side to orifice plate side.
2. Install orifice plate assembly (2, Figure 2-12)

with together O-ring on valve body (3), then
install and tighten four capscrews (1).
FIGURE 2-13. ORIFICE PLATE

1. Oblong Leaf Spring 4. Circular Leaf Spring
2. Orifice Plate 5. Stopper Plate
3. Capscrew
FIGURE 2-12. ATTENUATION VALVE
1. Capscrew 6. Plate
2. Orifice Plate Assembly 7. Oblong Leaf Spring
3. Valve Body 8. Circular Leaf Spring
4. Capscrew 9. Orifice Plate
5. Stopper Plate 10. Pin

REAR SUSPENSIONS
The suspensions are hydro-pneumatic components

containing oil and nitrogen gas. The oil and gas in the
four suspensions carry the gross truck weight less
wheels, spindles and final drive assembly. The rear
suspension cylinders consist of two basic compo-
nents: a suspension housing attached to the truck
frame and a suspension rod attached to the final drive
center case.
Each rear suspension cylinder contains a charging

valve (2, Figure 3-1) and a discharge/air bleed valve
(1). The charging valve is used for nitrogen charging
and the discharge valve for relieving nitrogen pres-
sure. See “Oiling and Charging Procedures” this sec-
tion, for proper charging and discharging instructions.
The suspension cylinder requires only normal care

when handling as a unit. However, after being disas-
sembled, these parts must be handled carefully to
prevent damage to the machined surfaces. Surfaces
are machined to extremely close tolerances and are
precisely fitted. All parts must be completely clean
during assembly.
If the vehicle is equipped with the payload meter
system, both rear suspension cylinders will have a
pressure sensor in place of the discharge/air bleed
valve.
FIGURE 3-1. REAR SUSPENSION
1. Discharge/Air Bleed 10. Packing

Valve 11. Bushing
2. Charging Valve 12. Retainer
3. Wear Ring 13. Seal
4. Rod 14. Bolt
5. Ball 15. Spring Washer
6. Bushing 16. Oil Area
7. Flange 17. Cavity
8. O-ring 18. Nitrogen Gas Area
9. Ring
H03012 Rear Suspensions H3-1

Removal
The suspension cylinder has the function of both a 1. Park unloaded truck on hard level surface. Block
shock absorber and a spring. wheels and apply parking brake.
1. When a fixed amount of oil is sent from oil area 2. Raise and support the rear of the frame of the truck
(16, Figure 3-1) through orifices (5) and (A) to for rear suspension removal and installation.
cavity (17), the oil is throttled by the orifices and
3. Wearing face mask or goggles, crack open dis-
a shock-absorbing effect is obtained.
charge valve and discharge nitrogen pressure
2. Retracting action from suspension. If oil escapes with the nitrogen,
a. When the machine is traveling and it hits a tighten valve slightly. Tighten discharge valve
bump or object on the road, the wheels are after all nitrogen is released from suspension.
pushed up, and the cylinder rod is pushed 4. Remove suspension lower mount pin (2, Figure
inside the cylinder. 3-2) retainer bolt.
b. When this happens, the nitrogen gas inside
area (18) is compressed, the oil in area (16) is
sent through both orifices (5) and (A) to cavity
(17), and cavity (17) is filled quickly.
3. Extending action
a. After the machine has passed over any bump Suspension weighs approximately 240 kg. (530
or object on the road surface, the cylinder is lbs). Be certain that lifting device is of adequate
pulled down by the weight of the wheels and capacity.
axle and pushed down by the pressure of the
nitrogen inside area (18). 5. Attach lifting device to suspension. Suspension
b. As a result, the amount of oil in cavity (17) is weighs approximately 240 kg.(530 lbs.)
reduced, and pressure is applied to the oil
remaining in cavity (17). 6. Remove retaining capscrew and top mount pin (1,
Figure 3-2) and spacers and remove suspension
c. This pressurized oil closes orifice (5) with check from truck.
ball (5), and is sent to area (16) through only
orifice (A), so the flow of oil passing through the 7. Retract rod and move suspension to work area.
orifice is controlled so that it is slower than
during retraction. In this way, the amount of oil
returning to area (16) is restricted, providing a
shock absorbing effect.
FIGURE 3-2. REAR SUSPENSION

1. Top Pin 3. Suspension
2. Lower Pin Cylinder
H3-2 Rear Suspensions H03012

Installation Disassembly
1. Attach lifting device to suspension. Suspension 1. Using blocks, stand the cylinder assembly upright
weighs approximately 240 kg.(530 lbs.) with housing end down.
2. Remove protective skirt attached to housing and
cover over charging and air bleed valves.
3. Remove discharge/air bleed valve (1, Figure 3-1)
and charging valve (2).
4. Remove flange mounting capscrews (14).
Suspension weighs approximately 240 kg. (530 5. Use a hoist to raise cylinder rod assembly (1,
lbs). Be certain that lifting device is of adequate Figure 3-3) slowly with plate (2) and flange (3) still
capacity. installed, and remove from cylinder housing (4).
Drain oil from cylinder.
6. Remove O-ring (5) and backup ring (6).
2. Position suspension on truck and install upper 7. Remove plate (2, Figure 3-4) and flange (3) from
mount pin (1, Figure 3-2) and spacers and pin rod assembly (1).
retaining capscrew. 8. Remove bushing (2, Figure 3-5) and U-packing
3. Install lower mount pin (2, Figure 3-2) and spacers (3) from flange (1).
and pin retaining capscrew. 9. Remove seal (2, Figure 3-6) and bushing (3) from
4. After installation of suspension, it is necessary to plate (1).
check oil level and charge with nitrogen gas. 10. Remove wear ring (2, Figure 3-7) from rod (1).
Refer to “Suspension Oiling and Charging Proce-
dure”, this section.
FIGURE 3-3. SUSPENSION ROD

1. Cylinder Rod 4. Housing
2. Plate 5. O-Ring
3. Flange 6. Backup Ring

Assembly
NOTE: Clean all parts thoroughly. Lightly coat all
O-rings, backup rings, seals and wipers with petroleum
jelly or suspension oil.
1. Install wear ring (2, Figure 3-4) to rod (1).
FIGURE 3-6. SUSPENSION PLATE AND FLANGE

1. Cylinder Rod 3. Flange
2. Plate
3. Install flange (3, Figure 3-6) over rod (1).
FIGURE 3-4. ROD AND WEAR RING 4. Install seal (2, Figure 3-7) and bushing (3) to plate
(1).
1. Cylinder Rod 2. Wear Ring
2. Install bushing (2, Figure 3-5) and U-packing (3)

to flange (1).
FIGURE 3-7. PLATE AND SEALS
1. Plate 3. Bushing
2. Seal
FIGURE 3-5. CYLINDER PACKINGS 5. Install plate (2, Figure 3-6) to rod (1).
6. Install backup ring (6, Figure 3-3) and O-ring (5)
1. Flange 3. U-Packing to flange.
2. Bushing
7. Install temporary plugs in charging and air bleed
valve ports.

8. Using blocks, stand cylinder upright. Fill inside of REAR SUSPENSION
cylinder housing with 17 l (4.5 gal) of engine oil. SPHERICAL BEARING REPAIR
Refer to “Section L”, “Lubrication and Service”,
for oil specifications. NOTE: If either top or bottom spherical bearings are to
be replaced with the suspension mounted on truck, be
9. Raise cylinder rod assembly (1, Figure 3-3), and sure truck frame is securely supported. Refer to Sus-
install into cylinder housing (4). pension Removal and Installation for procedure. Se-
NOTE: When installing the rod assembly into the curely support suspension as bearing is being
cylinder, if the rod assembly is inserted too far, the oil removed and installed.
will spurt out. If this occurs, do not attempt to insert rod
further into housing.
10. Refer to Figure 3-8. Coat the entire mating face Disassembly
“A” of flange (2) and retainer plate (1) with a thin 1. Remove retaining ring from mounting eye of hous-
layer of Liquid Gasket LG-5. Do not allow sealant ing or tube.
to contact bore area “B”.
2. Remove bearing.
Inspection
1. Inspect spacers and mounting eye bearing bores
for damage. Inspect retainer ring grooves. Repair
or replace as necessary.
2. Inspect mount pin. Replace pin if worn or dam-
aged.
Assembly
1. Install retainer ring in groove.
2. Press spherical bearing in mount eye bore.
FIGURE 3-8. LIQUID GASKET SEAL AREA 3. Install remaining retaining ring.
4. Refer to Suspension Installation.
1. Retainer A-Sealant Area
2. Flange B-No sealer this area 5. Be sure grease is applied to bearing before oper-
ating truck.
6. After suspension is installed on truck, it may be
necessary to charge suspension with nitrogen.
11. Install plate (2, Figure 3-6) together with flange (3)
Refer to Suspension Oiling and Charging proce-
with 16 mounting bolts. Tighten to 157 - 196 Nm
dure, this section.
(116 - 145 ft. lbs.) torque.
12. Fit packing to air bleed valve (1, Figure 3-1) and
install. Tighten to 4.5 ±0.5 kg.m (33 ±4 ft.lbs.)
torque.
13. Install charging valve (2, Figure 3-1). Tighten to
4.5 ±0.5 kg.m (33 ±4 ft.lbs.) torque.
NOTE: The charging valve and air bleed valve can be
installed in either place.
14. Install protective skirt to housing. Install cover over
charging and air bleed valves.

NOTES

OILING AND CHARGING PROCEDURES
GENERAL
NITROGEN GAS SPECIFICATIONS
Suspensions which have been properly charged will Nitrogen gas used in sus-
provide improved handling and a better ride while pension cylinders must Property Value
improving the service life of the truck main frame and meet or exceed CGA Speci- Nitrogen 99.9% Min.
suspensions. fication Water 32 PPM Max.
G-10.1 for Type 1, Grade F Dew Point -55°C(-68°F) Max.
Nitrogen Gas. Oxygen 0.1% Max.
NOTE: Inflation pressures and exposed piston lengths
are calculated for a normal truck gross vehicle weight
(GVW). Any accumulation of dirt/mud/debris on the
truck or in the body should be removed before starting
these procedures.
Additions to truck weight (tailgates, body liners, water
All suspensions are charged with compressed ni-
tanks, etc.) should be considered part of the payload.
trogen gas with sufficient pressure to cause injury
Keeping the truck GVW within the specification will
or damage if improperly handled. Follow all safety
result in a better ride and will extend the service life of
notes, CAUTIONS, and WARNINGS in these proce-
the truck main frame and suspensions.
dures to prevent accidents during servicing and
charging.
Proper charging of suspensions requires that three (3)
basic conditions be established in the following order: FRONT SUSPENSION
1. Oil level must be correct. 1. Park unloaded truck on a hard level surface. Block
wheels, apply parking brake.
2. Suspension piston rod extension for nitrogen
charging must be correct and this dimension be 2. Check that the bottom of the cylinder cover is
maintained during nitrogen charging. within the range marked by arrows (Figure 4-1)
for correct nitrogen charge.
3. Nitrogen charge pressure must be correct.
3. If the suspension is within the area indicated by
arrows, no service is necessary for the front sus-
For best results, suspensions should be charged in pensions. See "NOTE" below.
pairs (fronts together and rears together). If rears are If suspension is not within the area indicated by
to be charged, the fronts should be charged first. the arrows, the front suspensions will have to be
serviced.
NOTE: Set up dimensions specified in the charts must
be maintained during oiling and charging procedures. NOTE: The oil level should be checked:
However, after truck has been operated, these dimen- • Before charging or adding nitrogen.
sions may vary. • When there are signs of oil leakage.
• After rebuild/repair and the suspension is
installed on the truck.
EQUIPMENT LIST
1. Service Kits:
a. EC6027 Oil Charging Kit (Figure 4-5)
b. EC3331 Nitrogen Charging Kit (Figure 4-6)
2. Jacks and/or Overhead Crane
3. Oil (MIL-L-2104C, SAE 10W)
4. Dry Nitrogen (See Nitrogen Specifications Chart)
FIGURE 4-1. FRONT SUSPENSION HEIGHT
H04012 11/98 Oiling and Charging Procedures H4-1

Front Suspension Oiling
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 be-
fore lift is started.
Each suspension is equipped with a charging valve (3, FIGURE 4-2. VALVE AND SENSOR LOCATION
Figure 4-2), air bleed valve (1) and a discharge plug
1. Air Bleed Valve 3. Charging Valve
(2) or a pressure sensor assembly. The pressure
2. Discharge Plug
sensor assembly is used if the truck is equipped with
an on-board load weighing system or variable rate
suspension and takes the place of the discharge plug.
1. Park unloaded truck on a hard level surface.
Block wheels, apply parking brake.
2. Remove outside covers and thoroughly clean
area around charging valves (3, Figure 4-2) on
the suspensions.
3. If equipped with a pressure sensor, disconnect
the pressure sensor wire lead.
4. Set hydraulic jack (1, Figure 4-3) under the main
frame and raise jack to contact the frame.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (3, Figure 4-2) will damage the valve
core, so remove the gas by loosening the discharge
plug (2) or sensor valve assembly (2, Figure 4-4).
FIGURE 4-3. OIL HEIGHT

1. Jack (50 ton) A: 97 ±3 mm
Turning the discharge plug more than three turns 2. Frame (3.8 ± 0.12 in)
may result in the discharge plug being forced out
of the suspension by the gas pressure inside.
When loosening the pressure sensor valve assem-
bly, loosen only valve assembly (2, Figure 4-4). Do
not loosen the pressure sensor (4) or adapter (3).
Wear a face mask or goggles while relieving nitro-
gen pressure.

discharge plug (or pressure sensor) slightly so only the
gas will be discharged.
FIGURE 4-4. PRESSURE SENSOR
1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor
H4-2 Oiling and Charging Procedures H04012 11/98

5. Wearing face mask or goggles, discharge nitro- 12. Remove discharge plug (4) (or sensor valve as-
gen pressure from suspension by loosening the sembly if equipped), then operate oil pump until
discharge plug (2, Figure 4-2) one turn. If no bubbles come out with the oil from the dis-
equipped with a pressure sensor, loosen valve charge plug hole.
assembly (2, Figure 4-4) one turn. (DO NOT
13. When no more bubbles come out with the oil,
loosen more than one turn).
install and tighten the discharge plug to 4.5 ±0.5
6. Operate the hydraulic jack (1, Figure 4-3) so that k.gm (33 ±3 ft.lbs.) torque.
dimension "A" of the cylinder is 97 ±3 mm (3.8 ±
14. After filling with oil, remove the oil pump and
0.12 in.)
fittings, then install charging valve (3) and tighten
7. After all nitrogen pressure has been relieved, valve to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) torque.
close the discharge plug (4, Figure 4-5) (or sensor
valve assembly if equipped).
8. Remove charging valve (3), and install adapter
(2).
Front Suspension Nitrogen Charging
9. Connect hose (1) and oil pump (8).
NOTE: The discharge plug (4) must be installed and
the air bleed valve (5) loose to insure there are no air
pockets inside the suspension.
10. Loosen air bleed valve (5), then pump oil into Dry nitrogen is the only gas approved for use in
cylinder until no bubbles come out with the oil from suspensions. Charging of these components with
air bleed valve hole (6). oxygen or other gases may result in an explosion
which could cause fatalities, serious injuries
11. When no bubbles come out with the oil, tighten air and/or major property damage. Use only nitrogen
bleed valve (5) to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) gas meeting the specifications shown on page
torque. H4-1.
1. Remove caps from charging valves (3, Figure
4-2).
NOTE: Before installing regulator (11, Figure 4-6, blow
out the cylinder connector with nitrogen gas at 10
kg/cm2 (140 psi) or more, to clean out all dirt or dust.
(Dirt or dust in the system can cause suspension
failures.)
2. Open valve on gas cylinder, and check the pres-

sure reading of regulator gauge (1).
NOTE: Internal pressure of gas cylinder should be
somewhat higher than Suspension Charging Pressure
(see chart below Figure 4-7).
3. Turn "T" handles (6, Figure 4-6) of adapters (5)

completely counterclockwise
4. Be certain outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
5. Attach charging valve adapters (5) to each sus-
FIGURE 4-5. OIL CHARGING KIT (EC6027) pension charging valve stem.
1. Hose 5. Air Bleed Valve 6. Turn "T" handles (6) clockwise (this will depress
2. Adapter 6. Air Bleed Hole core of charging valve and open gas chamber of
3. Charging Valve 7. Oil Pump Lever suspension).
4. Discharge Plug 8. Oil Pump

7. Turn handle of regulator (11) slowly clockwise, set 10. Turn handle (6) of valve adapter (5) fully counter-
the pressure reading of gauge (2) to the required clockwise to close charging valve. Then remove
pressure (see chart below Figure 4-7), then oper- charging equipment, remove jack, and install cov-
ate valves (3 & 4) to fill the suspension cylinders ers removed in step 2 of oiling procedure.
with nitrogen gas. NOTE: Do not lose the charging valve O-rings.
8. Fill the left and right cylinders at the same time.
Verify required charging pressure on gauge (10) 11. Install caps with O-rings on charging valves (3,
by closing valve (4). Figure 4-2).
9. When the left and right cylinders reach the speci-

fied length as shown in Figure 4-7, close valve (4,
Figure 4-6) to stop the flow of nitrogen gas. Turn
handle of regulator (11) counterclockwise to
close.
OILING CHARGING CHARGING

HEIGHT HEIGHT PRESSURE
DIMENSION
mm mm kg/cm2
(in.) (in.) (psi)
97±3 262±10
FRONT "A"
(3.8±0.12) (10.3±0.4) 39.5 ±5
319±3 484 ±10 (561 ±70)
FRONT "B"
(12.6±0.12) (19.1±0.4)
Dimension "A" is measured from the top of the cover

FIGURE 4-6. NITROGEN CHARGING KIT (EC3331) to the top of the suspension cylinder plate. Do not
include capscrews in measurement. Removal of
1. Nitrogen Cylinder Gauge
an access panel on the top cover is required.
2. Charging System Gauge
3. Manifold Outlet Valves (from gauge) Dimension "B" may be used without removal of the
4. Inlet Valve (from regulator) covers, if "ARROW" marks are missing or obscured.
5. Connection Valve w/EC2253 Adapter Installed
NOTE: Set-up dimensions specified in the charts
6. Valve “T” Handle
must be maintained during oiling and charging
7. Discharge Plug
procedures. However, after truck has been operated,
8. Air Bleed Valve
these dimensions may vary. After charging
9. Manifold
suspension, operate empty truck over a short course
10. Charging Pressure Gauge (Suspensions)
and then park truck on a level surface. Record
11. Regulator Valve (Nitrogen Pressure)
dimensions again and save for periodic reference.
12. Dry Nitrogen Gas (see Specifications, Page H4-1)
NOTE: Arrangement of parts may vary from illustration
above, depending on Charging Kit P/N.

REAR SUSPENSION NOTE: Oiling and nitrogen charging dimensions for
these suspensions must be measured from the bottom
1. Park unloaded truck on a hard, level surface. of rod diameter to the bottom of suspension cylinder
Block wheels, apply parking brake. plate (dimension "A" in Figure 4-11).
2. Thoroughly clean around charging valves on sus-
pensions. Remove protective covers from charg- 1. Use lifting equipment (crane or hydraulic jacks) to
ing valves. raise truck to establish the dimension for oiling
shown in the chart below Figure 4-11.
3. If equipped with pressure sensor, disconnect the
pressure sensor wire lead. 2. Remove outside covers and thoroughly clean
area around charging valves on the suspensions.
All suspensions are charged with compressed ni-

trogen gas with sufficient pressure to cause injury Make certain all personnel are clear and support
or damage if improperly handled. Follow all safety blocks are secure before relieving nitrogen pres-
notes, CAUTIONS and WARNINGS in these proce- sure from the suspension. Use a face mask or
dures to prevent accidents during servicing and goggles when venting nitrogen.
charging.
NOTE: When releasing the nitrogen gas, there is
danger that releasing the gas from the valve core of
charging valve (3, Figure 4-8) will damage the valve
Rear Suspension Oiling core, so remove the gas by loosening discharge plug
(4) or pressure sensor valve assembly (if equipped).
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift truck weight. Be Turning the discharge plug more than three turns
certain that all personnel are clear of lift area be- may result in the discharge plug being forced out
fore lift is started. of the suspension by the gas pressure inside.
When loosening the valve assembly (2, Figure 4-9),
loosen only the valve assembly (2). Do not loosen
the pressure sensor (4) or adapter (3).
Wear a face mask or goggles while relieving nitro-
gen pressure.
valve slightly so only the gas will be discharged.
FIGURE 4-8. OIL CHARGING KIT

1. Hose 4. Discharge/Air Bleed Valve FIGURE 4-9. PRESSURE SENSOR
2. Adapter 5. Oil Pump Lever 1. Schrader Valve 3. Adapter
3. Charging Valve 6. Oil Pump 2. Valve Assembly 4. Sensor

3. Wearing face mask or goggles, discharge nitro-
gen pressure from suspension by loosening dis-
charge plug (4, Figure 4-8) one turn. If equipped
with a pressure sensor, loosen valve assembly
(2, Figure 4-9) one turn.
(DO NOT loosen more than one turn).
4. After all nitrogen pressure has been relieved,
close the discharge plug (4, Figure 4-8) (or sensor
valve assembly if equipped). The suspension
should have collapsed slowly as gas pressure
was released. Truck weight should now be sup-
ported by the crane or jacks.
5. Remove charging valve (3), and install adapter
(2).
6. Connect hose (1) and oil pump (6).
7. Loosen discharge valve (4) one turn, then fill with
oil until no air bubbles are present in expelled oil
from the discharge valve.
8. When no more bubbles come out with the oil,
FIGURE 4-10. NITROGEN CHARGING KIT
tighten the discharge valve to 4.5 ±0.5 k.gm (33
(EC3331)
±3 ft.lbs.) torque.
1. Nitrogen Cylinder Gauge
9. After completion of supplying the oil, remove the 2. Charging System Gauge
oil pump, then install and tighten charging valve 3. Manifold Outlet Valves (from gauge)
(3) to 4.5 ±0.5 k.gm (33 ±3 ft.lbs.) torque. 4. Inlet Valve (from regulator)
5. Connection Valve w/EC2253 Adapter Installed
6. Valve “T” Handle
Rear Suspension Nitrogen Charging 7. Discharge/Air Bleed Valve
8. Dry Nitrogen Gas (see Specifications, Page H4-
1)
9. Manifold
10. Charging Pressure Gauge (Suspensions)
11. Regulator Valve (Nitrogen Pressure)
Lifting equipment (crane or hydraulic jacks) must NOTE: Arrangement of parts may vary from illustration
be of sufficient capacity to lift the truck weight. Be above, depending on Charging Kit P/N.
certain that all personnel are clear of lift area be-
fore lift is started. 2. Remove caps from charging valves (3, Figure
1. Raise rear of truck with crane or jacks to provide 4-8).
dimensions shown in chart below figure 4-11 NOTE: Before installing regulator (11, Figure 4-10),
blow out the connector with nitrogen gas at 10 kg/cm2
(140 psi) or more, to clean out all dirt or dust. (Dirt or
dust in the system causes failures.)
3. Open valve on gas cylinder, and check the pres-

Dry nitrogen is the only gas approved for use in
sure reading of regulator gauge (1).
suspensions. Charging of these components with
oxygen or other gases may result in an explosion NOTE: Internal pressure of gas cylinder should be
which could cause fatalities, serious injuries somewhat higher than Suspension Charging Pressure
and/or major property damage. Use only nitrogen (see chart below Figure 4-11).
gas meeting the specifications shown on page
H4-1. 4. Turn "T" handles (6, Figure 4-10) of adapters (5)
completely counterclockwise.

5. Be certain outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
6. Attach charging valve adapters (5) to each sus-
pension charging valve stem.
7. Turn "T" handles (6) clockwise (this will depress
core of charging valve and open gas chamber of
suspension).
8. Turn handle of regulator (11) slowly clockwise, set
the pressure reading of gauge (2) to the required
pressure (see chart below Figure 4-11), then
operate valves (3 & 4) to fill the suspension
cylinders with nitrogen gas.
9. Fill the left and right cylinders at the same time. FIGURE 4-11. REAR SUSPENSION
Verify required charging pressure on gauge (10).
10. When the left and right cylinders reach the speci- OILING CHARGING
CHARGING
HEIGHT HEIGHT
fied length as shown in the chart below Figure DIMENSION PRESSURE
mm mm
4-11, close valve (4) to stop the flow of nitrogen kg/cm2 (psi)
(in.) (in.)
gas. Turn handle of regulator (11) counterclock- 175 ± 3 242 ± 10 26.0 ± 5
wise to close off nitrogen flow. REAR "A"
(6.9 ± 0.12) (10.3 ± 0.8) (370 ± 70)
11. Turn handle (6) of valve adapter (5) fully counter-
Dimension "A" is measured from the bottom of rod
clockwise to close charging valve. Then remove
diameter to the bottom of the suspension cylinder
charging equipment. Remove the lifting equip-
plate. Do not include capscrews in measurement.
ment (crane or hydraulic jacks) and install covers
removed in step 2 of oiling procedure.
NOTE: Set-up dimensions specified in the charts
NOTE: Be careful not to lose the O-rings off the
must be maintained during oiling and charging
charging valves.
procedures. However, after truck has been operated,
12. Install caps with O-rings on charging valves (3, these dimensions may vary. After charging
Figure 4-8). suspension, operate empty truck over a short course
and then park truck on a level surface. Record
dimensions again and save for periodic reference.
NOTE: Check for changes in length caused by vari-
ation in ambient temperature.
Depending on the ambient temperature, the gas in the

suspension may expand or contract, so the length will
also change. In territories where there are big differ-
ences in temperature throughout the year, inspect
periodically and adjust to keep the length within the
specified range shown in Figures 4-7 and 4-11.
The rear suspensions are now ready for operation.

Visually check piston rod extensions both with truck
loaded and empty. Record extension dimensions.
Maximum downward travel is indicated by the dirt ring
at the base of the piston. Operator comments on
steering and suspension rebound should also be
noted.

NOTES

SECTION J
BRAKE SYSTEM
INDEX
BRAKE CIRCUIT
Brake Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Component Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
Emergency Relay Valve (RE-6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-2
Hand Brake (Retarder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
Parking Brake Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-7
Parking Brake Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-8
Brake Chamber (Front) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-9
Brake Chamber (Rear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-9
Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-10
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-12
Stop Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-12
Parking Brake Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-13
Automatic Retarder Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-13
Front Brake Cut-Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-14
Brake Cooling Valve (BCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-15
Parking Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-16
Emergency Brake Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-17
Brake Valve (Treadle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-21
BRAKE CIRCUIT COMPONENT SERVICE

Service Brake Treadle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
Brake Chambers (Pressure Converters)
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-4
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-8
Slack Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-12
Emergency Brake Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . J4-1

Checking Front Brake Pad Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
Testing Brake Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
Checking Wear of Rear Brake Discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-2
Brake Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
J01030 10/00 Index J1-1

FRONT BRAKES
Brake Pads
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Brake Caliper Assembly
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Inspection Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
REAR BRAKES
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Inspection Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-4
PARKING BRAKE
Brake Pad
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Parking Brake Caliper
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Parking Brake Spring Cylinder
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-4
Parking Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-5
Parking Brake Disc
Driveshaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Parking Brake Disc Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-6
Inspection Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
Parking Brake Disc Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
Driveshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
PARKING BRAKE RELEASE AFTER EMERGENCY APPLY
Release of Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-7
Release of Emergency Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J7-8
J1-2 Index J01030 10/00

BRAKE CIRCUIT OPERATION
The operator of the truck applies the service brakes by If air system pressure decreases below 3.2 kg/cm2 (45
use of a foot operated treadle valve in the cab. The psi), the emergency brakes apply automatically. If air
brake circuit is an air controlled, hydraulically applied pressure continues to decrease, the parking brake will
dry and wet disc system. also apply.
During normal operation of the brake system Relay
Valve (RE-6), when the service brake pedal is de-
pressed, air is supplied from the air tank (dry) to the COMPONENT DESCRIPTION
pressure converters. The air pressure from the air tank
through the RE-6 valve should be equal to the air The main air system supplies air for actuation or
pressure from the service brake pedal. If a failure of release of all brake circuits. After the truck engine has
the air supply circuit or excessive air leakage from the been started, pressurized air flows through the wet air
(wet) air tank allows pressure to drop below 3.2 kg/cm2 tank to the dry air tanks to the emergency relay valves
(45 psi), it will cause the RE-6 valve to go into an mounted near the tanks. As circuit pressure increases,
“emergency mode”. This will apply the air pressure the RE-6 valve directs air to the pressure converters
stored in the (dry) air tanks (front and rear) to the which apply the brakes while air system pressure is
pressure converters. building. The service brakes will remain applied until
the pressure reaches approximately 7.0 kg/cm2 (100
To control truck speed without use of the service psi), at which point the exhaust valve of the RE-6 valve
brakes, the operator may use the hand operated con- will open and release the brakes.
trol valve lever to apply the rear wheel wet disc brakes.
This valve provides pressure to rear brakes only to
reduce truck speed. Use of only the rear brakes de- AIR TREADLE VALVE
creases the possibility of the truck skidding on slippery The brake circuit is controlled by a dual section treadle
roads. valve located on the floor of the cab. When the brake
For full braking power in an EMERGENCY situation, pedal is depressed, air pressure within the two sec-
the operator can manually apply the emergency brake. tions of the brake valve is directed to two separate
Located on the console next to the operator, the emer- brake circuits. One air circuit controls operation of a
gency brake control valve lever is to be used for brake circuit for actuation of the two brake actuators,
emergency application of the wheel brakes in an both front and one rear brake assemblies. The other
EMERGENCY ONLY. DO NOT use the emergency circuit actuates the other two brake actuators. If one
brake valve to stop the truck during normal operation! brake circuit should malfunction, the other circuit is still
available to apply the brakes. The flow of air from each
The parking brake toggle lever, mounted on the con- section of the dual brake valve passes through a valve
sole next to the operator, enables the operator to apply located in each circuit and then to the emergency relay
and release the parking brake. The parking brake is valves (RE-6) mounted on the front and rear dry tanks.
spring applied and air released. It should be used when The emergency relay valves regulate pressure from
parking the truck in a designated parking area. the dry air tanks to be applied to the pressure convert-
The Front Brake “OFF” switch changes the braking ers.
action of the system for operation under various road
surface conditions. The switch is located on the instru-
ment panel to the left of the steering wheel. When the
switch is in the “OFF” position (dry road conditions),
brake pressure is applied to both front and rear wheels.
If the switch is depressed to the “ON” position (slippery
road conditions), brake pressure is applied only to the
rear wheels. The pilot light inside the switch is illumi-
nated in this position.
J02025 Brake Circuit Operation J2-1

EMERGENCY RELAY (RE-6) VALVE
The emergency relay (RE-6) valves are piston type, air operated valves. The truck has four RE-6 valves located on
the dry air tank. The following illustrations describe the operation of the RE-6 valve.
FIGURE 2-1.
CHARGING-BRAKE APPLYING
Below 6.3 kg/cm2 (90 psi)
As system pressure builds, air enters the

emergency and air tank port. The air flow
within the valve is directed to the pressure
converters which apply the brakes while the
air system is building pressure.
FIGURE 2-2.
SYSTEM CHARGING
6.3 - 7.0 kg/cm2 (90 - 100 psi)
As air system pressure continues to build,

the inlet and exhaust valve is seated by the
downward movement of the emergency
piston caused by system pressure being
applied to the top of the emergency piston.
The air pressure is trapped in the RE-6
valve and the pressure converters.
J2-2 Brake Circuit Operation J02025

FIGURE 2-3.
BRAKE RELEASING
7.0 kg/cm2 (100 psi)
When air pressure reaches approximately

7.0 kg/cm2 (100 psi), the exhaust area of
the inlet and exhaust valve will open, re-
leasing all air pressure in the pressure con-
verters which in turn releases the brakes.
FIGURE 2-4.
SYSTEM CHARGED-VALVE STATIC
7.0 kg/cm2 (100 psi)
The emergency relay (RE-6) valves are in

a static condition when the air tank is fully
charged, the check valve is closed and the
inlet area of the inlet and exhaust valve is
seated against the emergency piston.

FIGURE 2-5.
BRAKE PEDAL APPLICATION
During normal brake application, regulated system air
pressure is metered from the service brake treadle
valve to the “Service” port of the RE-6 valve. As air
pressure enters the “Service” port, the relay piston is
forced downward closing the exhaust area of the inlet
and exhaust valve. Further downward movement of the
relay piston opens the inlet portion of the inlet and
exhaust valve. This allows graduated air pressure to
flow from the “Emergency” port line, through the check
valve, through the inlet area, and out the delivery ports
to the pressure converters. The pressure converters
then apply hydraulic pressure to the brake actuators.
The air flow is assisted by the volume of air stored in
the dry air tank which aids in a more rapid application
of the brakes.
FIGURE 2-6.
BRAKES APPLIED - VALVE BALANCED
When air pressure below the relay piston is equal to the
air pressure above it, the relay piston and emergency
piston will lift slightly and the inlet area of the inlet and
exhaust valve will close. The valve is then in a balanced
condition
NOTE: The brakes are not necessarily fully applied when
the valve is in a balanced position, but are applied only
to the extent of pressure applied by the operator at the
brake treadle valve. Should the operator continue to
depress the brake pedal, additional air pressure will open
the inlet passage in the RE-6 valve. Again the balanced
condition will occur if the operator stops and retains the
brake pedal in one position.
Releasing
When the operator releases the brake pedal, air in the
service port line is exhausted through the exhaust port of
the service brake valve. Upward movement of the relay
piston unseats the exhaust portion of the inlet and ex-
haust valve and air in the pressure converter is exhausted
through the RE-6 valves releasing the brakes.
FIGURE 2-7
FULL EMERGENCY
Whenever air pressure at the “Emergency” port drops
to 3.2 kg/cm2 (45 psi), the check valve in the RE-6 valve
closes and spring pressure lifts the emergency piston.
The inlet portion of the inlet and exhaust valve opens
and the exhaust portion closes, applying air tank pres-
sure out of the delivery ports to the pressure converters.
When air tank pressure equalizes the pressure at the
pressure converters, the RE-6 valve is in the full emer-
gency position.
FIGURE 2-7.

HAND BRAKE VALVE
(Retarder control valve)
The hand brake valve is an air valve for the retarder The air discharge pressure varies according to the
control, and is attached to the steering column. angle of the valve handle as it is rotated, providing
modulated retarder application.
FIGURE 2-8. HAND BRAKE VALVE
FIGURE 2-10. HAND BRAKE VALVE

COMPONENTS
1. Lock washer 9. Head

2. Cam follower 10. Ring
3. Cam 11. Spring
4. Cover 12. Piston
FIGURE 2-9. HAND BRAKE VALVE 5. Valve guide 13. Spring
6. Body 14. Valve
1. Clamp 3. Handle 5. Spring
7. Stem 15. Valve seat
2. Pin 4. Plunger
8. Spring

FUNCTION
Refer to Figure 2-11.
When the handle is placed in the “BRAKE” position,
then piston (5) will be pushed down by cam (1) through
spring (2).
The exhaust valve seat provided at piston (5) will be
pushed against exhaust valve (4) to close the valve.
The inlet valve (6) and exhaust valve (4) form one body
After the exhaust valve (4) is closed, inlet valve (6) is
opened. Compressed air is fed to the relay valve
through the inlet valve, actuating the rear brake cham-
ber cylinder and applying the retarder brake.
FIGURE 2-11.
Air balancing position with the spring force

(Figure 2-12):
When the air pressure imposed on the underside of

piston (5) balances with the force of spring (2), piston
(5) will be raised slightly, closing the inlet valve (6). In
this condition, the valve seat (3) remains closed, keep-
ing the air pressure at the relay valve constant.
In this manner, the brake valve is kept in a balanced
condition, holding the air pressure constant depending
on the position of the handle.
Brake releasing position (Figure 2-13): FIGURE 2-12.
When the handle (7) is moved to the brake “RE-

LEASE” position, the force of spring (2) will be re-
duced. Then, piston (5) will be raised by the air
pressure on the underside of the piston, causing the
exhaust valve to open, which will, in turn, cause the
pressurized air at the relay valve to flow out into the
atmosphere through the exhaust valve.
If the air pressure on the piston underside balances
with the force of spring (2), the exhaust valve will be
closed again to hold the balanced condition, and the
air pressure at the relay valve will be kept constant.
When the handle (7) is moved to the “COMPLETE
RELEASE” position, the force on spring (2) will be
removed causing piston (5) to be pushed up, which, in
turn, will cause all of the pressurized air to flow out into
the atmosphere. Thus, the brake will be completely
released.
FIGURE 2-13.

FIGURE 2-16. PARKING BRAKE PILOT VALVE
1. Piston 3. Seat A. To Atmosphere C. To Parking Brake Relay Valve
2. Valve Body 4. Seat B. From Emergency Brake Circuit D. From Rear Air Tank
PARKING BRAKE PILOT VALVE
FUNCTION
If the air for the emergency brake circuit is cut, the As a result, the parking brake is set to the “TRAVEL”
circuit between the parking brake valve and parking position.
relay valve is shut off and the parking brake is applied.
When no air is being sent to the emergency
OPERATION brake circuit ( Figure 2-16):
Piston (1) is moved up by the spring, the air from rear
When air is being sent to the emergency
air tank is shut off, and the air from the relay valve is
brake circuit (Figure 2-15):
released to the atmosphere, so the parking brake is
Piston (1) is moving down in the direction of the arrow, applied.
so the air from the rear air tank is sent to the relay valve.
FIGURE 2-14. PARK BRAKE RELEASED FIGURE 2-15. PARK BRAKE APPLIED

FIGURE 2-17. PARKING BRAKE RELAY VALVE
1. Cover 3. Body A. From Parking Brake Pilot Valve C. Exhaust Port
2. Relay Piston 4. Exhaust Cover B. From Air Tank D. To Parking Brake Chamber
PARKING BRAKE RELAY VALVE
FUNCTION
Parking brake valve in “PARKING” (Figure
Parking brake valve in “TRAVELING” (Figure 2-19):
2-18):
The pressurized air in the piston upper section (A) will
Pressurized air will enter (A), the upper section of the be exhausted through the parking brake valve, reduc-
relay piston, causing the piston to lower. Then, the ing the pressure in (A).
exhaust valve seat (1) will close the exhaust port (C)
and open the valve (2). Consequently, the relay piston will be pushed up by
the pressurized air in the section (B), causing the
If the valve is opened, the pressurized air will be fed to exhaust port to open. Thus, the air in the section (B)
the parking brake chamber through the valve. will be exhausted.
FIGURE 2-18. PARK BRAKE RELEASE FIGURE 2-19. PARK BRAKE APPLIED
1. Exhaust Valve Seat A. From Parking Brake Pilot Valve D. To Parking Brake
2. Valve B. Chamber Chamber
C. Exhaust Port E. From Air Tank

BRAKE CHAMBER
FIGURE 2-20. FRONT BRAKE CHAMBER

1. Piston 2. Push Rod 3. Air Cylinder 4. Breather 5. Master Cylinder 6. Piston
FRONT REAR
1. Air cylinder 1. Air cylinder
Ratio: 23.7:1 Ratio: 7.0:1
Fluid used: Air Fluid used: Air
Effective area: 314 cm2 (48.7 in.2) Effective area: 314 cm2 (48.7 in.2)
Stroke: 100 mm (3.94 in.) Stroke: 133.5 mm (5.26 in.)
Max. operating pressure: 9 kg/cm2 (128 PSI) Max. operating pressure: 9.5 kg/cm2 (135 PSI)
Normal operating pressure: 8.3 kg/cm2 (118 PSI) Normal operating pressure: 8.3 kg/cm2 (118 PSI)
2. Master cylinder 2. Master cylinder
Fluid used: Engine oil (SAE10W) Fluid used: Engine oil (SAE10W)
Effective area: 12.6 cm2 (1.95 in.2) Effective area: 50.2 cm2 (7.78 in.2)
Delivery oil quantity: 120 cc @ 97 mm (3.88 in.) Delivery oil quantity: 480 cc @ 97 mm (3.88 in.)
stroke stroke
Max. operating pressure: 207 kg/cm2 (2944 PSI) Max. operating pressure: 51 kg/cm2 (725 PSI)
Normal operating pressure: 200 kg/cm2 (2845 PSI) Normal operating pressure: 47 kg/cm2 (668 PSI)
FIGURE 2-21. REAR BRAKE CHAMBER

1. Air cylinder 4. Rod 7. Master Cylinder 10. Body
2. Air Piston 5. Breather 8. Bleeder Valve 11. Sensor
3. Spring 6. Piston 9. Piston Valve (Brake Line Failure)

FIGURE 2-22. SLACK ADJUSTER
1. Body 6. Spring A: To Brake Piston
2. Cylinder 7. Cap B: To Brake Piston
3. Piston 8. Valve C: From Brake
4. Spring 9. Seat Chamber
5. Cover 10. Bleeder
SLACK ADJUSTER Specifications

The slack adjuster is installed in the circuit between Replacement oil volume: 231.2 cc (14 in.3) each side
the brake chamber and brake piston. Effective area: 50.3 cm2 (7.80 in2)
Stroke: 46 mm (1.81 in.)
The slack adjuster controls the return stroke of the
brake piston (by controlling the amount of return oil), Normal pressure: 53 kg/cm2 (754 PSI)
and provides a movement with a constant time lag for Max. available pressure: 65 kg/cm2 (925 PSI)
the brakes, regardless of whether the disc brakes are
new or worn.

FUNCTION
When brake pedal is depressed (Figure 2-23):

The oil discharged from the brake converter flows into
each cylinder (Port B), causing piston (2) to move by
stroke d1. Thereby, the oil equivalent to stroke d1 flows
out Port A to the brake piston. At this time, no clearance
exists between the brake piston and discs, and the
braking force does not occur.
FIGURE 2-23. BRAKE PEDAL DEPRESSED

Adjuster function (Figure 2-24):
A. To Brake Piston B. From Converter
Brake apply
When the brake pedal is depressed, oil in a volume
equal to stroke d2 will be discharged out Port A by
piston (2). When the oil pressure in the slack adjuster
exceeds the pressure limit of poppet valve (1), it opens
allowing the pressure oil to flow out Port A. Thereby,
the oil pressure is imposed on the brake piston, creat-
ing the braking force.
When the brake piston volume is larger than the

slack adjuster piston volume.
The oil equal to the shortage in the brake piston volume
will be supplied through poppet valve (1) and out Port
A, creating pressure in the brake piston chamber.
Consequently, the braking effect will be the same as
when the brake piston volume and the adjuster volume
FIGURE 2-24. ADJUSTER FUNCTION
are equal.
When brake pedal is released (Figure 2-25):

When the brake is released, the back pressure is
imposed on the brake piston by the brake cooling oil
pressure, causing a returning pressure to occur be-
tween the adjuster and the brake chamber. Thereby,
the piston (1) is moved back by stroke d3 and the
clearance between the disc and the brake piston is
kept at a dimension equivalent to the adjuster volume.
FIGURE 2-25. BRAKE PEDAL RELEASED

PRESSURE SWITCH
FUNCTION
Indicates low air pressure below 75 psi. Turns on dash
light and warning buzzer.
If compressed air at a pressure higher than the speci-
fied pressure is applied to piston cup (7), the piston
cup is pushed up, and at the same time, contact disc
(4) is also pushed up.
When this happens, contact plate (8) and contact disc
(4) are separated, so the circuit is opened.
Specifications:
• Normally closed switch, opens at 75 psi.
• Measuring between pins 1 and 2 at:
8.3 kg/cm2 (120 psi) - 160 ohms or less
5.2 kg/cm2 (75 psi) - 640 - 800 ohms
FIGURE 2-26. PRESSURE SWITCH
1. Cover 5. Gasket
2. Contact Plate 6. Body
3. Spring 7. Piston Cup
4. Contact Disc 8. Contact Plate
STOP LIGHT SWITCH
FUNCTION
When the brake pedal is depressed, air pressure acts
on the switch to light up the stop lights.
Specifications:
Service brake switch
• Measuring between pins 1 and 2
above 0.6 kg/cm2 (8 psi) continuity
below 0.2 kg/cm2 (3 psi) no continuity
Emergency Brake Switch

above 4.9 kg/cm2 (70 psi) no continuity
below 3.7 kg/cm2 (53 psi) continuity
FIGURE 2-27. STOP LIGHT SWITCH
1. Terminal 5. Block
2. Terminal 6. Diaphragm
3. Spring 7. Body
4. Plate

PARKING BRAKE SWITCH
FUNCTION
If the parking brake is released, the compressed air
from the air tank acts on the diaphragm, and closes
the contacts of the switch.
Specifications: FIGURE 2-28. PARKING BRAKE SWITCH

Normally open switch: closes at 5.2 kg/cm2 (75 psi), 1. Port 3. Cover
opens at 4.2 kg/cm2 (60 psi). 2. Diaphragm 4. Connector
above 5.7 kg/cm2 (80 psi) continuity
below 3.7 kg/cm2 (53 psi) no continuity
AUTOMATIC RETARDER VALVE
FUNCTION
The input port and output port are connected by pass-
ing electricity through the coil of the solenoid valve.
When this happens, the auto retarder is applied.
Specifications:
Normally closed switch, actuates at 2500 ±10 RPM.
Opens and releases retarder at 2350 ±10 RPM.
• Measuring between pins 1 and 2, 20-60 ohms.
FIGURE 2-29. AUTOMATIC RETARDER VALVE
1. Core 8. Spring
2. Coil Assembly 9. Body
3. Spring 10. Connector
4. Plunger
5. Valve Seat A: Input Port
6. Rod B: Output
7. Valve C: Exhaust Port

FRONT BRAKE CUT-OFF VALVE
Function
This valve is installed in the pilot circuit between the
brake valve and RE-6 valve. It is used to cancel the
actuation of the front brake according to the haul road
conditions .
When the Front Brake Off switch in the operator’s
compartment is pressed, current flows in the coil of the
solenoid valve, and the solenoid valve is actuated.
When this happens, the circuit from the brake valve to
the front brake RE-6 valves is shut off, and the front
brakes are released, if applied.
Specifications:
• Measuring between pins 1 and 2, 20-60 ohms.
FIGURE 2-30. FRONT BRAKE CUT-OFF VALVE

1. Coil Cover 9. Valve
2. Plunger 10. Spring
3. Coil Assembly
4. Core
5. Rod A: Inlet Port
6. Body B: Outlet Port
7. Connector C: Exhaust Port
8. Valve Body

BRAKE COOLING VALVE (BCV)
When the retarder is not being used, this valve by-
passes part of the brake cooling oil to reduce the power
loss when traveling. The main valve spool is actuated
by switching the solenoid valve ON or OFF.
If any abnormal pressure is generated in the hydraulic
circuit, the pilot relief valve is actuated, and this actu-
ates the main relief valve, so the brake cooling valve
also acts as an unloader valve.
FIGURE 2-32. SCHEMATIC
1. Main Valve Spool A: Pilot Port

2. Pilot Relief Valve B: Pilot Port
9.0 kg/cm2 (128 psi) C: Main Return To Tank
3. Solenoid Valve D: Pilot Port
E: From Pump FIGURE 2-31. BRAKE COOLING VALVE
F: To Tank
1. Pilot Relief Valve A: Pilot Port
9.0 kg/cm2 (128 psi) B: Pilot Port
2. Valve Body C: Main Return To Tank
3. Solenoid Valve D: Pilot Port
4. Main Valve Spool E: From Pump
5. Restrictor Plate F: To Tank

2-WAY AIR CONTROL VALVE
(Parking Brake Valve)

A 2-way control valve is used as the parking brake
valve. The parking brake can be applied or released
by turning the lever to PARKING or TRAVELING po-
sition.
Function
Pressurize Work Port (Brake Release)

Turning the lever (5, Figure 2-33) to the “TRAVELING”
position will cause the valve (4) to be pushed down by
the plunger (2), which will in turn, furnish pressurized
air to the parking brake cylinder.
FIGURE 2-33. BRAKE RELEASE

1. Body 5. Lever A: Exhaust Port
2. Plunger 6. Pin B: Outlet Port
3. Spring 7. Valve Spring C: Inlet Port
4. Valve 8. O-Ring
Discharge Work Port (Brake Apply)

Turning the lever (5, Figure 2-34) to the “PARKING”
position will cause the plunger (2) to be returned
upward by the spring (3). Then, the valve (4) will be in
the seat in body (1), letting the plunger (2) come off the
valve (4). Thereby, the pressurized air in the parking
brake control line is exhausted through a small center
orifice in the plunger (2).
After exhausting air from the spring cylinder, the park-
ing brake is actuated by spring force.
FIGURE 2-34. BRAKE APPLY

1. Body 5. Lever A: Exhaust Port
2. Plunger 6. Pin B: Outlet Port
3. Spring 7. Valve Spring C: Inlet Port
4. Valve 8. O-Ring

EMERGENCY BRAKE CONTROL VALVE
A console mounted emergency brake control valve
(Figure 2-36) allows manual actuation of the emer-
gency brake system by the operator.
Manual emergency brake application is intended

for use only when the truck is moving and the
normal, foot operated service brake pedal and/or
steering column mounted retarder lever do not
supply enough braking effort to stop the truck.
FUNCTION
When the lever is fully forward (“unlocked” position),
the emergency brake is released and in the correct
position for normal truck operation. Moving the lever
to the rear (“locked” position) provides a modulated FIGURE 2-36. VALVE CROSS SECTION
control to vary emergency brake application from fully
1. Handle 7. Valve Spring
released to fully applied.
2. Cam Ring 8. Main Spring
Figure 2-35 shows the emergency brake control valve 3. Head 9. Feed Valve
output pressure, with tank pressure at 8 kg/cm2 (114 4. Body 10. Feed Valve Seat
psi) in relation to the amount of handle rotation; be- 5. Piston 11. Return Spring
tween the full on position (0°) and full off position (55°). 6. Cover 12. Exhaust Valve Seat
A: Outlet Port (to RE6 valves)

B: Inlet Port (from air tank)
C: Exhaust Port
FIGURE 2-35. VALVE PRESSURE OUTPUT

Operation
Brake Applied Position (Handle in the full

apply position) Figure 2-37:
When the valve handle is positioned to the rear
(“locked”), the inlet port “C” is connected to the tank,
but the air is shut off by feed valve (9). The exhaust
port “A” is open so the air at the exhaust port is
released. As a result, the RE-6 emergency relay valve
is actuated and the brakes are applied.
FIGURE 2-37.
9. Feed Valve A. Exhaust Air
B. From Air Tank
C. From RE-6 Valve
Air Supply End (Handle rotated from full

apply to full release position.)
Figure 2-38:
When the handle is turned, the exhaust valve seat (12)
is pressed down by a cam. It contacts feed valve (9)
and closes the exhaust port “A”. If the handle is turned
further, feed valve (9) is pushed down, so the inlet port
and outlet port are connected and air flows into port
“B” and out port “C”.
FIGURE 2-38.
12. Exhaust Valve Seat B. From Air Tank
C. From RE-6 Valve

Balancing Effect (Handle rotated between 10°
and 45°) Figure 2-39:
If the handle is stopped at a midway position, the air
pressure in the chamber connected to port “C” also
acts on the top surface of the piston (5).
If this force becomes greater than the force of the main
spring (8), piston (5) is pushed down (to the left side)
and feed valve (9) is closed. When this happens,
exhaust valve seat (12) is also closed. When this
happens, exhaust valve seat (12) is also closed, so the
pressure at the outlet port “C” is maintained at a
constant pressure.
FIGURE 2-39.
5. Piston A. Exhaust Air
8. Main Spring B. From Air Tank
9. Feed Valve C. From RE-6 Valve
12. Exhaust Valve Seat
TRAVEL Position (Handle rotated 55°)

Figure 2-40:
If the handle is rotated further, piston (5) contacts the
stopper surface of cover (6), so feed valve (9) is
opened and the pressure at port “C” rises to tank
pressure.
As a result, the emergency relay valve releases the
emergency brake, and the truck is in the TRAVEL
position.
FIGURE 2-40.
5. Piston A. Exhaust Air
6. Cover B. From Air Tank
9. Feed Valve C. From RE-6 Valve

Actuation at Exhaust End (Handle is rotated
from 55° to 0°)
Figure 2-41:
If the handle is rotated from the fully released
(TRAVEL) position to the fully applied position (0°
handle rotation angle), the cam rises, and the exhaust
valve seat (12) rises due to pressure from the return
spring (11). It separates from feed valve (9), releasing
air out exhaust port “A”.
FIGURE 2-41.
11. Return Spring B. From Air Tank
12. Exhaust Valve Seat C. From RE-6 Valve

BRAKE VALVE
FIGURE 2-42. BRAKE VALVE
1. Plunger 7. Upper valve (upper inlet valve) 13. Lower valve return spring
2. Seat 8. Outer relay piston 14. Relay piston return spring
3. Pedal 9. Lower valve (lower inlet valve) 15. Upper ring retainer
4. Piston 10. Cover 16. Upper valve return spring
5. Stop bolt 11. Lower valve guide 17. Valve body
6. Piston return spring 12. Check valve 18. Rubber Spring

FUNCTION
A. When brake pedal is being depressed.
When the brake pedal (3, Figure 2-43) is depressed, If the upper inlet valve (7) is opened, the pressurized
the pedal movement will be transmitted to the piston air will flow to the relay piston (8) through passage (F),
(4) through the rubber spring (18), causing the piston pushing inner relay piston (8) downward, which, in
(4) to move downward. Then, the exhaust port (E) will turn, will open the lower inlet valve (9).
be closed and the upper inlet valve (7) will be opened.
Then, pressurized air from the air tank will flow to the
Thus, the pressurized air from the air reservoir (tank)
front brake relay valve to start applying the front brake.
will flow to the rear brake chamber, causing the appli-
cation of the rear brake to start. Actually, the force required to move the relay piston (8)
is very small and, therefore, there is little difference in
timing for the upper and lower inlet valves to begin
opening.
FIGURE 2-43. BRAKE APPLY
A: From Air Tank

B: From Air Tank
C: To Relay Valve
D: To Relay Valve
E: Exhaust Port
F: Passage
G: Exhaust Port
3. Brake Pedal
4. Piston
7. Upper Inlet Valve
8. Relay Piston
9. Lower Inlet Valve
17. Inner Relay Piston
18. Rubber Spring

B. When air pressure and spring force are
balanced
(When the brake pedal (3, Figure 2-44) is depressed If the upper and lower air pressure values on the relay
to and held at a certain point on its stroke.) piston (8) are equal to each other, the piston return
spring (14) will move the relay piston (8) slightly up-
If the air pressure in the brake chamber acting on the
ward, and the lower inlet valve (9) will be closed by the
lower part of piston (4) is equal to the force of the
action of spring (13). However, the exhaust port (G)
rubber spring (18) pushing piston (4) downward, the
remains closed and the air acting on the front relay
upper inlet valve (7) will close, stopping the flow of
valve cannot escape, thus the front braking force is
pressurized air from the reservoir to the brake cham-
kept constant.
ber. The exhaust port (E) remains closed. Then, the
air pressure in the brake chamber will be kept constant If pedal (3) is depressed to the end of its stroke, the
and consequently, the braking force will be maintained upper and lower inlet valves (7) and (9) will remain
at the same value. opened, equalizing the air pressure in the brake cham-
ber with that in the air tank.
FIGURE 2-44. BRAKE BALANCE
A: From Air Tank

B: From Air Tank
C: To/From Relay Valve
D: To/From Relay Valve
E: Exhaust Port
F: Passage
G: Exhaust Port
3. Brake Pedal
4. Piston
7. Upper Inlet Valve
8. Relay Piston
9. Lower Inlet Valve
13. Spring
14. Spring
18. Rubber Spring

C. When the brake is released
When the effort depressing pedal (3, Figure 2-45) is Consequently, the air pressure acting on the upper
reduced, the force on the upper part of piston (4) will part of relay piston (8) will also be reduced. Since relay
eliminated, and piston (4) will be pushed up by the air piston (8) is also pushed up by the air pressure and
pressure and spring force acting on its lower part. spring force acting on its lower part, the exhaust port
Exhaust port (E) will be opened, to allow escape of the (G) will be opened. Then, the pressure at the relay
pressurized air in the brake chamber into the atmos- valve actuating the front brake will be reduced, causing
phere. As a result, the force actuating the rear brake release of the front brakes.
will be reduced.
FIGURE 2-45. BRAKE RELEASE
A: From Tank
B: From Tank
C: From Relay Valve
D: From Relay Valve
E: Exhaust Port
F: Package
G: Exhaust Port
3. Brake Pedal
4. Piston
8. Relay Piston

BRAKE CIRCUIT COMPONENT SERVICE
BRAKE TREADLE ASSEMBLY
Removal
1. Depress brake pedal several times to bleed air
from air tank.
2. Remove cover from below pedal assemblies.
3. Disconnect lines (1, Figure 3-1) between air tank
and brake valve at valve end.
4. Disconnect lines (2) between relay valve and
brake valve at valve end.
6. Remove pin (2), then remove brake pedal (3).
FIGURE 3-2. BRAKE TREADLE
7. Remove 3 mounting capscrews (2, Figure 3-3),
then leave mounting plate (1), and remove brake 1. Cover 3. Brake Pedal
valve assembly (3, Figure 3-1) from below. 2. Pin
Installation 5. Connect air system lines (2, Figure 3-1) between

relay valve and brake valve.
1. Install brake valve assembly (3, Figure 3-1) to Tighten sleeve nuts to 1.1 ±0.1 kg.m (8 ± 1 ft.lb.)
plate (1, Figure 3-3). torque.
2. Install brake pedal (3, Figure 3-2). NOTE: Operate air system and check that there is no
3. Install cover (1). air leakage.
4. Connect lines (1, Figure 3-1) between air tank and 6. Install cover below pedal assemblies.
brake valve.
FIGURE 3-1. BRAKE TREADLE LINES

FIGURE 3-3. BRAKE TREADLE
1. Air Inlet Lines 3. Brake Valve Assembly
2. Air System Lines 1. Mounting Plate 2. Mounting Capscrews
J03023 Brake Circuit Component Service J3-1

Disassembly
1. Push piston assembly (1, Figure 3-4) and remove
retainer (2).
2. Remove piston assembly (1, Figure 3-5) and
remove spring (2).
FIGURE 3-6. LOWER COVER ASSEMBLY

1. Lower Cover 2. Spring
3. Remove mounting bolts, then remove lower cover

assembly (1, Figure 3-6).
4. Remove spring (2).
5. Pull out inner relay piston (1, Figure 3-7) from
body.
NOTE: Be careful not to damage the sliding surface of
the piston.
FIGURE 3-4. RETAINER

6. Pull out outer relay piston (2) from body.
1. Piston Assembly 2. Retainer
NOTE: Be careful not to damage the sliding surface of
the piston.
FIGURE 3-5. PISTON ASSEMBLY FIGURE 3-7. INNER RELAY PISTON
1. Piston Assembly 2. Spring 1. Inner Relay Piston 2. Outer Relay Piston
J3-2 Brake Circuit Component Service J03023

FIGURE 3-8. SNAP RING FIGURE 3-10. LOWER VALVE AND CHECK VALVE
1. Snap Ring 1. Snap Ring 5. Spring

2. Housing
2. Check Valve Assem- 6. Lower Valve
bly 7. Cover
7. Remove snap ring (1, Figure 3-8).

8. Pull out upper valve assembly from body (1, Assembly
Figure 3-9), and remove snap ring (2), then re- 1. Assemble spring (5, Figure 3-10) and guide (4) in
move washer (3), retainer (4), spring (5), and lower valve (6), assemble snap ring (3), then
upper valve (6). assemble in cover (7).
9. Remove snap ring (1, Figure 3-10), then remove 2. Assemble check valve assembly (2) in cover, then
check valve assembly (2) from cover (7). assemble snap ring (1).
10. Remove snap ring (3), and disassemble into guide NOTE: Assemble the O-ring (2 types) to the retainer.
(4), spring (5), and lower valve (6).
3. Assemble spring (5, Figure 3-9), retainer (4), and
washer (3) in upper valve (6), then assemble snap
ring (2) and assemble in body (1).
4. Assemble snap ring (1, Figure 3-8).
5. Fit O-ring to sliding portion, and assemble outer
relay piston (2, Figure 3-7) in body.
6. Fit O-ring- to sliding portion, and assemble inner
relay piston (1) in body.
7. Assemble spring (2, Figure 3-6) in inner relay
piston. Fit O-ring to mount and install lower cover
assembly (1) to body.
8. Assemble spring (2, Figure 3-5) in body.
9. Assemble piston assembly (1).
FIGURE 3-9. UPPER VALVE
10. Push piston assembly (1, Figure 3-4) and com-
1. Body 4. Retainer press spring, then install retainer (2).
2. Snap Ring 5. Spring
3. Washer 6. Upper Valve

FRONT BRAKE CHAMBER ASSEMBLY
Removal Disassembly
NOTE: Before disassembling, make match marks at

all joints to act as a guide when reassembling.
Open the drain valve to release the air inside the
tank.
1. Remove 4 capscrews (1, Figure 3-13), then re-
1. Disconnect air lines (1, Figure 3-11). move oil cylinder (2).
2. Remove brake oil lines (2). 2. Supply compressed air at 1-2 kg/cm2 (14-28 psi)
3. Remove front brake chamber assembly (3). to air cylinder, and push out rod (4) of piston and
rod assembly (3) fully.
NOTE: When brake oil tubes (2) are removed, the oil
a. Remove ring (2, Figure 3-14) from ring groove,
in the brake oil tank will flow out, so fit plugs.
then move towards push rod, and pull out pin
(1).
b. When pin (1) is pulled out, it is possible to
remove oil piston (5, Figure 3-15), bushing
guide (4), and ring (2).
c. After removing oil piston, exhaust compressed
air from air cylinder (1).
3. Remove seal (10, Figure 3-13) and backup ring
(11) from oil piston assembly.
FIGURE 3-11. FRONT BRAKE CHAMBERS

1. Air Lines 3. Front Brake Chambers
2. Oil Lines
Installation
NOTE: When installing the brake chamber assembly,
be certain that the spacers support the chamber away
from the mounting plate. If the chamber is installed
touching the mounting plate, the chamber may crack FIGURE 3-12. OIL CYLINDER
when the mounting capscrews are tightened.
1. Capscrews 2. Oil Cylinder
1. Install front brake chamber assembly (3).

2. Connect brake oil lines (2).
3. Connect air lines (1).

FIGURE 3-13. FRONT BRAKE CHAMBER
1. Capscrews 7. Oil Piston 13. Spring 19. Spacer

2. Oil Cylinder 8. Bushing Guide 14. Cover Assembly 20. Bushing
3. Rod (complete) 9. Air Cylinder 15. Packing 21. Filter
4. Rod 10. Seal 16. Stop Ring 22. Ring
5. Ring 11. Backup Ring 17. Cup Support 23. Plug
FIGURE 3-14. BRAKE CHAMBER FIGURE 3-15. OIL PISTON

1. Pin 2. Ring 3. Rod 1. Air Cylinder 3. Pin 5. Oil Piston
2. Ring 4. Bushing Guide

The spring has a reaction force of 65 kg (143 lbs.)
when compressed approximately 100 mm (3.9 in),
so be extremely careful when loosening the cap-
screws.
NOTE: Check that there is no compressed air inside

the air cylinder.
FIGURE 3-17. AIR CYLINDER COVER

When removing capscrews (12, Figure 3-13), it is
safer if 2 or 3 fully threaded capscrews (1, Figure 1. Cup Support 4. Spacer
3-16) with a length of approximately 150 mm (5.9 2. Secondary Cup 5. Stop Ring
in) long are used as a loosening tool. 3. Cover Assembly
4. Replace two or three capscrews (12, Figure 3-13)

6. Remove stop ring (5, Figure 3-17 or 3-18) with
with two or three fully threaded capscrews (1,
flat-headed screwdriver, then remove cup sup-
Figure 3-16) of approximately 150 mm (5.9 in)
port (1), secondary cup (2), spacer (4), secondary
long to use as a tool. Loosen and then remove
cup (2), and cup support (1) in order.
remaining capscrews (12, Figure 3-13), then re-
move air cylinder (5, Figure 3-16), piston and rod 7. Carefully push bushing (7, Figure 3-18) in, then
assembly (3), and spring (4) from cover assembly pull out and remove.
(2).
8. Remove snap ring (8), then remove filter (9).
5. Remove packing (15, Figure 3-13) from piston and
9. Remove plug (6).
rod assembly (3).
FIGURE 3-18. AIR CYLINDER COVER

1. Cup Support 6. Plug
2. Secondary Cup 7. Bushing
FIGURE 3-16. AIR CYLINDER 3. Cover Assembly 8. Snap Ring
1. Capscrews 4. Spring 4. Spacer
2. Cover Assembly 5. Air Cylinder

ASSEMBLY Oil piston assembly
NOTE: Assemble all components with line up marks 1. Supply compressed air at 1-2 kg/cm2 (14-18 psi)
made during disassembly. to air cylinder (9, Figure 3-13), and extend piston
and rod assembly (3) fully.
Coat the outside diameter of air piston rod (4, Figure
3-13), the cup groove, cup (14) and air cylinder (9), and 2. Install backup ring (11) and seal (10) to oil piston
the inside diameter (sliding part) with a suitable (7).
amount of lithium grease.
3. After moving ring (2, Figure 3-14) towards air
Coat the outside diameter of oil piston (7), the cup chamber end, secure bushing guide (4, Figure
groove, cup (10), the inside diameter of oil cylinder (2), 3-15) and oil piston (5) to oil piston with mounting
and the inside diameter (cup groove) of cover (14), and pin (3), then install ring (2) to ring groove.
2 cups (18) with a suitable amount of brake system oil.
4. Exhaust compressed air from air cylinder.
Cover assembly
Oil cylinder
1. Install plug (6, Figure 3-18) with Three Bond
1. Install oil cylinder (2, Figure 3-12) to air cylinder
(TB2411) adhesive and tighten to 2.0 kg.m (14
assembly.
ft.lbs.) torque.
2. Tighten capscrews (1) to 3.85 kg.m (28 ft. lbs.)
2. Install filter (9) and snap ring (8).
torque.
3. Assemble bushing (7), secondary cup (2, Figure
3-17 or 3-18), spacer (4), secondary cup (2), cup
support (1) and stop ring (5) in order.
Checking
1. Bleed air from oil cylinder.
Air cylinder assembly 2. Check that at least 180 kg/cm2 (1680 psi) of oil
pressure is generated in the oil cylinder when 8
1. Install packing (15, Figure 3-13) to piston and rod
kg/cm2 (114 psi) of air pressure is applied to air
assembly (3).
cylinder.
3. Check that there is no leakage of air or oil.
Use 2 or 3 fully threaded capscrews (1, Figure 3-16)

with a length below the head of approximately 150
mm (5.9 in.), compress spring (4) uniformly and
tighten to install the original capscrews (12, Figure
3-13).
2. Use 2 or 3 fully threaded capscrews (1, Figure

3-16) with a length of approximately 150 mm (5.9
in.) to assemble the air cylinder.
3. Assemble spring (4, Figure 3-16), piston and rod
assembly (3), O-ring, and air cylinder (5) to cover
assembly (2).
4. Apply Three Bond (TB1374) thread tightener to
the six capscrews (12, Figure 3-13) and tighten
capscrews to 6.7 kg.m (48 ft.lbs.) torque.

REAR BRAKE CHAMBER ASSEMBLY
REMOVAL
1. Open the drain valve to release the air inside the
tank.
2. Disconnect air lines (1, Figure 3-19).
3. Remove brake oil hoses (2 & 3, Figure 3-20).
4. Remove the four capscrews from the chamber
moutning plate and remove rear brake chamber
assembly (1) from the truck.
FIGURE 3-20. REAR BRAKE CHAMBERS

1. Brake Chamber 3. Oil Hoses
2. Oil Hoses
INSTALLATION
Carry out installation in the reverse order to removal.
FIGURE 3-19. REAR BRAKE CHAMBERS

1. Air Lines 2. Oil Hoses

DISASSEMBLY
Oil cylinder and piston

1. Loosen large nut (14, Figure 3-21) and unscrew 4. Remove snap ring (26) from ring groove, and
oil cylinder (18) from air cylinder cover (9). move towards rod end, then pull out pin (24) and
remove oil piston (15) and ring (29).
2. Remove o-ring (25), cap (19), and bleeder (20)
from oil cylinder (18). 5. After removing oil piston (18), exhaust com-
pressed air from air cylinder (1).
3. Supply compressed air at 1-2 kg/cm2 (14-28 psi)
to air cylinder (1) and extend rod (34) of piston 6. Remove spring (21), ring (22), seat (23), valve
and complete rod assembly (2) fully. (16), ring (27), packing (28), and ring (29) from oil
piston.
FIGURE 3-21. REAR BRAKE CHAMBER
1. Air Cylinder 9. Cover 17. Packing 25. O-Ring 33. Rod

2. Piston 10. O-Ring 18. Oil Cylinder 26. Snap Ring 34. Rod
3. Packing 11. Mounting Plate 19. Cap 27. Ring 35. Washer
4. Ring 12. Breather 20. Bleeder 28. Packing 36. Ring
5. Spring 13. Packing 21. Spring 29. Ring 37. Washer
6. Caution Plate 14. Nut 22. Ring 30. Ring 38. Nut
7. Ring 15. Piston 23. Seat 31. O-ring 39. Sensor

Air cylinder
The spring has a reaction force of 65 kg (143 lbs.)

when compressed approximately 100 mm (3.9 in),
so be extremely careful when loosening the cap-
screws.
Check that there is no compressed air inside air
cylinder.
FIGURE 3-23. PISTON AND ROD

When loosening capscrews (32, Figure 3-21), use
2 or 3 fully threaded bolts (1, Figure 3-22) with a 1. Packing 3. Nut
length below the head of approximately 150 mm 2. Ring 4. Washer
(5.9 in) long as a loosening tool.
3. Remove nut (3) and washer (4) and separate rod

1. Loosen six capscrews (32, Figure 3-21), then from piston.
replace two or three capscrews with capscrews
4. Remove ring (36, Figure 3-21) from rod.
that are 150 mm (5.9 in) long as shown in Figure
3-22. Remove air cylinder (1, Figure 3-21), piston
and rod assembly (2), and spring (5) from cover
assembly (9).
2. Remove packing (1, Figure 3-23) and ring (2) from
piston and rod assembly.
Cover assembly
1. Remove o-ring (10, Figure 3-21) from cover (9).
2. Remove ring (30), o-ring (31), and rod (33) from
cover.
3. Remove breather (12) from cover.
FIGURE 3-22. AIR CYLINDER
1. Capscrews 2. Cover
150 mm (5.9 in)

ASSEMBLY
NOTE: Coat the inside diameter (sliding part) of the air
Oil piston and cylinder assembly
cylinder, the outside diameter of the air piston and the
groove, the packing, and the inner face of the bushing 1. Assemble ring (29, Figure 3-21), packing (28), ring
built into the end cover with a suitable amount of lithium (27), valve (16), seat (23), ring (22), and spring
grease. (21) to oil piston (15).
NOTE: Coat the inside diameter of the oil cylinder, the 2. Supply compressed air at 1-2 kg/cm2 (14-28 psi)
outside diameter of the oil piston and the seal groove, to air cylinder assembly (1), and extend rod (34)
the outside diameter of the valve, and the seal parts fully.
with a suitable amount of engine oil (SAE10W).
3. Assemble oil piston assembly (15) to rod (34) and
insert pin (24).
Cover assembly
4. Exhaust compressed air from air cylinder.
1. Assemble packing (13, Figure 3-21), o-ring (10),
ring (8), and ring (7) into cover (9). 5. Install bleeder (20) and cap (19) into oil cylinder
(18). Tighten bleeder to 6.86 - 11.80 Nm (5 - 9 ft.
2. Assemble o-ring (31) to rod (33) and insert into
lbs.) torque.
cover (9). Install ring (30).
6. Assemble oil cylinder (18) and nut (14) to air
3. Install breather (12) into cover (9).
cylinder (1). Align bleeder (20) with breather (12)
so that the offset angle of the centerlines is no
more than 10o maximum offset. Tighten nut (14)
Air cylinder to 108 - 167 Nm (80 - 123 ft. lbs.).
1. Assemble ring (36, Figure 3-21) over rod (34).
2. Seat rod (34) into piston (2). Assemble washer
Checking
(37) and nut (38) to rod end. Tighten nut to 118 -
157 Nm (87- 116 ft. lbs.) torque. 1. Bleed air from oil cylinder.
3. Assemble packing (3) and ring (4) to piston (2). 2. Pistons must move full stroke at air pressure of 1
kg/cm2 (14 psi).
4. Assemble spring (5) and piston rod assembly (3)
into housing (1). 3. There must be no air leakage from any part at air
pressure of 8 kg/cm2 (114 psi).
5. Using capscrews (1, Figure 3-22), install cover
assembly (9, Figure 3-21) to air cylinder assembly
(1). Apply Three Bond TB1374 thread tightener
to capscrews (32) and tighten to 37.3 - 49.0 Nm
(28 - 36 ft. lbs.) torque.

SLACK ADJUSTER
Removal
1. Disconnect all hydraulic lines (1, Figure 3-24).
Cap all open lines to prevent contamination of

components.
2. Remove capscrews (2) and then remove slack

adjuster assembly.
3. Cap all open lines to prevent contamination of
components. FIGURE 3-24. SLACK ADJUSTER
1. Hydraulic Lines 2. Capscrew
Installation
1. Install slack adjuster assembly with capscrews (2, Slack Adjuster Assembly
Figure 3-24). Tighten capscrews to 18.0 ±1.5
kg.m (130 ±10 ft. lbs.) torque.
2. Connect all hydraulic lines (1). When assembling, check carefully that there is no
3. Bleed the air from the brake circuit. dirt, dust or chips on the inside surface of the
Refer to Section “J”, “Brake Bleeding”. adjuster.
1. Coat the inside surface of the cylinder housing (2,

Slack Adjuster Disassembly Figure 3-25/26) and all other sliding parts with
1. Remove capscrews (15, Figure 3-25/26), then clean brake system oil.
remove cylinder housings (2). Remove springs 2. If removed, install valve seat (3, Figure 3-25/26).
(13) and pistons (11). Install complete valve assembly (5 thru 8). Coat
2. Remove and discard O-rings (14). spring (8) with a lithium grease.
3. Remove seal assemblies (12) from pistons (11). 3. Tighten valve body (6B) to 6.0 ±0.5 kgm (45 ±4
Discard seal assemblies (12). ft. lbs.) torque. Install cover (9) and secure with
spring retainer ring (10).
4. Remove spring retainer ring (10) and cover (9).
4. Install seal assemblies (12) on pistons (11).
5. Remove complete valve assembly (5 thru 8).
Remove valve seat (3). Wash all parts thoroughly 5. Install piston/seal assembly into housing (2).
in clean solvent and inspect for nicks, scratches,
6. Install new O-rings (14) to body (1) and assemble
and excessive wear (especially at valve seats).
springs (13) into cylinder housing (2).
NOTE: If damage is found in this valve or in the
7. Install cylinder housing/spring to body (1). Secure
housing (2), it must be replaced as an assembly.
cylinder assemblies with capscrews (15) and
Washers (16).
8. Tighten capscrews (15) to 17.5 ±1.5 kgm (127
±10 ft. lbs.) torque.

FIGURE 3-25. SLACK ADJUSTER - CROSS-SECTION VIEW
1. Body 6A. Valve 10. Ring, Spring Retainer 15. Capscrew

2. Cylinder Housing 6B. Valve Body 11. Piston 16. Washer
3. Valve Seat 7. O-Ring 12. Seal Assembly
4. Plug 8. Spring 13. Spring
5. O-Ring 9. Cover 14. O-Ring
DIMENSION “C”
Standard Size Tolerance Standard Clearance
Clearance Limit
Clearance between Piston Housing
Cylionder Housing 80 mm
(3.15 in.) -0.030 to -0.076 mm +0.074 mm 0.03 - 0.15 mm 0.25 mm
and Piston (-0.001 to -0.003 in. (+0.003 in.) (0.001 - 0.006 in.) (0.098 in.)
TORQUE VALUES
6B. Tighten to 6.0 ±0.5 kgm (45 ±4 ft. lbs.) torque.
15. Tighten to 17.5 ±1.5 kgm (127 ±10 ft. lbs.) torque.

FIGURE 3-26. SLACK ADJUSTER - EXPLODED VIEW
1. Body 6A. Valve 10. Ring, Spring Retainer 15. Capscrew

2. Cylinder Housing 6B. Valve Body 11. Piston 16. Washer
3. Valve Seat 7. O-Ring 12. Seal Assembly 17. Bleeder Valve
4. Plug 8. Spring 13. Spring 18. Cap
5. O-Ring 9. Cover 14. O-Ring

EMERGENCY BRAKE CONTROL VALVE
1. With the engine shut down and the wheels se- 1. Position valve assembly (1, Figure 3-28) over
curely blocked, release air pressure from system. mounting plate holes in console and install cap-
screws (2). Tighten to standard torque.
2. Remove screws attaching cover (2, Figure 3-27)
to console base (1) and remove cover. Remove 2. Install air lines (3) at valve ports.
tray (5).
3. Pressurize air system and operate valve to verify
3. Remove access panel (4) on right side of console proper operation and inspect connections for pos-
and disconnect air line tubes (3, Figure 3-28) on sible air leaks.
emergency brake control valve ports.
4. Install cover (2, Figure 3-27) onto console base
4. Remove capscrews (2) and remove valve assem- (1). Install storage tray (5).
bly (1) from console.
5. Install access panel (4).
FIGURE 3-27. CONSOLE CONTROLS FIGURE 3-28. VALVE INSTALLATION

1. Console Base 4. Access Panel 1. Valve Assembly 3. Air Line
2. Cover 5. Storage Tray 2. Capscrews
3. Emergency Brake Valve

Note: Refer to Figure 3-29 for disassembly and reas- 1. Using all new O-rings during assembly, install cam
sembly of internal parts. ring, (7) and shims into valve body.
1. Remove screws (20, Figure 3-29) and cover (19). 2. Install head (2) (parallel to valve body tapped ports
and handle opposite ports) and install screw (1).
2. Remove shims (18), valve spring (16), and main
spring (17). 3. Install exhaust valve seat (8), and return spring
(9).
3. Remove screw (1) and head (2).
4. Assemble feed valve (12), exhaust valve seat
4. Remove piston (15), feed valve (12), feed valve
(10), and piston (15) into valve body.
seat (10), and Return Spring (9).
5. Install main spring (17), shims (18), and cover
5. Remove cam (7), and shims (6).
(19). Install screws (20) through cover, into hous-
ing.
Inspection
Remove all O-Rings and discard. Thoroughly clean
parts and inspect valve body for cracks, scoring, and
port thread damage. Replace any part if damage or
excessive wear is evident. All O-ring seals, the feed
valve, and exhaust valve seat should be replaced
during rebuild. Refer to the appropriate parts book for
these parts in a pre-packaged kit.

FIGURE 3-29. EMERGENCY BRAKE VALVE ASSEMBLY
1. Screw 8. Exhaust Valve Seat 15. Piston

2. Head 9. Return Spring 16. Valve Spring
3. O-Ring 10. Feed Valve Seat 17. Main Spring
4. Valve Body 11. O-Ring 18. Shim
5. O-Ring 12. Feed Valve 19. Cover
6. Shim 13. O-Ring 20. Screw
7. Cam 14. O-Ring

NOTES

BRAKE CIRCUIT CHECKOUT AND ADJUSTMENT
CHECKING FRONT BRAKE PAD WEAR
NOTE: This check is nominally specified for every
500 hours of truck operation. If truck is operated in a
very abrasive environment (i.e. sandy conditions),
perform this check every 250 hours of truck
operation, or more frequently, if conditions require it.
1. Stop the machine on level ground, apply the
parking brake, and put blocks under the tires.
2. Remove any dirt/mud accumulation from all
pads, calipers, and discs.
3. Check disc pad (1, Figure 4-6) visually, and if the
pad has reached the wear limit line (2) or if disc
material thickness is less than 3 mm (0.12 in.),
replace the pad. FIGURE 4-1. FRONT PAD WEAR
The pad wear may not be the same for both left 1. Brake Pad 2. Wear Limit Line
and right wheels, so check the wear of all pads.
If any pad is worn beyond the limits stated
above, replace all pads (both left and right
sides).
Refer to "Front Brakes" Section for specific
repair, disassembly, or replacement proce-
dures for the front brake assembly.
Do not continue to use pads worn beyond limits.

Worn pads may result in inadequate braking
power.
TESTING BRAKE PRESSURE
1. Raise the air pressure to 8.3 kg/cm2 (118 psi)

pressure.
2. Remove the top air bleed plug (1, Figure 4-2)
and install a 400 kg/cm2 (5690 psi) pressure FIGURE 4-2. FRONT BRAKE PRESSURE
gauge. 1. Air Bleed Plugs 2. Brake Line
3. Measure the hydraulic pressure when the brake
pedal is depressed. Minimum pressure should
be 187 kg/cm2 (2660 psi).
4. Remove gauge and install plug. Refer to "Brake
Bleeding", this section and bleed air from the
calipers.
J04009 11/97 Brake Circuit Checkout and Adjustment J4-1

CHECKING WEAR OF REAR BRAKE
DISCS
Operational complaints can be expected when wear
increases abruptly or the wear on one side is
extremely large.
Carry out inspection ONLY when the brake oil

temperature is below 60° C (140° F).
1. Stop truck on level ground, apply parking brake
lever to the PARKING position, check that the
other brakes are not applied, then stop engine.
Put wheel chocks in front and behind tires to
prevent truck movement.
2. Remove air bleed plug (1, Figure 4-3) of the rear
brake, and install disc wear measurement
gauge as shown in Figure 4-4. FIGURE 4-3. REAR BRAKE WEAR
NOTE: Part number of wear gauge:561-98-61120. 1. Air Bleed Plug 2. Brake Housing
3. Turn keyswitch to "ON", and check that air pres-
sure gauge indicates in "green" range. If air
pressure is low, run the engine at 2000 RPM
until the air pressure gauge indicates in the
"green" range [8.3 kg/cm2 (118 psi)]. Turn key-
switch to "OFF" to stop engine.
4. At this time, pull retarder control lever to full
stroke. Push the wear gauge in until it contacts
the piston, then check the position of the
stamped mark on the rod. (See illustration.)
NOTE: When the retarder control lever is pulled, the
wear rod will push out under hydraulic pressure; be
sure to support it when carrying out this operation.
• If the stamped mark on the rod goes in beyond
the end face of the case, the discs have reached
their service wear limit. Refer to "Rear Brakes"
Section for specific repair, disassembly, or
replacement procedures for the rear brake
assembly.
• If the stamped mark on the rod does NOT go in
beyond the end face of the case, but IS NEAR
the service limit, carry out inspection more
frequently. Check the retarder capacity carefully FIGURE 4-4. REAR BRAKE WEAR TOOL
also. 1. Handle 3. Stamped Line
2. Rod 4. Face Of The Case
5. After measuring the disc wear, remove wear
gauge and install the air bleed plug, and bleed
the air.
6. Refer to "Brake Bleeding", this section and
bleed air from the system.
J4-2 Brake Circuit Checkout and Adjustment 11/97 J04009

BRAKE BLEEDING
Start the engine and wait for the air gauge to enter
the green range, then bleed the air from the circuit as
follows.
Rear brakes
1. Bleed the air at the slack adjuster end first.
Depress the brake pedal, then loosen air bleed
plugs (1 or 2, Figure 4-5) 3/4 turns. Tighten the
plug again, then release the pedal.
FIGURE 4-5. SLACK ADJUSTER
2. Continue this procedure until no more bubbles
come out from the air bleed plug hole, then 1. Air Bleed Plug 2. Air Bleed Plug
bleed the air from the wheel plug (1, Figure 4-
6).
come out from the air bleed plug.
4. After bleeding the air, close the plug and fit the
cap.
FIGURE 4-6. BRAKE HOUSING BLEED PLUG

1. Air Bleed Plug 2. Brake Housing
Front brakes
1. The oil tank is separately installed, so always
check the oil level while bleeding the air to avoid
running out of oil.
2. Depress the brake pedal, then loosen air bleed
plug (1, Figure 4-7) 3/4 turn. Tighten the plug
again, then release the pedal.
come out from the air bleed plug.
FIGURE 4-7. FRONT BRAKE BLEED PLUGS

1. Air Bleed Plugs 2. Brake Line

TROUBLESHOOTING
FRONT BRAKE IS INEFFECTIVE OR ONLY EFFECTIVE ON ONE SIDE

REAR BRAKE IS INEFFECTIVE OR ONLY EFFECTIVE ON ONE SIDE

NOTES

FRONT BRAKES
FRONT BRAKE CALIPER PAD
Removal
1. Refer to "Tire Removal”, Section "G" and

remove front wheel assembly.
2. Loosen Capscrew (2, Figure 5-1), and pull pin
(1) until the pads can be removed.
3. Remove pads (3, Figure 5-2).
NOTE: The brake pads have one end open and the
other end closed where the retaining pins hold the
pads in place. This allows the removal of the pads
without pulling all the pins.
4. Install a vinyl hose to bleeder screw (2) so that
the brake oil can be drained out.
FIGURE 5-1. BRAKE PAD REPLACEMENT
5. Loosen the bleeder screw, and return piston (1) 1. Pin 2. Capscrew
to the bottom of the cylinder with a bar. Tighten
bleeder screw after oil is bled out and remove
vinyl hose.
Installation
1. Install brake pads.
2. Install pin (1, Figure 5-1) and tighten capscrew
(2) to 5.25 ± 0.25 kg.m (38 ± 2 ft. lbs.) torque.
3. Bleed the air from the brake circuit. Refer to
"Brake Bleeding" this Section.
Brake Caliper Assembly FIGURE 5-2. BRAKE PAD REPLACEMENT

Removal 1. Piston 3. Brake Pads
2. Bleeder Screw
1. Refer to "Tire Removal", Section "G" and
remove front wheel assembly.
2. Disconnect the two brake lines (1, Figure 5-3).
3. Remove 13 mounting capscrews (3, Figure 5-4).
Use a suitable lifting device as support, remove
the remaining mounting capscrews, and
remove caliper assembly.
FIGURE 5-3. BRAKE CALIPER

1. Brake Lines 2. Caliper Assembly
J05010 11/98 Front Brakes J5-1

Installation
1. Using a suitable lifting device, install brake cali-
per assembly. Using thread tightener Threeb-
ond (TB1374), install and tighten mounting
capscrews (3, Figure 5-4) to 94.5 ± 10 kg.m
(685 ± 72 ft. lbs.) torque.
2. Connect the two brake lines (1, Figure 5-3).
3. Bleed the air from the brake circuit. Refer to
"Brake Bleeding" this Section.
Disassembly
1. Loosen capscrews (1, Figure 5-5) and (2),
remove pins (3), (4), and (5), the remove pads
(6).
2. Remove plate (7), then remove plug (8), backup
ring (9), and seal (10).
3. Remove dust seal (11), then remove piston (12).
4. Disassemble the other pistons in the same way.
1. Brake Disc 4. Capscrew

2. Capscrew 5. Bleeder Valve
3. Capscrew 6. Brake Caliper
TIGHTENING TORQUES
2. 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque.
3. 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque.
4. 21.0 ± 1 kg.m (150 ± 7 ft. lbs.) torque.
5. 2.6 ± 0.3 kg.m (20 ± 2 ft. lbs.) torque.
FRONT BRAKE INSPECTION

FIGURE 5-4. BRAKE CALIPER REMOVAL ITEM NEW LIMIT REMEDY
1. Mounting Plate 5. Capscrew "A" - Disc 25 mm 22 mm Replace
2. Brake Caliper 6. Bleeder Valve (0.99 in) (0.87 in)
3. Capscrew 7. Capscrew Disc Runout 0.15 mm 0.5 mm Repair or
4. Brake Disc (0.006 in) (0.02 in) Replace
"B" - Pad 19.5 mm 3.0 mm Replace
(0.77 in) (0.12 in)
NOTE: The brake disc can be machined as long as

the minimum thickness is not less than 22 mm (0.87
in) after machining.
J5-2 Front Brakes 11/98 J05010

Assembly
1. Install backup ring (1, Figure 5-6), ring (2), and 4. Grease pins (3, 4, 5). Fit pads (6), and install
dust seal (3) in groove of housing (4) securely. pins (3), (4), and (5), and tighten capscrews (2)
and (1) to 5.25 ± 0.25 kg.m (38 ± 2 ft. lbs.)
2. Fit the lip of the dust seal in the groove of the
torque.
piston (5) and install piston.
5. Assemble the other pistons in the same way.

6. Install caliper assembly.
FIGURE 5-6. PISTON SEAL

1. Backup Ring 4. Housing
FIGURE 5-5. BRAKE CALIPER REPAIR 2. Ring 5. Piston
1. Capscrews 8. Backup Ring 3. Dust Seal
2. Capscrews 9. Seal
3. Pins 10. Dust Seal
4. Pins 11. Piston
5. Pins 12. Ring
6. Pads 13. Backup Ring
7. Plate 14. Housing
3. Fit seal (10, Figure 5-5), backup ring (9), and

plug (8), and install plate (7).
NOTE: 1 Move the pin in the axial direction while

tightening the bolts, and check that the bolt fits
securely in the groove of the pin.
NOTE: 2 Of thin pins (4) and (5), always install the

short pin (5) at the plate end.
J05010 11/98 Front Brakes J5-3

NOTES
J5-4 Front Brakes 11/98 J05010

REAR WET DISC BRAKE ASSEMBLY
A Wet Disc Brake Assembly is mounted on both The complete brake disc pack is cooled by hydraulic
sides of the differential on the final drive housing and oil. The cooling oil circuit is a low-pressure circuit
inboard from the wheel hub and planetary drive. This which is completely separate from the high-pressure
assembly contains a splined housing, two damper piston apply circuit. The cooling oil flows from the
discs, fourteen separator plates, fifteen friction discs, tank to the pump, to the brake assembly housing
a spacer, and a piston assembly. (from the outside of the housing inward to the rotat-
ing hub for maximum cooling), through a heat
The housing is internally splined to retain the steel
exchanger, through two 30 micron (absolute) filters,
damper and separator discs. The separator discs are
and then to the hydraulic tank.
alternately placed between the friction faced discs
which are splined to the rotating hub. The inboard Dynamic retarding is also provided by the wet disc
side of the assembly contains the piston assembly brakes. When the operator's retarder lever is actu-
which is activated by hydraulic pressure from either ated, the front wheel brakes are not used; only the
the service brake treadle valve or the retarder valve. rear wet disc brakes are applied. The dynamic
As hydraulic pressure is applied, the piston moves retarding is used to slow the truck during normal
and compresses the rotating friction faced discs truck operation or to control speed coming down a
against the stationary steel discs. The friction forces grade.
generated resist the rotation of the wheels. As
hydraulic pressure increases, friction forces are
increased and wheel rotation is slowed until maxi-
mum force is reached and the wheel is stopped. WET DISC BRAKE ASSEMBLY
Removal
1. Remove rear wheels and tires, planetary drive,
and wheel hubs. Refer to Section "G", Drive
Axle, Spindles and Wheels.
2. Drain brake cooling oil tank. Be prepared to
catch 268 l (71 gal.) of oil.
3. Remove retainer (1, Figure 6-2) and floating
seal (2, figure 6-3).
FIGURE 6-1. WET DISC BRAKE ASSEMBLY

1. Plate 3. Brake Disc
2. Damper

1. Retainer 2. Housing
J06010 11/98 Rear Brakes J6-1

1. Retainer 2. Floating Seal
FIGURE 6-5. BRAKE ASSEMBLY

4. Remove hoses (1, Figure 6-4) and lines (2). 1. Brake Assembly 2. Lifting Device
FIGURE 6-4. BRAKE LINES FIGURE 6-6.

1. Hydraulic Hoses 2. Hydraulic Lines 1. Piston 2. Brake Disc Assembly
Installation
1. Install the brake disc assembly seal with the side

with the groove facing the side taking the pres-
Brake assembly weighs approximately 610 kg sure. Coat the capscrew threads with a thread
(1344 lbs.) Use adequate lifting devices. tightener Three Bond TB1374), then install the
Brake Disc Assembly (2). Tighten capscrews to
5. Remove brake assembly (1, Figure 6-5). 94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque.
2. Install the piston seal with the grooved side fac-
ing the side taking the pressure and install pis-
6. Loosen the air bleed plug and remove piston (1, ton (1, Figure 6-6). Tighten the air bleed plug.
Figure 6-6). Then remove Brake Disc Assembly
(2).
J6-2 Rear Brakes 11/98 J06010

3. Coat the capscrew threads with thread tightener 3. Remove damper (2, Figure 6-8), disc (3), and
Three Bond (TB1374), then install the brake plate (4) from outer gear (1).
assembly (1, Figure 6-5). Tighten capscrews to 4. Remove mounting bolts, then remove hub (5)
94.5 ± 10 kg.m (685 ± 72 ft. lbs.) torque. from outer gear (1).
4. Install hoses (1, Figure 6-4) and lines (2). 5. Remove floating seal (6) from hub (5).
5. Install retainer (1, Figure 6-2) and floating seal
(2, figure 6-3).
6. Install rear wheels and tires, planetary drive, and
wheel hubs. Refer to Section "G", Drive Axle,
Spindles and Wheels.
7. Fill brake cooling oil tank.
WET DISC BRAKE

Disassembly
FIGURE 6-8. BRAKE DISCS AND HOUSING
1. Outer Gear 4. Plate
1. Remove tool (2, Figure 6-7) 2. Damper 5. Hub
3. Disc 6. Floating Seal
NOTE: Be careful not to damage the floating seal

when removing outer gear.
6. Remove floating seals (3, Figure 6-9) and (1)

2. Using eyebolts, lift off outer gear (1) together from inner gear (2).
with disc and plate.
FIGURE 6-7. OUTER GEAR ASSEMBLY

FIGURE 6-9. FLOATING SEALS
1. Outer Gear 2. Tool (790-438-1150)
1. Floating Seals 3. Floating Seals
2. Inner Gear

Inspection Assembly
1. Replace any worn or damaged parts. Clean all parts, and check for dirt or damage. Coat
the sliding surfaces of all parts with clean brake sys-
tem oil before installing.
When assembling the floating seals, use alcohol to
remove all the white powder from the O-ring surface
before assembling.
Tools for installation of rear wheel brake floating seal
• 791-585-1510 installer-large diameter
• 792-530-1700 push tool-large diameter
• 792-520-2110 installer-small diameter
• 792-530-1600 push tool-small diameter
1. Using tools (1, Figure 6-10) install floating seals
(3, Figure 6-9) and (1) to inner gear (2).
BRAKE DISC INSPECTION

1. Plate 3. Disc
2. Damper
Dimension "A" =
123.9 mm (4.88 in.) Standard Height
115.0 mm (4.50 in.) Minimum Height [Max. Wear]
REAR BRAKE INSPECTION

ITEM STANDARD LIMIT REMEDY
Plate 2.4 mm 2.15 mm Replace FIGURE 6-10. FLOATING SEAL INSTALLATION
(0.095 in) (0.085 in) 1. Tool 3. Hub
Disc 5.1 mm 4.6 mm Replace 2. Floating Seal
(0.2 in) (0.18 in)
Damper 6.9 mm 5.1 mm Replace
(0.27 in) (0.20 in) 2. Using tools (1), install floating seal (2) to hub (3).
Max. Disc 0.45 mm 0.7 mm Replace
Warping (0.018 in) (0.028 in)
Max. Plate 0.50 mm 0.7 mm Replace
Warping (0.020 in) (0.028 in)
Assembled Dimension “A”
Thickness 123.9 mm 115.0 mm
of Discs & (4.88 in.) (4.5 in.) Replace
Plates
Backlash
between 0.21 - 0.64 mm 2.2 mm Replace
outer gear (0.008"- 0.025") (0.087 in.) FIGURE 6-11. SEAL INSTALLATION
and plate
NOTE: After installing the floating seals, measure
Backlash dimension "A" (Figure 6-11) between the inner gear
between 0.21 - 0.64 mm 2.2 mm Replace and floating seal at four places around the
inner gear (0.008"- 0.025") (0.087 in.) circumference and check that the measurement is
and plate within 1 mm (0.039 in).

3. Align match marks, and install hub (2, Figure 6-
12) to outer gear (1). Coat the capscrew
threads with thread tightener Three Bond
(TB1374). Tighten capscrews to 56 ± 6 kg.m
NOTE: Coat the sliding surfaces of the floating seals
thinly with engine oil. Assemble slowly and be careful
not to damage the floating seals.
4. Using eyebolts, assemble outer gear assembly
(1, Figure 6-13) to inner gear.
5. Align center of inner gear and outer gear (1, Fig-
ure 6-7), then using tool (2), secure inner gear
and outer gear.
6. Between inner gear and outer gear assembly,
assemble one external splined damper (2, Fig-
ure 6-14) with cork face toward hub (away from
disc). Then install one internal splined disc (3),
and one external splined plate (1) alternately, FIGURE 6-13. OUTER AND INNER GEARS
until fifteen discs and fourteen plates are used. 1. Outer Gear 2. Inner Gear
Install second damper with cork face away from
disc.
7. Install brake assembly.
FIGURE 6-12. HUB INSTALLATION FIGURE 6-14. BRAKE DISC INSTALLATION

1. Outer Hub 2. Hub 1. Plate 3. Brake Disc
2. Damper

NOTES

PARKING BRAKE
2. Turn capscrew (1, Figure 7-1) counterclockwise
to make clearance between the pad and disc
larger.
3. Loosen mounting capscrews (2), and sling so
For servicing any part of the parking brake, stop that the caliper does not fall.
the machine on level ground, and put blocks in 4. Move plate (4) when removing pads (3) so that
front of, and behind, the wheels. Raise the dump the pads do not fall.
body and lock with the safety pin.
5. After removing the rear pad, move the caliper to
The parking brake is a dry disc brake mounted on the the front, and remove the front pad.
rear drive shaft at the differential input with two (2)
spring-applied, air-released calipers. Each caliper Pad Installation
is individually applied/released through separate air 1. Install and align the grooves of the pad and the
chamber actuators (spring cylinder assemblies). caliper with the plates on both sides.
Inspection 2. Coat the threads of the plate mounting cap-
screws (2, Figure 7-1) with thread tightener
PARKING BRAKE INSPECTION Three Bond (TB 1374). Tighten capscrews to
ITEM NEW LIMIT REMEDY 94.5 ± 10 kg.m (685 ± 72 ft.lbs.) torque.
Disc Face 0.4 mm 0.8 mm Replace 3. Refer to "Park Brake Adjustment", this section
Runout (0.016 in) (0.032 in) and adjust the parking brake.
Disc Thick- 25 mm 20 mm Replace
ness (0.99 in) (0.79 in) PARKING BRAKE CALIPER
Pad (Includes 21.5 mm 11.5 mm Replace
Caliper Removal
Plate Thick- (0.847 in) (0.45 in)
ness)
NOTE: The brake disc can be machined and reused

as long as it is not less than 20 mm (0.79 in) thick
after machining. Stop the machine on level ground, and put
blocks under wheels.
Pad Removal 1. Refer to "Parking Brake Spring Cylinder Assem-
1. Turn the keyswitch ON, and release the parking bly", this section and remove parking brake
brake lever. spring cylinder assembly.
2. Remove plate (1, Figure 7-2).
3. Remove pads (2).
4. Remove caliper (3).
FIGURE 7-1. BRAKE PAD REPLACEMENT

1. Adjusting Capscrew 3. Pad FIGURE 7-2. BRAKE CALIPER ASSEMBLY
2. Mounting Capscrew 4. Plate 1. Plate 3. Caliper
2. Brake Pads
J07008 11/98 Parking Brake J7-1

Caliper Installation Caliper Disassembly
1. Install caliper (3, Figure 7-2). 1. Remove snap ring (1, Figure 7-3), and pull out
2. Install pads (2). adjuster (2).
3. Coat the threads of the mounting capscrews 2. Remove washers (3) and (4), and seal (5).
with thread tightener Three Bond (TB 1374). 3. Remove bolts, then remove cap (6) and gasket
Tighten capscrews to 94.5 ± 10 kg.m (685 ± (7).
72 ft.lbs.) torque. Install plate (1). 4. Remove piston shaft (8) and thrust bearing (9)
4. Refer to "Parking Brake Spring Cylinder from piston.
Assembly", this section and remove parking 5. Remove piston (11) and piston seal (12) from
brake spring cylinder assembly. caliper (10).
FIGURE 7-3. PARKING BRAKE PISTON ASSEMBLY

1. Snap Ring 4. Washers 7. Gasket 10. Caliper
2. Adjuster 5. Seal 8. Shaft 11. Piston
3. Washers 6. Cap 9. Bearing 12. Piston Seal
J7-2 Parking Brake 11/98 J07008

Caliper Assembly 3. With the parking brake applied, disconnect the
air hose (4) from the spring cylinder. Check that
1. Apply grease (Mobilux EP 2 or equivalent) to
the air pressure of the spring cylinder is
piston seal (12). Assemble piston seal (12) to
released.
caliper (10), and insert piston (11).
4. Remove spring cylinder assembly (5).
2. Apply grease (Mobilux EP 2 or equivalent) to
thrust bearing (9). Screw piston shaft (8) into
Installation
piston, and install thrust bearing (9).
1. Install spring cylinder assembly (5, Figure 7-4).
3. Fit gasket (7) and install cap (6).
Tighten mounting nuts to 20 ± 2 kg.m (145 ± 15
4. Apply grease (Mobilux EP 2 or equivalent) to ft. lbs.) torque.
seal (5). Fit the seal (5) securely in the groove
2. Connect the air hose (4) and install pin (1).
and install seal (5), and washers (3) and (4).
3. Refer to "Parking Brake Adjustment", this sec-
5. Assemble adjuster (2), and secure with snap
tion and adjust parking brake.
ring (1).
Disassembly
1. Remove screw, then remove holder (1, Figure 7-
PARKING BRAKE SPRING CYLINDER 5) and filter (2).
Removal 2. Remove retainer (3) and nut, then remove boot
(4).
3. Remove nuts (5) and (6), then remove shaft (7).
Stop the machine on level ground, and put

blocks under wheels.
Raise the dump body and lock with the safety
pin.
1. Remove pin (1, Figure 7-4).
2. With the parking brake released, turn adjust-
ment capscrew (2) counterclockwise and check
that there is play in linkage (3).
FIGURE 7-5. PARKING BRAKE CYLINDER ASSY.

1. Holder 7. Shaft 13. Spring
FIGURE 7-4. SPRING CYLINDER ASSEMBLY 2. Filter 8. Nut 14. Ring
3. Retainer 9. Nut 15. Ring
1. Pin 4. Air Hose
4. Boot 10. Piston 16. Case
2. Adjusting Capscrew 5. Cylinder Assembly
5. Nut 11. Support
3. Linkage
6. Nut 12. Capscrew

4. Remove nut (8) from shaft (7). Assembly
Clean all parts, and check the inside of the cylinder
for dirt or damage.
Coat the sliding surfaces of all parts with grease and
The piston and support are under high pressure, be careful not to damage the rings when installing.
so be careful when operating the press. 1. Coat ring (17, Figure 7-5) with engine oil. Install
5. Using press, support piston (10) and support rings (18) and (17) to case (16).
(11), and remove bolts (12). Then loosen press 2. Coat ring (15) with engine oil. Install rings (15)
slowly, and remove support (11) and spring and (14) to piston (10), and set in case (16).
(13). Also see Figure 7-6.
The piston and support are under high pressure,

so be careful when operating the press.
3. Apply adhesive to outer circumference of sup-
port (11). Set spring (13) and support (11) in
position, and using press, slowly compress
spring so that support bolt hole matches cylin-
der bolt hole.
4. Align bolt hole, and install bolts (12). Tighten
capscrews to 1.4 ± 0.4 kg.m (10 ± 3 ft. lbs.)
torque.
5. Install nuts (9) and (8) to shaft (7).
6. Install shaft (7) to cylinder, then install nuts (5)
FIGURE 7-6. SPRING ASSEMBLY and (6), and adjust dimension "a" (Figure 7-7)
1. Piston 2. Support to 128 mm (5.04 in.). Tighten nuts (1) to 7.25 ±
1.75 kg.m (53 ± 13 ft. lbs.) torque.
6. Remove piston (10, Figure 7-5), then remove 7. Set boot (4, Figure 7-5) in position, and install
rings (14) and (15) from piston. nut and retainer (3).
7. Remove rings (17) and (18) from case (16). 8. Set filter (2) in position, and install holder (1).
Dimension "a" 128.0 mm (5.04 in.)

Rod Adjusted Length Adjust
Dimension "b" 2.1 mm (0.08 in.) as
Axial Rod Play Required
Standard Size Standard

Dimension "c" Shaft Hole Clearance
Clearance between
piston and insert center 38.04 mm 38.8 mm 0.76 mm Replace
boss (1.50 in.) (1.53 in.) (0.03 in.) Parts
Dimension "d" 158.65 mm 159 mm 0.35 mm as
Clearance between (6.25 in.) (6.26 in.) (0.014 in.) Required.
cylinder and piston
Free Length Installed Load
Item 2. Piston Spring 260 mm 750 ± 50 kg
(10.24 in.) 1650 ± 110 lbs.
FIGURE 7-7. ROD ADJUSTMENT

PARKING BRAKE ADJUSTMENT
Testing
1. Stop the machine on level ground and apply the
parking brake.
2. Raise the air pressure to 8.3 kg/cm2 (118 psi).
3. Place the transmission shift lever in the D (F2)
position.
4. Raise the engine speed gradually and measure
the engine speed when the machine starts to
move. The minimum engine speed is 1,720
RPM.
NOTE: When the machine starts to move, release
the accelerator pedal, and depress the brake pedal
and return transmission shift lever to N at the same
time.
FIGURE 7-9. PARKING BRAKE ADJUSTMENT

Adjusting 1. Pads 2. Brake Disc
1. Turn capscrew (1, Figure 7-8) clockwise and
bring both pads (1, Figure 7-9) into contact with Standard clearance:
disc (2). Total for both clearances = 1.88 ± 0.08 mm. (0.074 ±
2. Push in capscrew retainer (2, Figure 7-10) of 0.003 in.) when pushed to one side; or 0.8 mm each
slack adjuster (1) until the capscrew can turn, for both sides.
then turn capscrew (3) clockwise. 4. After adjusting the pad clearance, actuating
3. Turn capscrew (1, Figure 7-8) back from this stroke "a" (Figure 7-10) of the rod should be
position counterclockwise 360° ± 15° and mea- measured and adjusted to approximately 50
sure clearance of caliper pad with feeler gauge mm (1.97 in).(Figure 7-12)
(1, Figure 7-11). 5. After adjusting, return capscrew (2) to a position
where capscrew retainer (3) stops it from turn-
ing.
FIGURE 7-8. PARKING BRAKE ADJUSTMENT

1. Capscrew 3. Caliper FIGURE 7-10. ARM ADJUSTMENT
2. Spring Housing
1. Slack Adjuster 3. Capscrew Retainer
2. Capscrew 4. 50 mm (1.97 in)

PARKING BRAKE DISC
The parking brake disc is mounted to the input flange
of the final drive differential assembly. If the parking
brake disc must be removed, the driveshaft between
the transmission output flange and the input flange of
the final drive differential must first be removed.
Driveshaft Removal
1. Remove guard (1, Figure 7-13) and cover (2).
Make sure lifting equipment is of adequate

capacity to handle 1500 kg (3307 lbs).
FIGURE 7-11. ADJUSTMENT CLEARANCE
2. Install lifting sling securely around driveshaft and
1. Feeler Gauge 2. Adjustment Plug remove capscrews (4) retaining driveshaft at
both ends.
3. Remove driveshaft assembly (3).
Parking Brake Disc Removal

1. Install lifting sling securely around parking brake
disc (4, Figure 7-14).
2. Remove capscrews (1) holding park brake disc.
3. Remove brake disc and refer to "PARKING
BRAKE INSPECTION" chart to determine ser-
viceability of parking brake disc.
FIGURE 7-12. ADJUSTING CLEARANCE

1. Adjustment Plug 2. Measuring Rod
FIGURE 7-14. PARKING BRAKE INSTALLATION

1. Capscrew 3. Capscrew (Spring
FIGURE 7-13. DRIVESHAFT ATTACHMENT (Disc Mounting) Cylinder Mounting)
1. Guard 3. Driveshaft Assembly 2. Capscrew 4. Brake Disc
2. Cover 4. Driveshaft Capscrews (Caliper Mounting) 5. Differential Input
Flange

Driveshaft Installation
Make sure lifting equipment is of adequate

capacity to handle 1500 kg (3307 lbs).
1. Install lifting sling securely around driveshaft and
install cover (2, Figure 7-13) and driveshaft
assembly (3). Install capscrews (4) and tighten
to 18 ± 2 kg.m (130 ± 13 ft.lbs.) torque.
2. Install guard (1).
BRAKE RELEASE
FIGURE 7-15. PARK BRAKE INSPECTION Releasing Parking Brake And Emergency Brake
1. Brake Pads 3. Capscrew After Being Actuated In An Emergency
2. Brake Caliper 4. Brake Disc
If the pressure inside the air tank drops abnormally
due to some problem, such as leakage of air from the
PARKING BRAKE INSPECTION
air circuit, the parking brake and emergency brake
ITEM NEW LIMIT REMEDY are automatically actuated.
"a" - Pad
(Includes Plate 21.5 mm 11.5 mm Replace RELEASE OF PARKING BRAKE
Thickness) (0.847 in) (0.45 in)
Each parking brake caliper is individually applied and
"b" - Disc 25 mm 20 mm Replace released through separate air chamber actuators
Thickness (0.99 in) (0.79 in) (spring cylinder assemblies). If the parking brake can
Disc Face 0.4 mm 0.8 mm Replace not be released after its emergency application -
Runout (0.016 in) (0.032 in) even if the parking brake valve lever is put in
RELEASE position - take the following actions to
NOTE: The brake disc can be machined and reused
release the parking brake:
as long as it is not less than 20 mm (0.79 in) thick
after machining. 1. Block disabled truck to prevent movement and
confirm safety in the surrounding area.
2. At parking brake relay valve, remove both air
hoses (4, Figure 7-16) connected to the air
chambers of the parking brake spring cylinder
assemblies (5).
3. Connect these hoses together using a ©teeª fit-
ting with compatible thread ends.
4. Connect third connector of ©teeª to a hose from
an air supply of sufficient capacity to release
Parking Brake Disc Installation calipers. Apply air and release brake.
1. Install lifting sling securely around brake disc (4, 5. With parking brake released, turn adjustment
Figure 7-14) and move disc into position. bolt (2) counterclockwise, and check for ©playª
in linkage (3). Remove pin (1). Repeat for other
2. Install capscrews (1) holding park brake disc.
caliper. Disconnect air supply.
Tighten capscrews to 56 ± 6 kg.m (400 ± 40
ft.lbs.) torque.

RELEASE OF EMERGENCY BRAKE
FIGURE 7-16. SPRING CYLINDER ASSEMBLY

1. Pin 4. Air Hose FIGURE 7-17. RELEASING EMERGENCY BRAKE
2. Adjusting Capscrew 5. Cylinder Assembly 1. Air Quick Disconnect 2. Drain Valve Pull Rings
3. Linkage
When the emergency brake has been applied, do not

continue to drive the machine. This will cause seizure
of the brake discs and linings.
6. With parking brake disconnected, remove block-
ing and immediately move the truck to a safe If the emergency brake can not be released after its
place. Refer to INSTRUCTIONS FOR TOWING emergency application - even if the emergency brake
THE MACHINE. valve lever is put in RELEASE position - release the
emergency brake in the following manner:
Before releasing the air pressure from the emer-
gency brake reservoir, confirm safety in the sur-
rounding area and put chocks against the tires.
If the air system is not operating, the service 1. After making preparations to tow the machine,
brakes will not apply; this is very dangerous. Be pull rings (2, Figure 7-17) on the 4 drain valves
sure to tow the truck at low speed, keeping the on the front air tanks to release the air pressure.
engine running (if possible) and always be ready 2. After exhausting all air pressure, release rings
to steer. (2).
Refer to Parking Brake Inspection and Adjustment, 3. Drain the rear air tank by pulling and holding the
for instructions for reconnecting and adjusting park ring on the air drain valve mounted on the frame
brake. in front of the right rear suspension. Keep drain
valve open until all air is exhausted from tank.
This will allow the emergency brake to release.

SECTION K
AIR SYSTEM
INDEX
AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1

AIR SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
Main Air Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-1
Air Dryer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-2
Air Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2-4
AIR SYSTEM COMPONENT REPAIR

Air Compressor Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
Air Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3-1
RETARDER VALVE
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5-3
K01014 Index K1-1

NOTES
K1-2 Index K01014

AIR SYSTEM
AIR SYSTEM OPERATION
The engine driven air compressor pulls filtered inlet air
from the air cleaners. The compressed air is ported
through an air filter, air dryer, a one way check valve,
then into the main air tank.
From the tank, air is passed to an air governor. The air
governor controls the pressure in the system and
opens the purge valve at the air dryer. A safety valve
on the air tank prevents excessive pressurization. The
air is then delivered to the various circuits of the air
system. Refer to Section “R” for Air Schematic.
COMPONENT DESCRIPTION
Main Air Tank

The main air tank stores 15 cu. ft. of compressed air
and supplies air pressure to the various air circuits as
required. The pressure in the air tank is controlled by
the air governor (Figure 2-2) which maintains air pres-
sure of 7.0-8.3 kg/cm2 (100-120 psi). The air tank is
equipped with a safety valve which prevents the maxi-
mum air pressure in the tank from exceeding 9.5 ±0.4
kg/cm2 ( 135 ±6 psi). The tank is also equipped with a
moisture ejection valve (4) to eject excess moisture
that condenses inside the air tank.
Safety Valve
The safety valve (Figure 2-1) protects the air system FIGURE 2-2. AIR GOVERNOR
against excessive air pressure above 9.5 ±0.4 kg/cm2
( 135 ±6 psi). It is installed on the main air tank.
If main pressure below the ball valve rises to a point Air Governor
above the setting of the safety valve, the pressure Air pressure from the air tank enters the inlet port of
developed will overcome spring force holding the ball the governor (Figure 2-2), passes through a filter and
on its seat and the ball will lift. This action permits air acts on the bottom of the piston and valve.
to pass up into the spring cage and exhaust to atmos-
phere through the exhaust port. As soon as excess When air pressure reaches 8.3 ±0.3 kg/cm2 (120 ±4
pressure in the air tank has been reduced to safety psi ), the piston moves upward unseating the valve. Air
valve setting, the regulating spring forces the ball back pressure flows through the drilled passage in the pis-
on its seat, stopping the exhaust of air. Normally the ton and out the unloader port to the compressor intake
safety valve remains closed. It functions only when air valve.
pressure rises above 9.5 ±0.4 kg/cm2 ( 135 ±6 psi). As the pressure drops to 7.0 ±0.3 kg/cm2 (100 ±4 psi),
force exerted by air pressure on the bottom of the
piston will be reduced so that the spring force will move
the piston down. The inlet valve closes and the exhaust
valve opens allowing pressure in the unloader line to
vent through the exhaust ports. With pressure re-
leased in the unloader line, the compressor will pres-
FIGURE 2-1. SAFETY VALVE surize the air tank.
K02014 11/98 Air System K2-1

FIGURE 2-3. AIR DRYER OPERATION
1. Governor 4. To Air System 7. Wet Reservoir 10. Hose
2. Check Valve 5. Dry Reservoir 8. Exhaust 11. Connector
3. Hose 6. Safety Valve 9. Hose 12. Compressor
13. Expansion Tank
AIR DRYER Function
The Air Dryer removes moisture, oil, carbon and dirt The compressed and heated air from the compressor
from the compressed air sent from the air compressor enters the bottom of the after-cooler and undergoes
and sends the clean, dry air back to the air reservoir. adiabatic expansion. It is cooled and the moisture in
The moisture removed from the air is automatically the air forms drops of water and collects at the end cap
discharged into the atmosphere when the unloader (27, Figure 2-4). The body (26) of the Air Dryer is made
valve in the air compressor moves. of aluminum. There are numerous fins fitted on the
outer cylinder and these are cooled when the machine
is moving. This prevents overheating by the air sent
from the compressor.
FIGURE 2-4 AIR DRYER

1. Mounting Angle 17. Spindle 33. Piston 48. O-Ring
2. Mounting Angle 18. Spring 34. Cup 49. Unloader Valve Seat
3. Nut 19. Bolt 35. Washer, leveling 50. O-Ring
4. Bolt 20. Filter Cup 36. Spindle 51. Seal Ring, Rectangular
5. Mounting Strap 21. Filter 37. Spring 52. Unloader Valve Stop
6. Heater/Thermo 22. Strainer 38. Washer, Anti Extr 53. Check Valve Seat
7. Heater Cover 23. "V" Spring 39. Ball 54. Check Valve
8. Set Screw 24. Packing Ring 40. Washer, Compression 55. Washer
9. Bolt 25. Deflector 41. Retaining Screw 56. Turbo Tube Assembly
10. Spring 26. Body 42. Nut 57. Turbo Check Valve
11. O-Ring 27. Bottom Cap 43. Bullet Receptacle 58. Turbo Tube Fitting
12. Safety Valve 28. Bolt 44. Label, I.D./Serial Number 59. Washer
13. Top Cap 29. Seal Retainer 45. Label, Pressure Warning 60. Deflector Plate
14. Gasket 30. O-Ring 46. O-Ring 61. Deflector Extent
15. Nut Adapter 31. Sleeve 47. Comp Unloader Valve 62. Deflector Rod
16. Ball 32. O-Ring
K2-2 Air System K02014 11/98

FIGURE 2-4. AIR DRYER
K02014 11/98 Air System K2-3

Cleaning the exhaust port HORN SOLENOID
Whenever the exhaust port is clogged with dust, re-
move bolt (9, Figure 2-4) and take out the inner parts. FUNCTION
Also remove unloader valve parts 47, 48, 49, 50, 51, When the horn button on the steering wheel is pressed,
52, 53, and 54. Clean the removed parts thoroughly. the electric circuit is closed and electricity flows to the
After moisture has been removed from the air, the air coil to form an electromagnet that raises the piston.
passes through filter (21) and strainer (22), where oil, Compressed air then flows to sound the horn.
carbon and dirt are removed. This clean, dry air passes
through the check valve at the top of the dryer and is
sent to the air reservoir. If the pressure in the air
reservoir goes above the specified pressure, the gov-
ernor works to unload the air compressor. This un-
loader piping is connected to the unload port of the
after-cooler.
Every time the air compressor is unloaded, the air in
the air dryer is released into the atmosphere, so the
water and oil collected at the end cap (27) is dis-
charged at the same time.
Maintenance
Disassemble and wash the Deflector (25) and the filter
(21) every six months or every 3,000 hours. To disas-
semble the Air Dryer, loosen the bolts (19) first, take FIGURE 2-5. HORN SOLENOID
off the top cap (13), and take out the filter cup (20).
1. Coil Assembly 4. Filter
Then, loosen the nuts (42) and disassemble the de-
2. Core 5. Terminal
flector parts (25, 60, 61 and 62).
3. Plunger
Three service kits are available:
Filter Service Kit RK1486 includes items 14, 21, and
24.
Filter Replacement Kit RK0108 includes items 1, 2, 5,
6, 14, 20, 21, 22, 23, and 24.
Check valve kit RK1869 includes items 10, 16, and 17.
K2-4 Air System K02014 11/98

AIR SYSTEM COMPONENT REPAIR
AIR COMPRESSOR SERVICE
The air compressor is a component of the engine
assembly. Refer to the engine manufacture’s service
manual for removal and repair instructions.
AIR GOVERN0R
Removal
1. Open the drain valve of the air tank and release the
air pressure.
2. Remove lines (1, Figure 3-1).
3. Remove mounting capscrews and air governor
assembly (2).
Installation
Carry out installation the reverse order to removal.
Disassembly
2. Remove snap ring (11), then remove adjustment
screw and spring assembly (10).
3. Pull out piston assembly (3), and remove stem (9)
and spring (8).
FIGURE 3-2. AIR GOVERNOR PARTS
1. Body 8. Exhaust Spring

2. Filter 9. Exhaust Stem
3. Piston 10. Adjuster Assembly
4. Grommet 11. Snap Ring
FIGURE 3-1. AIR GOVERNOR
5. Pressure Valve 12. Cover
6. Spring 13. Washer
1. Air Lines 2. Air Governor 7. O-Ring
K03007 Air System Component Repair K3-1

Assembly
Clean all parts, and check for dirt or damage, then coat
all parts with grease before installing.
1. Fit O-ring and install spring (8) and stem (9) to
piston (3).
2. Fit O-ring and install piston assembly (3) to body
(1).
3. Fit adjustment screw and spring assembly (10) to
body (1), then install snap ring (11).
NOTE: After installing to the machine, check the air
pressure.
FIGURE 3-3. AIR GOVERNOR CROSS SECTION
K3-2 Air System Component Repair K03007

RETARDER VALVE
RETARDER FUNCTION
The rear oil-cooled, multiple-disc retarder brakes are
automatically activated when the engine speed
exceeds the rated revolutions of the shift position.
However, these brakes can be applied manually by Be certain that the air hoses are connected
moving the retarder control lever which is mounted securely before proceeding. Failure to do so
on the steering column. could result in bodily harm and/or damage to the
interior of the cab.
Removal 4. Start the truck and allow the air pressure to rise
to full pressure.
5. Attach a hanging scale to the handle assembly
lever (21).
Relieve air pressure from the system before 6. With supply air pressure at 740 kPa (107.32
working with or on the retarder valve/lever psi), to maintain minimum lever force of 2.9~4.9
assembly. Failure to do so could result in bodily N (0.3~0.5 kgf) to move lever to 190 mm (0.75
harm and/or damage to the interior of the cab. in.) from center when releasing air pressure,
turn case (17, Figure 5-1) to tighten or loosen
tension on spring (18) and secure with nut (16).
1. Shut the engine down and turn off the key
Tighten nut to 9.8~14.7 N.m (7.23~10.85 ft.
switch.
lbs.) torque.
2. After air pressure has been relieved from the
system, disconnect the three air hoses from the
ports in the bottom of the retarder valve body NOTE: DO NOT turn the case inward more than four
(Figure 5-1). Mark the hoses to indicate their turns after initial contact between case (17), spring
appropriate ports for future reference at installa- (18), and plunger (19) is made.
tion.
3. Remove the two bolts (3, Figure 5-2) and lock-
washers (4) from the clamp (5). Separate the
clamp from the body and remove the spacer
(2). Remove the retarder valve/lever assembly
from the steering column.
Installation
1. Hold the clamping area of the retarder valve
body (1, Figure 5-2) against the steering column
so that the lever extends to the right of the col-
umn.
2. Install clamp (5) opposite the valve body around
the steering column and install bolts (3) and
lockwashers (4).
3. Connect the three air hoses to the appropriate
ports in the bottom of the retarder valve body FIGURE 5-1. PORTS
(Figure 5-1).
1. Supply 3. Delivery
NOTE: If the lever replacement kit has been 2. Exhaust
installed, it may be necessary to adjust the lever
friction after installation. If adjustment is required,
proceed with the following steps.
K05005 Retarder Valve K5-1

FIGURE 5-2. RETARDER VALVE AND LEVER ASSEMBLY
1. Valve Body 9. Valve 17. Case 25. Nut
2. Spacer 10. Bolt 18. Spring 26. O-Ring
3. Bolt 11. Lockwasher 19. Plunger 27. Lockwasher
4. Lockwasher 12. Gasket 20. Screw 28. Ring
5. Clamp 13. Spring 21. Handle Assembly 29. Cover
6. Valve Stem 14. O-Ring 22. Plate 30. Cam Follower
7. Spring 15. Piston 23. Bolt 31. Cam
8. Guide 16. Nut 24. Washer 32. Spring
K5-2 Retarder Valve K05005

Disassembly
1. Remove bolts (10, Figure 5-2) and lockwashers 4. Apply gasket (12) to valve body (1) and seat
(11) from valve body (1). cover (29) on gasket.
2. Remove bolt (23), nut (25), and washer (24) 5. Install cover (29) over internal parts onto valve
from plate (22). body (1). Install bolts (10) and lockwashers (11).
Tighten bolts to standard torque.
3. Separate handle assembly (21) from cover (29).
Remove lockwasher (27) and unscrew ring (28) 6. Install o-ring (26) over cover (29).
from cover (29). Lift cover (29) from valve body 7. Install exhaust valve (9), guide(8), spring (7) and
(1). Separate internal parts. valve stem (6) into exhaust port (2, Figure 5-1).
4. Remove setscrew (20) from handle assembly 8. Apply Locktite to set screw (20) and install in
(21). Loosen nut (16) and remove case (17), handle assembly. Tighten to 0.98~1.5 N.m
spring (18), and plunger (19) from handle (0.72~1.09 ft. lbs.) torque.
assembly (21). 9. Install plunger (19, Figure 5-2), spring (18), case
(17) and nut (16) into handle assembly (21).
NOTE: Spring (18) tension should be adjusted as
Assembly
outlined in installation steps 4, 5, and 6 on page K5-1
1. Install o-ring (14) onto piston (15). Seat spring after retarder valve/lever assembly is installed in
(13) and piston into valve body (1), truck.
2. Install spring (32), cam (31) and cam follower 10. Install handle assembly (21) onto cover (29).
(30) into valve body (1) with spring seated on
piston (15). 11. Install plate (22) over cover (29) and secure with
bolt (23), washer (24) and nut (25). Tighten nut
3. Place ring (28) over cam follower (30) and install
(25) to 0.98~1.5 N.m (0.72~1.09 ft. lbs.).
lockwasher (27) in top of ring.
K05005 Retarder Valve K5-3

NOTES
K5-4 Retarder Valve K05005

SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1

HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2-1
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1

HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-2
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-2
Filling Instructions (Hoist Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . L3-2
Filling Instructions (Rear Brake Cooling Oil Supply) . . . . . . . . . . . . . . . . . . L3-2
HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-3
BRAKE COOLING OIL STRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
HIGH PRESSURE HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3-5
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1

STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-1
DEMAND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2
STEERING CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-2
CROSSOVER RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-3
Operation Of Demand And Steering Control Valve . . . . . . . . . . . . . . . . . . . L4-4
EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-12
FLOW SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-13
RELAY TIMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-13
Emergency Steering System Electrical Schematic . . . . . . . . . . . . . . . . . . . L4-14
STEERING VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-7
L01029 10/00 Index L1-1

STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
EMERGENCY STEERING MOTOR PUMP ASSEMBLY . . . . . . . . . . . . . . . . . . . . L6-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-1
STEERING CYLINDER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-2
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-3
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-5
DEMAND VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-7
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-8
RELIEF VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6-9
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1

CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7-1
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1

HOIST VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-1
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-2
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-2
HOIST CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-6
HYDRAULIC SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-1

Dump Body Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-1
Adjusting Hoist Lever Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-2
Adjusting Hoist Limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Testing and Adjusting Hydraulic Pressure in Steering and Hoist Circuit . . . . . . . . . L10-4
Hoist Cylinder Lacks Lifting Force (Lifting Speed) . . . . . . . . . . . . . . . . . . . . . L10-7
Hoist Cylinder Does Not Move . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-8
Excessive Hydraulic Drift of Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . L10-9
Steering Feel is Heavy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-10
Steering Does Not Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-11
Steering Wheel Vibrates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10-12
L1-2 Index L01029 10/00

HYDRAULIC SYSTEM
HYDRAULIC SYSTEM OPERATION
NOTE: Refer to hydraulic system schematic in Section Oil being returned to the tank from the steering and
“R”. hoist circuits flows through a filter element mounted on
top of the tank. Should the filter become restricted, a
The steering and hoist circuits use a common hydraulic bypass valve will open allowing the oil to bypass the
tank located on the left side of the truck. The tank is filter element. The differential pressure at which the
divided into two sections; one for the steering and hoist bypass will open is 1.27 kg/cm2 (18 psi).
and another for the wet disc brake cooling oil. The front
section is for the steering and hoist and the rear section Oil for the wet disc brake cooling circuit flows from the
is for the wet disc brake cooling. Oil used for steering pump through tubing and hoses to the wet disc brake
and hoist flows from the bottom of the tank to the inlet housings. Return oil flows from the brake housings to
housing of the pump mounted on the left upper PTO the brake oil cooler and then back to the rear section
of the transmission. Some pressurization occurs dur- of the hydraulic tank and passes through two filters
ing truck operation as the hoist cylinders are retracted mounted on top of the hydraulic tank before returning
and oil returns to the tank. This pressure is relieved by to the tank.
a breather valve mounted on top of the tank. In the rear The three return filters (one hydraulic, two brake cool-
section of the tank, oil flows from the bottom of the tank ing) on the tank have bypass valves that will allow oil
to the inlet housing of the pump mounted on the right to bypass the filters if one becomes restricted. The
top PTO of the transmission. differential pressure which causes the bypass valve to
The demand valve is mounted on the front side of the open is 1.27 kg/cm2 (18 psi).
hydraulic tank mounting bracket. This valve directs the A brake control valve (BCV) is mounted in the circuit
oil flow from the steering and hoist pump. The oil flow from the pump to the wet disc brake housing. When
is first directed to the steering circuit and after the the disc brakes are not being used, the Brake Control
demand is met, the spool shifts directing oil flow to the Valve bypasses some of the cooling oil back to the
hoist circuit. Anytime steering is being used, the spool tank. This reduces power loss caused by excessive oil
is shifted to meet the steering demand by load sense flowing through the brake housing. Also built into this
pressure from the steering control valve. The demand valve is a pilot relief valve which will actuate at 9
valve has a 210 kg/cm2 (2986psi) relief valve mounted kg/cm2 (128 psi). When actuated, the pilot relief valve
in it to regulate the steering pressure. will cause the main relief valves to open allowing the
Return oil from the steering cylinder flows to the top of excess oil to return to the tank.
the tank and through a filter before returning to the
tank. In the hoist valve return line is an orifice plate COMPONENT DESCRIPTION
which causes some of the oil to flow through a steering
oil cooler mounted in front of the radiator. After going PUMP
through the cooler, oil returns to the front section of the
hydraulic tank. The truck is equipped with two double gear type
pumps. The steering and hoist circuit pump has two
The hoist valve is located on the rear hydraulic tank inlets and two outlets. The total output from the pump
mounting bracket, between the tank and the left frame at 2000 RPM is 668 l/min. (177 GPM) at a pressure of
rail. Oil from the demand valve flows to the hoist valve 210 kg/cm2 (2986 psi).
inlet and back to the tank through the oil filter mounted
on top of the tank if the operator is not using the hoist The wet disc brake cooling pump is also a double gear
circuit. The hoist valve is controlled by the operator type pump that has two inlets and two outlets. The total
through cables and linkages. The operator can direct output from the pump at 2000 RPM is 1051 l/min. (278
the flow of oil in the hoist valve to raise or lower the GPM) at 30 kg/cm2 (426 psi).
dump body. An adjustable internal relief valve protects
the hoist circuit from pressures in excess of 210 kg/cm2
(2986 psi).
L02023 11/98 Hydraulic System L2-1

TANK
The hydraulic tank is mounted to the left frame rail. It Oil returning to the hydraulic tank from the steering and
is separated into two sections. One for steering and hoist circuit passes through a 30 micron filter assem-
hoist the other for the wet disc brake cooling oil. The bly. The oil from the brake cooling circuit passes
service capacity for the steering and hoist section is through two 30 micron filter assemblies. These filters
162 liters (42.8 gal.). and for the rear brake cooling are accessible by removal of a cover plate for each
section is 268 liters (70.8 gal.). filter.
The oil level should be checked periodically with the
body down, engine stopped and parked on level
NOTE: The oil recommended for use in both sections
ground.
of the hydraulic tank (steering/hoist and brake cooling)
is A.P.I. classification CD SAE-10W engine oil.
Refer to “Lubrication and Service” Section “P” for
additional information regarding hydraulic system
service intervals, capacities and oil specifications.
FIGURE 2-2. HOIST VALVE LINKAGE
1. Shaft 2. Lever
FIGURE 2-1. HOIST RELIEF VALVE
1. Relief Valve 2. Housing
L2-2 Hydraulic System L02023 11/98

FIGURE 2-3. HOIST VALVE
1. Drain to Tank 4. To Hoist Cylinder

2. Return to Tank 5. To Hoist Cylinder
3. From Demand Valve 6. Lead Off Line
L02023 11/98 Hydraulic System L2-3

FIGURE 2-4. HYDRAULIC COMPONENT LOCATION
1. Power Down Line 8. Oil Cooler Inlet Hose 15. Steering and Hoist Filter
2. Power Up Line 9. LS Steering Line 16. Brake Cooling Filters
3. Suction Line 10. Steering Return Line 17. Oil Tank
4. Brake Cooling Pump 11. Steering Pressure Line 18. Hoist Valve Inlet Line
5. Steering and Hoist Pump 12. Demand Valve Inlet Lines 19. Orifice Plate
6. Flow Switch 13. Demand Valve 20. Hoist Valve Bleed Line
7. Oil Cooler Return Hose 14. Return Line To Tank 21. Hoist Valve
22. High Pressure Filters
L2-4 Hydraulic System L02023 11/98

HYDRAULIC SYSTEM COMPONENT REPAIR
HYDRAULIC PUMP
Raise the dump body and lock with the safety pin
prior to working on components.
Removal
1. Remove tubes (1 & 2, Figure 3-2). Cap tubes and
pump ports.
2. Remove hoses (1 & 2, Figure 3-3). Cap hoses and
pump ports. FIGURE 3-2. HYDRAULIC PUMP PIPING
3. Remove hydraulic pump assembly (3, Figure 3-2). 1. Pump Inlet Tube 3. Hydraulic Pump
2. Pump Inlet Tube
FIGURE 3-1. HYDRAULIC PUMP ASSEMBLY

1. Drive Gear 3. Gear Case 5. Front Cover 7. Gear Case 9. Driven Gear
2. Front Cover 4. Rear Cover 6. Drive Gear 8. Rear Cover 10. Driven Gear
L03025 7/99 Hydraulic System Component Repair L3-1

Installation
1. Install hydraulic pump assembly. Tighten cap-
screws to standard torque.
2. Remove caps and install hoses (1 & 2, Figure 3-3).
3. Remove caps and install tubes (1 & 2, Figure 3-2).
4. Refill hydraulic system as required. Refer to “Filling
Instructions”.
5. Bleed all air from inlet and outlet lines before
starting engine.
HYDRAULIC TANK
Filling instructions (hoist oil supply) FIGURE 3-3. HYDRAULIC PUMP
1. Lower the dump body and shut down the engine. 1. Outlet Hose 3. Hydraulic Pump
2. Outlet Hose
Release hydraulic tank filler caps slowly to remove

any internal pressure.
2. Turn the oil filler cap (3, Figure 3-4) slowly coun-
terclockwise to release internal tank pressure.
3. Fill tank with recommended oil (refer to Section P,
“Lubrication and Service”) until oil is visible in the
sight glass (4).
• Hydraulic tank refill capacity: 162 Liters
(42.8 gal.)
4. Replace fill cap.
5. If hydraulic components have been removed and
lines drained, start the engine and raise the dump
body 2-3 times to circulate oil.
6. Shut down the engine and repeat steps 2. through
4. if necessary.
Filling instructions (rear brake cooling oil supply)

1. Lower the dump body and shut down the engine. FIGURE 3-4. HYDRAULIC TANK
2. Turn the oil filler cap (8, Figure 3-4) slowly coun- 1. Filter Covers 6. Brake Oil Drain
terclockwise to release internal tank pressure. 2. Bolts 7. Brake Cooling Oil
3. Hydraulic Oil Filler Sight Glass
3. Fill tank with recommended oil (refer to Section P,
Cap 8. Brake Cooling Oil
“Lubrication and Service”) until oil is visible in the
4. Hydraulic Oil Level Filler Cap.
sight glass (7).
Sight Glass 9. Breather
• Rear Brake Oil tank refill capacity: 268 Liters 5. Hydraulic Oil Drain
(70.8 gal.)
4. Replace fill cap.
L3-2 Hydraulic System Component Repair 7/99 L03025

HYDRAULIC TANK FILTERS
Filter Replacement
1. Lower the dump body and shut down the engine.
Release hydraulic tank filler cap slowly to remove

any internal pressure.
2. Turn the oil filler caps (3 & 8, Figure 3-4) slowly

counterclockwise to release internal tank pres-
sure.
3. Remove bolts (2) on filter covers (1).
4. Remove the elements (2, Figure 3-5) from housing.
5. Thoroughly clean filter housings, covers (4) and FIGURE 3-5. HYDRAULIC TANK FILTERS
bypass valve (3) components. 1. Hydraulic Tank 3. Bypass Valve
2. Filter Element 4. Cover
6. Install new elements. Install bypass valves and
covers. Tighten bolts (2, Figure 3-4) to standard
torque.
7. Check oil level; oil must be visible in sight glass.
HYDRAULIC TANK BREATHER

Cleaning
1. Shut down the engine and open hydraulic tank
filler caps slowly to relieve any internal pressure.
2. Clean dirt accumulation from area of breather (9,
Figure 3-4).
3. Remove the breather from the tank.
4. Remove snap ring (1, Figure 3-6), cover (2) and
filter element (3).
NOTE: If breather is equipped with a nut, remove nut
instead of snap ring to remove element.
5. Clean breather element in solvent and blow dry.
Clean remaining parts in solvent and dry thor-
oughly. FIGURE 3-6. HYDRAULIC TANK BREATHER
6. Install element, cover and snap ring. 1. Snap Ring 3. Element
2. Cover
NOTE: If equipped with a nut instead of a snap ring,
tighten nut, but do not overtighten as the stud will twist
off easily.
7. Install breather element on hydraulic tank.

BRAKE COOLING OIL STRAINER HIGH PRESSURE HYDRAULIC FILTERS
A strainer (Figure 3-7), located near the lower right rear
Filter Assembly Removal
corner of the engine removes particles from the brake
cooling oil circuit after the oil flows out of the brake 1. Lower the dump body and shut down the engine.
housings and before it enters the brake oil cooler Clean dirt accumulation from the high pressure
mounted in front of the engine. hydraulic filters and tube connections in front of
the hydraulic tank.
This strainer should be removed and cleaned when-
ever the brake cooling oil is drained and replaced, or if
a rear disc brake failure should occur.
Cleaning
Release hydraulic tank filler cap slowly to remove
1. With the brake cooling oil drained, remove the any internal pressure.
flange capscrews (3, Figure 3-7).
Hydraulic fluid escaping under pressure can have
2. Disassemble the tube coupling forward of the sufficient force to enter a person’s body by pene-
strainer or remove the flange capscrews at the oil trating the skin and cause serious injury and pos-
cooler inlet and remove tube (4). sibly death if proper medical treatment by a
3. Remove strainer (1) and clean thoroughly. Inspect physician familiar with this injury is not received
wire mesh for damage. immediately.
4. Reinstall strainer and tube using new O-ring seals.
5. Refer to Filling Instructions in this Section.
FIGURE 3-8. HIGH PRESSURE FILTERS & PIPING

1. Capscrew 8. Capscrew
2. Washer 9. Washer
3. O-Ring 10. Split Flange
4. Capscrew 11. Bracket (on Hyd. Tank)
FIGURE 3-7. BRAKE COOLING OIL STRAINER 5. Washer 12. Washer
1. Strainer 4. To Brake Oil Cooler Inlet 6. U-Bolt 13. Nut
2. From Rear Brakes 5. Engine Oil Pan 7. Filter Assembly
3. Capscrew

2. Turn the oil filler caps (3 & 8, Figure 3-4) slowly 4. Carefully align all components and connections to
counterclockwise to release internal tank pres- prevent any binding or kinking and then begin
sure. tightening all capscrews and nuts sequentially to
final standard torque.
3. Place a receptacle under the filters to receive
hydraulic oil which will drain from filters when
disconnected.
4. Remove capscrews (1, 4, & 8, Figure 3-8), washers
(2, 5, & 9), and split flanges (10) securing filters Tighten all connections before starting engine and
(7). applying hydraulic pressure.
Move hydraulic tubes away from filter housings. 5. Start engine and check for leaks before releasing
5. Remove nuts (13) and washers (12) holding U- truck for service. Check hydraulic tank oil level; oil
bolts (6) to bracket (11). Remove filter assemblies must be visible in sight glass (4, Figure 3-4).
(7). Discard O-rings (3).
Filter Element Replacement
Plug or cover all open hydraulic connections to
prevent entry of contaminants and move filter 1. Place filter assembly (Figure 3-9) on work bench.
assemblies to a clean service area. Using a spanner tool at both ends, hold housing
(1) and loosen (counter-clockwise) inlet housing
Filter Assembly Installation (5).
1. Remove plugs and/or covers from connections. Remove inlet and then remove filter element (2)
Install new O-rings (3, Figure 3-8) in all locations. from housing. Discard O-Ring (3) and Backup
Install filter assemblies (7) to outlets and install Ring (4).
capscrews (1 & 4), washers (2 & 5). Do not tighten 2. Thoroughly clean filter housing and inlet housing.
capscrews to final torque at this time. Using clean hydraulic oil, lightly lubricate sealing
2. Move hydraulic tubes to filter housings inlets and surfaces.
reconnect with capscrews (8), washers (9), and 3. Install new element (2) into filter housing (1) using
split flanges (10). Do not tighten capscrews to final new O-Ring (3) and Backup Ring (4).
torque at this time.
4. Install inlet housing (5) to filter housing (1) and
3. Install U-bolts (6) holding filter assemblies (7) to tighten to 10 - 12 kg.m (73 - 87 ft. lbs.) torque.
bracket (11). Install washers (12) and nuts (13).
Do not tighten nuts to final torque at this time. 5. Refer to “Filter Assembly Installation” and install
on truck.
NOTE: Filter Elements should be replaced every 2000 hours* , and after
any debris-producing component failure within the hydraulic system.
* More frequent replacement may be required in very dusty/dirty environ-
ments.
FIGURE 3-9. FILTER ASSEMBLY

1. Filter Housing 3. O-Ring 5. Filter Housing Inlet 7. Spanner Hole
2. Filter Element 4. Backup Ring 6. Spanner Hole

NOTES

STEERING CIRCUIT
FIGURE 4-1. STEERING SYSTEM COMPONENTS

1. Tire 5. Steering Wheel P: From Demand Valve
2. Steering Cylinder 6. Steering Control Valve T: To Hydraulic Tank
3. Tie Rod 7. Knuckle LS: To Demand Valve
4. Crossover Relief Valve 8. Arm (A-Frame)
STEERING CIRCUIT OPERATION

The steering system is a self-metering, power steer- The truck is also equipped with an automatic emer-
ing type. When the steering wheel (5, Figure 4-1) is gency steering system to provide oil pressure to the
rotated, the steering control valve (6) is actuated steering circuit in the event of a loss of oil supply
causing the oil to flow into the steering cylinder (2). from the engine driven steering pump. Refer to page
Extending one steering cylinder while retracting the L4-12 for a description of the emergency steering
opposite steering cylinder will change the angle of system components.
the front wheels, allowing the operator to steer the
Additional information describing steering circuit
truck as desired. The tie rod (3), attached to the
operation can be found in the description of the fol-
knuckle (7) maintains a constant angular relationship
lowing system components.
between the left and right wheels.
L04017 12/98 Steering Circuit L4-1

DEMAND VALVE STEERING CONTROL VALVE
The demand valve (Figure 4-2) divides the oil sent The steering control valve (Figure 4-3) is mounted
from the steering pump and the hoist pump sending it under the cab floor and is connected to the steering
to the proper circuit according to a pressure signal column by a short drive shaft.
received from the steering control valve. If the opera-
When the operator rotates the steering wheel, steer-
tor is raising the dump body and no steering is
ing circuit oil is directed through the crossover relief
required, all oil is directed to the hoist circuit. When
valve manifold to the steering cylinders.
steering is required, the amount of oil needed to
steer the truck is directed to the steering valve. Pages L4-4 through L4-11 describe the various oper-
ating conditions of both the steering control valve and
the demand valve.
FIGURE 4-3. STEERING CONTROL VALVE

ASSEMBLY
FIGURE 4-2. DEMAND VALVE ASSEMBLY P: From Demand Valve

T: To Hydraulic Tank
A: To Steering Valve
LT: To Steering Cylinder
B: To Hydraulic Tank
R: To Steering Cylinder
C: Emergency Steering Pump Port
LS: To DemandValve
D: To Hoist Valve
E: From Steering Valve (LS Port)
F: From Steering Pump
G: From Hoist Pump
L4-2 Steering Circuit 12/98 L04017

HYDRAULIC SCHEMATIC
FIGURE 4-4. CROSSOVER RELIEF VALVE ASSEMBLY

1. Relief Valve Assembly A: To Steering Cylinder
Tightening Torque 11 ± 1.5 kg.m (80 ± 10 ft. lbs.) B: To Steering Cylinder
2. Valve Body C: From Steering Valve
D: From Steering Valve
CROSSOVER RELIEF VALVE

The steering system crossover relief valve (Figure 4-
4) provides protection against excessive pressure in
the steering circuit if an external force is applied to
the front wheels and the steering cylinders.
The relief valves allow oil to escape from the steering
cylinders if pressure exceeds 240 kg/cm2 (3400 psi).

OPERATION OF DEMAND AND
STEERING CONTROL VALVE
STEERING CONTROL VALVE: When steering DEMAND VALVE: When steering valve is at
valve is at neutral neutral
The oil from the pump passes through the demand The oil from the steering pump enters port (A, Figure
valve and enters port P of the steering valve. 4-5). At the same time, the oil from the hoist pump
enters port B. When the steering valve is at neutral,
Valve spool is at the neutral position, so port P and port P of the steering valve is closed, so the pressure
ports (RT and LT) to the cylinder are closed. No oil at port P rises. The pressure from port P passes
flows to the cylinder, so the cylinder does not move. through orifice "F" enters the chamber C, and moves
At the same time, port LS is connected through port spool (7) to the right.
R to the tank. As a result, there is no oil pressure at Port LS and chamber D are connected to the tank,
port LS, so all the oil from the pump at the demand and the force moving spool (7) to the left is the force
valve flows to the hoist valve. of spool return spring (6). The pressure in chamber C
rises until it overcomes the set pressure of spool
return spring (6). As a result, spool (7) stops in the
position shown in the diagram, and all the oil from the
steering pump and hoist pump flows to the hoist
valve.
When the steering valve is operated:

When the steering is operated, port P and port LS
are connected, and the circuit between the tank and
port LS is shut off. The hydraulic pressure before
entering the orifice of the steering valve acts on
chamber C of spool (7), and the hydraulic pressure
coming out from the orifice acts on chamber D.
There is a difference in the area of the opening of the
steering valve orifice when the steering is turned
quickly and when it is turned slowly. Therefore, the
hydraulic pressure on both sides of the orifice also
changes and a pressure difference is created. In this
way, spool (7) is actuated by the balance of the force
of return spring (6) and the differential pressure
between both sides of the steering valve orifice. In
other words, it moves according to the balance of the
oil pressure in chamber C pushing to the right, and
the pressure of the oil in chamber D and return spring
(6) pushing to the left. The larger the difference in oil
pressure at the steering valve orifice, the less dis-
tance the spool will travel to the left.

FIGURE 4-5. DEMAND AND STEERING VALVE NEUTRAL
1. Demand Valve 8. Relief Valve A: From Steering Pump
2. Check Valve 9. Relief Valve B: From Hoist Pump
3. Emergency Steering Pump 10. Steering Cylinders C: Chamber
4. Hoist/Steering Pump 11. Crossover Relief Valve D: Chamber
5. To Hoist Valve 12. Steering Control Valve E: Orifice
6. Spring 13. Spool F: Orifice
7. Spool

STEERING CONTROL VALVE: When steering DEMAND VALVE: When steering wheel is oper-
wheel is operated slowly to the right. ated slowly to the right.
When the steering wheel is turned slowly to the right The area of the opening of the steering valve orifice
(Figure 4-6), input shaft rotates. When this happens, is small, so the difference in pressure between the
valve spool moves down. So when input shaft two sides of the orifice is large. As a result, the move-
rotates, the oil from the demand valve flows into port ment when the steering wheel is operated slowly to
P. the right, the spool moves a short distance to the left,
and some of the oil from the steering pump flows to
The oil inside the valve spool then passes between
the steering valve. The remaining oil from the steer-
the stator and rotor in the metering portion of spool
ing pump and all the oil from the hoist pump flows to
valve.
the hoist valve.
After the amount of oil flowing to the steering cylinder
is measured here, it enters the inside of the valve
spool, passes through a hole in the valve spool
through port RT and flows to the steering cylinders.
In this way, the two cylinders are actuated and the
wheels turn to the right.
The oil returning from the steering cylinder flows from
port LT and goes back to the tank.
The demand spool is actuated by the difference in
pressure between the oil pressure at port P end and
the oil pressure at the port LS end. As a result, only
the necessary amount of oil flows to the steering cir-
cuit, and remaining oil flows from the demand valve
to the hoist valve.

FIGURE 4-6. STEERING SLOWLY RIGHT
7. Spool

STEERING CONTROL VALVE: When steering DEMAND VALVE: When steering wheel is oper-
valve is operated quickly to the left. ated quickly to the left.
When the steering wheel is turned quickly to the left The area of the opening of the steering valve orifice
(Figure 4-7), input shaft rotates. When this happens, is large, so the difference in pressure between the
valve spool moves up. The oil from the demand valve two sides of the orifice is small, therefor the differ-
flows into port P, through a hole in the valve spool, ence at chamber C and D is also small. As a result,
and enters the inside of the valve spool. spring (6) moves spool (7) a long distance to the left,
and all the oil from the steering pump together with
The oil inside the valve spool then passes between
some of the oil from the hoist pump passes through
the stator and rotor in the metering portion of the
check valve (2) and flows to the steering valve to pro-
valve.
vide a large amount of oil to the steering valve.
After the amount of oil flowing to the steering cylinder
is measured here, it flows through port LT and flows
to the steering cylinders.
In this way, two cylinders are actuated and the
wheels turn to the left.
The oil returning from the steering cylinder flows from
port RT and goes back to the tank.
The demand spool is actuated by the difference in
pressure between the oil pressure at port P end and
the oil pressure at the port LS end. As a result, only
the necessary amount of oil flows to the steering cir-
cuit, and remaining oil flows from the demand valve
to the hoist circuit.

FIGURE 4-7. STEERING QUICKLY TO THE LEFT
7. Spool

DEMAND VALVE: When in emergency steering STEERING CONTROL VALVE: When in emer-
mode. gency steering mode.

FIGURE 4-8. EMERGENCY STEERING MODE
7. Spool

FIGURE 4-9. EMERGENCY STEERING SYSTEM COMPONENTS
1. Batteries 6. Steering Pump

2. Emergency Relay Switch 7. Check Valve
3. Delay Timer 8. Demand Valve
4. Emergency Steering Switch 9. Emergency Steering Pump
5. Flow Switch 10. Hydraulic Oil Tank
EMERGENCY STEERING SYSTEM

If a loss of oil from the steering system occurs, either
due to loss of engine power or a pump (6, Figure 4-9) A switch mounted on the console next to the operator
malfunction, a flow switch (5) senses loss of oil flow can be used to activate the emergency steering sys-
and sends an electrical signal to the delay timer (3). If tem if necessary to steer the truck when the engine is
oil flow is insufficient for more than 3 seconds, the not operable. Use of the emergency steering system
emergency steering motor relay switch (2) is ener- should be limited to a maximum of 90 seconds.
gized. When the relay is energized, the emergency If necessary, the dump body may be raised using the
steering system pump motor turns on and drives the emergency steering system.
emergency steering pump (9). The operator can then
safely steer the truck out of traffic and shut down the
truck for system repairs.

FIGURE 4-10. EMERGENCY STEERING SYSTEM FLOW SWITCH
1. Reed Switch 3. Spring 5. Magnet
2. Pivot Pin 4. Plate
FLOW SWITCH
The flow switch (Figure 4-10) is installed in the steer-
ing circuit piping to monitor steering circuit oil flow.
Operation
Refer to "A", Figure 4-10:
When oil is flowing in the pipe, plate (4) is pushed to
the left, overcoming spring (3) force and the lever
pivots on pin (2). The magnet (5) mounted on the
lever moves away from the reed switch and opens
the contact.
Refer to "B", Figure 4-10:
When oil flow is interrupted, the lever pivots in the
opposite direction due to spring (3). Magnet (5)
moves close to the reed switch contacts closing the
electrical circuit. This electrical signal is routed to the
relay timer below.
Relay Timer
The relay timer provides an electrical delay in the cir-
cuit between the flow switch and the emergency
steering pump motor relay. The timer is adjusted to
provide a 3 second delay to prevent accidental actu-
ation of the emergency steering system due to slight
FIGURE 4-11. RELAY TIMER
interruptions in oil flow. Refer to Figure 4-12 for elec-
trical schematic.
1. Timer Assembly 2. Delay Adjustment
Knob

FIGURE 4-12. EMERGENCY STEERING SYSTEM
ELECTRICAL SCHEMATIC

STEERING VALVE ASSEMBLY
Removal 5. Mark location of each hose attached to steering
valve assembly ports. (Note: each port is
1. Loosen the oil filler cap slowly to release the
marked with a letter.) Disconnect 5 hoses (2).
pressure inside the hydraulic tank.
Cap all openings to prevent contamination and
2. Pass a rope through the yoke and secure the excessive leakage.
yoke to the top to prevent the yoke from falling
6. Remove capscrews (3, Figure 5-2) retaining
out from the column shaft spline.
steering valve assembly to mounting bracket
3. Make match marks to show the position of inser- (4).
tion for the spline at the steering wheel and
7. Lower the assembly from the bracket.
yoke as shown in Figure 5-2. (This will allow
proper reassembly in case splines must be sep-
Installation
arated.)
1. Raise the steering control valve into position,
4. Remove yoke lock bolt (1, Figure 5-1) The lock
aligning spline match marks made prior to
bolt has a fine thread; be careful not to lose it or
damage the thread. removal if the lower shaft was not removed.
2. Attach steering control valve to mounting
a. Check that the yoke moves up and down
bracket using capscrews (3, Figure 5-2).
easily on the spline of the steering valve
Tighten capscrews to standard torque. If the
input shaft, and that it comes off easily.
shaft (4, Figure 5-1) has not been disassem-
NOTE: If yoke cannot be easily removed from the bled, attach the yoke to the input shaft splines.
input shaft, it may be necessary to remove the Insert the lock bolt (1) and tighten to standard
steering valve assembly and lower shaft as a unit by torque.
disengaging the splines. 3. Remove caps and plugs and attach hoses (2,
b. Do not use excessive force removing the Figure 5-1) to the correct ports.
yoke as the input shaft can be damaged. 4. Verify all hydraulic and mechanical connections
are secure.
5. Verify proper operation of steering system com-
ponents.
FIGURE 5-2.
FIGURE 5-1.
1. Yoke 3. Capscrews
1. Lock Bolt 3. Steering Valve Assy.
2. Steering Valve Assy. 4. Mounting Bracket
2. Hoses 4. Column Shaft
L05011 Steering Valve Assembly L5-1

Disassembly
• When carrying out maintenance of the power
steering system, cleanliness is absolutely
essential. The hydraulic circuit must be
completely isolated from any dirt or dust.
• If it is necessary to disassemble any part of the
unit, always use a clean work stand.
• Before disconnecting any piping, always wipe off
all the dirt on the outside.
• Before setting the unit on the work stand, always
wipe off any dirt on the outside.
• After disassembly, clean with a petroleum base
solvent that is free from any impurity, then blow
with dry air that is free from any impurity. FIGURE 5-4. COMMUTATOR REMOVAL
1. Commutator 2. Valve Assembly
1. Remove 7 mounting bolts (5, Figure 5-3), then

If any other solvent is used, it may cause deterio-
insert screwdriver between end cover assembly
ration of the rubber seal. Do not wipe any part
(4) and sleeve (3), and remove end cover
with a cloth or apply hot air to the unit.
assembly. After removing, check for any break-
The solvent is a flammable substance, so be age around the edge of the end cover hole.
careful to handle it correctly and do not bring any 2. Remove commutator (1, Figure 5-4) and washer
flame close to it. (2, Figure 5-5). Do not remove pin (1).
Preparation
• Fit blind plugs to 5 ports of the valve body, clean
the outer parts, then remove the blind plugs.
• Install tube nut (2, Figure 5-3) to one of the ports.
• Install in vice (1) with the end cover facing up.
• Do not hold the valve body directly in the vice.
This may cause damage to the unit.
FIGURE 5-5.
1. Pin 2. Washer
FIGURE 5-3. END COVER REMOVAL
1. Vise 4. End Cover

2. Tube Nut 5. Bolts
3. Sleeve
L5-2 Steering Valve Assembly L05011

FIGURE 5-8. SLEEVE REMOVAL
1. Sleeve 2. Valve Body
FIGURE 5-6. COMMUTATING RING REMOVAL
1. Mounting Bolts 3. Manifold
2. Commutator Ring 4. Rotor Set
5. Insert screwdriver between sleeve (1, Figure 5-

8) and valve body (2), and remove sleeve.
3. Using 2 mounting bolts (1, Figure 5-6), remove
commutator ring (2) and manifold (3). 6. Remove drive link (1, Figure 5-9).
4. Using 2 mounting bolts, remove rotor set (4, Fig-
ure 5-7) and wear plate (1) in the same way as
commutator ring and manifold.
FIGURE 5-9. DRIVE LINK REMOVAL

1. Drive Link 2. Valve Body
FIGURE 5-7. ROTOR SET REMOVAL
1. Wear Plate 3. Manifold

2. Commutator Ring 4. Rotor Set

FIGURE 5-12.
FIGURE 5-10. BALL REMOVAL 1. Input Shaft 3. Valve Body

1. Ball 2. Valve Body 2. Upper Cover 4. Mounting Bolt
9. Install in vice so that input shaft (1, Figure 5-12)

faces up, then make match marks with a punch
7. Remove ball (1, Figure 5-10). in upper cover (2) and valve body (3).
8. Remove rod (1, Figure 5-11), roller (2), rod (3), 10. Remove 4 mounting bolts (4), hold input shaft
and spring (4). (1) and move it up, then remove input shaft,
upper cover, and valve spool assembly (1, Fig-
ure 5-13).
The valve spool is fitted into the body with an

extreme small clearance, so be careful not to
apply any sideways force as it will become
impossible to remove it. When removing the
valve spool from the housing, never use any
excessive force.
FIGURE 5-11.
1. Rod 3. Rod
2. Roller 4. Spring
FIGURE 5-13.
1. Spool Assembly 2. Upper Cover

FIGURE 5-16.
FIGURE 5-14. 1. Snap Ring 4. Thrust Washer

2. Thrust Washer 5. Wave Washer
1. Shims 2. Spacer 3. Thrust Bearing 6. Input Shaft
11. Remove upper cover assembly from input shaft

and valve spool assembly, then remove shim
(1, Figure 5-14) and spacer (2).
shims, and keep in a safe place.
FIGURE 5-17. PIN REMOVAL

1. Punch 2. Input Shaft
FIGURE 5-15.
1. Snap Ring 4. Seal Ring
2. Spacer 5. Upper Cover
3. Seal
12. Remove seal (6, Figure 5-15) and snap ring (1),
then remove spacer (2), seal (3), and seal ring
(4) from upper cover (5).
NOTE: Seal (3) and seal ring (4) may be combined
into one piece.
13. Remove snap ring (1, Figure 5-16), thrust
washer (2), thrust bearing (3), thrust washer (4),
and wave washer (5) from input shaft (6).
14. Using a punch (1, Figure 5-17) 3.0 mm dia., x 16
mm long (0.12 in. dia. x 0.62 in. long), remove FIGURE 5-18. PIN DETAIL
pin (2, Figure 5-18) from input shaft.
1. Shaft 2. Pin
NOTE: To prevent damaging the input shaft, carry
out the operation on a wooden block.

FIGURE 5-19.
1. Spool 3. Spacer
2. Torsion Bar 4. Pin
FIGURE 5-21. BALL REMOVAL

1. Valve Spool 3. Drive Link
15. Set valve spool (1, Figure 5-19) facing down, 2. Input Shaft 4. Ball
then remove torsion bar (2) and spacer (3) from
input shaft and valve spool assembly.
17. Set valve spool (1, Figure 5-21) facing down,
16. Set valve spool (1, Figure 5-20) facing down,
then rotate input shaft (2) clockwise until ball (4)
then rotate input shaft (2) until drive link (3)
comes out.
comes out.
NOTE: Do not remove ball retaining spring (1, Figure
5-22) unless replacing it. When removing it, make the
end horizontal, grip it with pliers, then pull it up until it
comes completely away from valve spool (2). Be
careful not to damage the control edge or outside
circumference of the valve spool.
FIGURE 5-20. DRIVE LINK REMOVAL

FIGURE 5-22.
1. Valve Spool 3. Drive Link 1. Ball Retaining Spring 2. Valve Spool
2. Input Shaft

Assembly
• Before assembling, wash all parts in clean
petroleum base solvent, then dry with air. Never
wipe with a cloth.
• Check that there are no pieces of paint remaining
on the edge of the lapped surface.
• Unless there are special instructions, do not coat
any part with oil when assembling.
1. Set thrust washer (1, Figure 5-23), thrust bear- FIGURE 5-25.
ing (2), and thrust washer (1, Figure 5-24) on 1. Wave Washer 3. Thrust Bearing
input shaft, and install snap ring (2). 2. Thrust Washer
FIGURE 5-23.
1. Thrust Washer 3. Input Shaft FIGURE 5-26. BALL INSTALLATION
2. Thrust Bearing 1. Ball 2. Valve Spool
2. Install wave washer (1, Figure 5-25) to thrust

bearing (3) and thrust washer (2). 4. Rotate counterclockwise so that ball and groove
are meshed, and insert input shaft (1, Figure 5-
3. Install ball (1, Figure 5-26) on inside of valve
27) in valve spool (2).
spool (2).
NOTE: Keep the spool horizontal when carrying out

the operation.
FIGURE 5-24.
1. Thrust Washer 2. Snap Ring FIGURE 5-27. INPUT SHAFT INSTALLATION
1. Input Shaft 2. Valve Spool

FIGURE 5-30.
1. Spool 3. Drive Link
FIGURE 5-28. 2. Input Shaft
1. Valve Spool 3. Thrust Washer
2. Torsion Bar
5. Fit middle of torsion bar (2, Figure 5-28)

between thrust washer (3) and valve spool (1). If the spool, drive link, and input shaft are not
NOTE: The positioning of the valve spool and input correctly installed in relation to each other, the
shaft is carried out by fitting the torsion bar. steering unit will not work properly.
6. Check spline of drive link (1, Figure 5-29) and
input shaft (2), then align spline of valve spool 7. Measure diameter "A" of pin (1, Figure 5-31) of
(3), and install drive link. torsion bar (2) at several places, and check that
NOTE: If the drive link and input shaft spline do not the difference is less than 0.025 mm (.001 in.).
mesh, rotate the input shaft slightly to mesh them.
When inserting the drive link, fit the torsion bar
securely.
If the drive link is assembled correctly, a clearance of
8.89 mm (0.350 in.) will be obtained between the
thrust washer and valve spool.
FIGURE 5-31. PIN MEASUREMENT

1. Pin 2. Torsion Bar
FIGURE 5-29.
1. Drive Link 3. Spool

2. Input Shaft

FIGURE 5-32.
1. Pin 3. Spacer FIGURE 5-34.
2. Torsion Bar 4. Spool & Input Shaft 1. Torsion Bar 2. Pin
8. Set spacer (3, Figure 5-32) to torsion bar (2),

and insert valve spool and input shaft assembly
(4). 11. Install spacer (1, Figure 5-35) on input shaft and
9. Using punch (1, Figure 5-33) (outside diameter: valve spool.
3 mm (0.12 in.)), align pin holes of torsion bar
and input shaft (2).
NOTE: If there is a lip at one end on the inside of the
10. Using above punch, drive pin (2, Figure 5-34) in
spacer, install with the lip surface facing the wave
0.8 mm (0.031 in.) from end face of input shaft.
washer.
FIGURE 5-35.
FIGURE 5-33. PIN INSTALLATION 1. Spacer 2. Spool Assembly

1. Punch 2. Input Shaft

FIGURE 5-36.
1. Valve Spool Assembly 3. Shim
2. Valve Body FIGURE 5-38.
1. Tool (790-452-1200) 2. Upper Cover
12. Install input shaft and valve spool assembly (1,

Figure 5-36) to valve body (2).
13. Set shim (3) on thrust washer, then fit seal, align
match mark of upper cover (2, Figure 5-37) and 16. Measure width of groove of drive link (1, Figure
install the mounting bolts (4) temporarily. 5-39) at several places, and check that the dif-
ference is less than 0.025 mm (0.001 in.).
14. Set tool (1, Figure 5-38) in position, and install
so that valve body and upper cover are cen- 17. Pull input shaft down, align drive link (1) with
tered. valve spool spline, and install. Rotate spool so
that valve body is level with end face of spool.
15. Tighten mounting bolts (4, Figure 5-37), and
remove special tool.
FIGURE 5-37. UPPER COVER INSTALLATION

FIGURE 5-39. DRIVE LINK INSTALLATION
1. Valve Spool 3. Valve Body
2. Upper Cover 4. Bolt 1. Drive Link 2. Valve Body

FIGURE 5-42. MEASURING MOUNTING HEIGTH
1. Micrometer 2. Drive Link
FIGURE 5-40. DRIVE LINK INSTALLATION

1. Drive Link 2. Pin
20. Install ball (1, Figure 5-43).

18. Align drive link (1, Figure 5-40) and pin (2), then 21. Set rod (2) to spring (3), and fit to valve body (6),
install. then install roller (4) and rod (5).
19. Using depth micrometer (1, Figure 5-42), mea- 22. Fit seal to valve body.
sure mounting height "h" (See Figure 5-41) of
end face of valve spool and valve body.
Mounting height "h" = Within 0.063 mm (0.002 in.)
NOTE: If mounting height "h" = 0.064 mm (0.003 in.)

or more, repeat steps 12 - 19 and adjust the shims to
make "h" = within 0.063 mm (0.002 in.).
FIGURE 5-43.
1. Ball 4. Roller
2. Rod 5. Rod
3. Spring 6. Valve Body
FIGURE 5-41.
1. Drive Link 2. Valve Body

FIGURE 5-44. ROTOR INSPECTION
1. Rotor Assembly 2. Stator
23. Before installing rotor, inspect rotor as follows.

a. Set pin side of end cover assembly facing
up, and spline side of rotor assembly (1, Fig- FIGURE 5-46.
ure 5-44) facing down, and check that the
rotor rotates freely inside the stator (2). 1. Guide Pin 2. Wear Plate
b. Measure thickness of rotor and stator, and
check that difference is within 0.18 mm
(0.007 in.). 24. Using guide pin (1, Figure 5-46), install wear
plate (2), rotor assembly (5, Figure 5-47), and
c. Using feeler gauge (1, Figure 5-45) check manifold (4).
that clearance of rotor from stator is within
0.18 mm (0.007 in.). 25. Fit seal to end cover assembly (1).
26. Set sleeve (2) and end cover assembly (1) in
position, then tighten mounting bolts (3) uni-
formly and install sleeve, then remove end
cover assembly.
FIGURE 5-45. ROTOR CLEARANCE

1. Feeler Gauge 3. Stator
2. Rotor
FIGURE 5-47. SLEEVE INSTALLATION
1. Cover Assembly 5. Rotor Assembly

2. Sleeve 6. Wear Plate
3. Bolt 7. Wear Plate
4. Manifold

FIGURE 5-48.
1. Cover Assembly 2. Washer
27. Fit washer (2, Figure 5-48) to end cover assem-

bly (1), and install commutator (1, Figure 5-49). FIGURE 5-50.
NOTE: Install the commutator with the concave part 1. Commutator 3. Drive Link
facing the end cover assembly side. Position so that 2. Manifold 4. Sleeve
the hole in the oval commutator is in a straight line
with one of the bolt holes in the end cover assembly.
28. Install commutator ring (1, Figure 5-49).
29. Rotate input shaft so that tip of drive shaft is
aligned with oval hole in commutator. (See Fig-
ure 5-50)
30. Set end cover assembly (2, Figure 5-51) on
sleeve (3), then tighten 5 mounting bolts (1) uni-
formly. Tighten to standard torque.
FIGURE 5-51. END COVER INSTALLATION
1. Bolt 3. Sleeve
2. End Cover 4. Valve Body
FIGURE 5-49.
1. Commutator 2. Valve Assembly

FIGURE 5-53. SPACER INSTALLATION
1. Spacer Installation 2. Spacer
FIGURE 5-52. SEAL ASSEMBLY INSTALLATION Tool (790-452-1100)
1. Seal Ring 4. Seal
2. Seal 5. Spacer
3. Snap Ring
31. Set input shaft end facing up, then install seal 32. Using tool (1, Figure 5-53), install spacer (2)
ring (1, Figure 5-52) and seal (2). from small diameter end.
NOTE: Install the seal from the small diameter end. 33. Install snap ring (3, Figure 5-52).
Seal ring (1) and seal (2) are supplied stuck together 34. Fit seal (4) to input shaft, and install to upper
as one unit. Coat the new seal with oil, and install it cover.
from the lip end; - When doing this, coat thinly with
grease.

STEERING CIRCUIT COMPONENT REPAIR
EMERGENCY STEERING MOTOR PUMP
ASSEMBLY
Removal

pin. Disconnect the cable from the negative (-)
terminal of the battery.
1. Drain hydraulic oil.

2. Disconnect motor wiring (1, Figure 6-1). FIGURE 6-1. EMERGENCY STEERING PUMP
3. Remove tube (2, Figure 6-2). MOTOR
4. Remove hose (3). 1. Motor Wiring 2. Steering Motor Pump
Assembly
5. Remove emergency steering motor pump
assembly.
Note: Remove the emergency steering motor pump
assembly together with bracket.
Installation
1. Lift emergency steering motor pump assembly
and bracket into position.
2. Install hose (3, Figure 6-2).
3. Install tube (2).
4. Connect motor wiring (1, Figure 6-1).
5. Refill oil to the specified level and run the engine
to circulate the oil through the system. Then
check the oil level again.
FIGURE 6-2. PUMP PIPING

1. Steering Motor 2. Tube
Pump Assembly 3. Hose
L06009 Steering Circuit Component Repair L6-1

STEERING CYLINDER ASSEMBLY
Removal
1. Disconnect grease tube (1, Figure 6-3).
2. Remove head pin (2).
NOTE: Support with a transmission jack. Start the

engine and operate the steering to retract the piston
rod, then disconnect the cylinder bottom from the
frame.
3. Remove head hose (3, Figure 6-3). FIGURE 6-3. STEERING CYLINDER PIPING
4. Remove rod hose (4).
1. Grease Tube 3. Head Hose
5. Disconnect grease tube (2, Figure 6-4). 2. Head Pin 4. Rod Hose
6. Remove rod pin (3).
7. Remove steering cylinder assembly (1).
Installation
1. Lift steering cylinder (1, Figure 6-4) into position.
Position rubber boot (1, Figure 6-5) and install
head pin (2, Figure 6-3). Install pin retaining
capscrew with washer and tighten to standard
torque.
2. Position piston rod eye in bracket bore. Install
rubber boot (1, Figure 6-5) and pin. Install pin
retaining capscrew with washer and tighten to FIGURE 6-4. STEERING CYLINDER
standard torque. INSTALLATION
3. Connect grease tubes (2, Figure 6-4 & 1, Figure 1. Steering Cylinder 3. Rod Pin
6-3). 2. Grease Tube
4. Install rod hose (4, Figure 6-3).
5. Install head hose (3).
FIGURE 6-5. TYPICAL MOUNTING PIN
1. Rubber Boot 2. Pin
L6-2 Steering Circuit Component Repair L06009

Disassembly
Tools needed for rebuilding steering cylinder:
a. 790-502-1003 cylinder repair stand
790-502-2000 cylinder repair stand
b. 790-102-3802 wrench assembly
790-102-3791 wrench assembly
c. 790-302-1340 40 mm six point socket
d. 790-720-1000 ring expander
e. 790-720-1660 ring compressor
1. Set cylinder assembly (1, Figure 6-6) in rebuild
stand (3).
NOTE: If a rebuild stand is not available, place
cylinder on a suitable work bench. Be careful not to
nick the cylinder rod. FIGURE 6-7. ROD DISASSEMBLY
1. Rod Disassembly 3. 40 mm Socket
2. Rebuild Stand 4. Nut
2. Raise lock of cylinder head nut, and using
wrench assembly (4), remove cylinder head
assembly (2).
5. Disassembly of piston rod assembly
3. Pull out cylinder head (7, Figure 6-8) and piston
rod assembly (4) from cylinder (12) and a. Set piston rod assembly (1, Figure 6-7) in
remove. rebuild stand.
b. Using a 40 mm socket (3), remove nut (4).
NOTE: When the piston rod assembly is pulled out c. Remove piston assembly (1, Figure 6-8) and
from the cylinder, oil will come out, so catch it in a cylinder head assembly (2) from rod (3).
container.
4. Remove cylinder from rebuild stand.
FIGURE 6-8. ROD DISASSEMBLY

FIGURE 6-6. CYLINDER DISASSEMBLY
1. Cylinder Assembly 3. Rebuild Stand 1. Piston Assembly 3. Rod
2. Cylinder Head 4. Wrench Assembly 2. Cylinder Head
Assembly

FIGURE 6-9. STEERING CYLINDER ASSEMBLY
1. Snap Ring 5. Snap Ring 9. Rod Packing 13. Piston
2. Bushing 6. Dust Seal 10. Backup Ring 14. Piston Ring
3. O-Ring 7. Cylinder Head 11. O-Ring 15. Wear Ring
4. Piston Rod 8. Bushing 12. Cylinder 16. Nut
6. Disassembly of piston. a. Remove snap ring (7, Figure 6-11), then

remove dust seal (6).
a. Remove wear ring (1, Figure 6-10) from pis-
ton (2). b. Remove rod packing (4).
b. Remove piston ring (3) from piston (2). c. Remove bushing (5) from cylinder head (1).
7. Disassembly of cylinder head assembly. d. Remove O-ring (3) and backup ring (2).
FIGURE 6-11. CYLINDER HEAD DISASSEMBLY

FIGURE 6-10. PISTON DISASSEMBLY
1. Cylinder Head 5. Bushing
1. Wear Ring 3. Piston Ring
2. Backup Ring 6. Dust Seal
2. Piston
3. O-Ring 7. Snap Ring
4. Rod Packing

Assembly
NOTE: Clean all parts, and check for dirt or damage. d. Using push tool, install dust seal (6) to cylin-
Coat the sliding surfaces of all parts with engine oil der head (1), then install snap ring (7).
before installing.
2. Piston assembly
1. Cylinder head assembly. a. Using ring expander (1, Figure 6-13), expand
a. Using push tool, press fit bushing (5, Figure piston ring (2).
6-11) in cylinder head (1).
NOTE: Set the piston ring on the expander and turn

the handle 8 - 10 times to expand the ring.
Be careful not to deform the bushing when press

fitting.
b. Install rod packing (4).

NOTE: Be careful to install the rod packing facing in
the correct direction as shown in Figure 6-12.
c. Assemble backup ring (2) and O-ring (3) in
order.
NOTE: Do not try to force the backup ring into
position. Warm it in warm water 50° - 60° C (122° -
140° F) before installation.
FIGURE 6-13. PISTON RING EXPANDER

1. Ring Expander 2. Piston Ring
(790-720-1000)
FIGURE 6-12. ROD PACKING INSTALLATION

1. Rod Packing 2. Cylinder Head

FIGURE 6-16. ROD ASSEMBLY
1. Piston Assembly 3. Rod

FIGURE 6-14. PISTON ASSEMBLY 2. Cylinder Head
1. Wear Ring 3. Piston Ring Assembly
2. Piston 3. Piston rod assembly
a. Assemble cylinder head assembly (2, Figure
6-16) and piston assembly (1) to piston rod
b. Remove piston ring from tool, and assemble (3).
to piston (2, Figure 6-14).
b. Coat threads with Loctite and using 40 mm
c. Set ring compressor (2, Figure 6-15) in posi- socket (3, Figure 6-17) tighten nut (4) to 405
tion, and using a hose clamp (1), compress ± 40.5 kg.m (2929 ± 29.2 ft. lbs.) torque.
piston ring.
c. Remove piston rod assembly (3) from tool.
d. Assemble wear ring (3, Figure 6-14).
FIGURE 6-15. COMPRESSION PISTON RING

1. Clamp 2. Ring Compressor
(790-720-1660)
FIGURE 6-17. ROD ASSEMBLY
1. Rod Assembly 3. 40 mm Socket
2. Rebuild Stand 4. Nut

DEMAND VALVE ASSEMBLY
Removal

pin.
Loosen the oil filter cap slowly to release the
NOTE: After disconnecting the piping, plug all
openings to prevent oil from leaking.
1. Remove tubes (1, Figure 6-19)
FIGURE 6-18. CYLINDER ASSEMBLY
2. Remove hoses (2).
1. Cylinder Assembly 3. Rebuild Stand 3. Remove demand valve assembly (3).
2. Cylinder Head 4. Wrench Assembly
Installation
1. Install demand valve (3, Figure 6-19).
4. Set cylinder in rebuild stand (3, Figure 6-18).
2. Remove plugs and install hoses (2).
5. Assemble cylinder head (2) and piston rod
assembly in cylinder (1). 3. Remove plugs and install tubes (1).
6. Using wrench assembly (4), tighten cylinder 4. Refill oil to the specified level and run the engine
head assembly (2). to 95 ± 9.5 kg.m (687 ± to circulate the oil through the system. Then
68.7 ft. lbs.) torque. check the oil level again.
5. Bleed air from system.
FIGURE 6-19. DEMAND VALVE INSTALLATION

1. Tubes 3. Demand Valve
2. Hose

FIGURE 6-20. DEMAND VALVE ASSEMBLY
1. Valve Body 4. Plate 7. Poppet 10. Plate
2. Cover 5. Plug 8. Plug 11. Orifice
3. Spring 6. Spring 9. Spool 12. Relief Valve Assy.
1. Remove cover (2, Figure 6-20) from valve body 1. Fit backup ring and O-ring and install relief valve
(1), then remove spring (3). assembly (12).
2. Fit backup ring and O-ring and assemble orifice
(11), then secure with plate (10).
3. Assemble demand spool (9), then fit O-ring and
tighten plug (8).
4. Assemble poppet (7) and spring (6), then fit
The spring (3) is under an installed load of 35 kg.
backup ring and O-ring and install plug (5), then
(77 lbs.). Remove slowly using several long bolts.
secure with plate (4).
2. Remove plate (4), screw bolts into threaded end
5. Assemble spring (3), then fit O-ring and install
of plug (5), and pull out plug, then remove
cover (2).
spring (6) and poppet (7).
3. Remove plug (8), and pull demand spool (9) out.
4. Remove plate (10), screw bolts into threaded
end of orifice (11), and remove orifice.
5. Remove relief valve assembly (12).

FIGURE 6-21. RELIEF VALVE ASSEMBLY
1. Screw 5. Poppet 9. Spring
2. Nut 6. Nut 10. Valve
3. Retainer 7. Holder 11. Snap Ring
4. Spring 8. Seat
RELIEF VALVE ASSEMBLY

Assembly
Disassembly
1. Assemble spring (9) and valve (10).
1. Loosen nut (2, Figure 6-21), and remove screw
(1), then remove retainer (3), spring (4), and 2. Install snap ring (11).
poppet (5). 3. Install backup ring and O-ring to seat (8).
2. Loosen nut (6), and remove holder (7), then pull 4. Install O-ring to holder (7).
out seat (8). 5. Assemble seat (8), then screw in holder (7), and
3. Remove snap ring (11), then remove valve (10) secure with nut (6).
and spring (9). 6. Install poppet (5), spring (4), and retainer (3).
7. Fit O-ring to screw (1), then screw in and secure
with nut (2).

NOTES

HOIST CIRCUIT OPERATION AND COMPONENT DESCRIPTION
HOIST CIRCUIT OPERATION Hydraulic Filter
The hydraulic pump supplies oil to the demand valve. Oil is filtered through a 30 micron filter to reduce the
After the steering circuit demand has been fulfilled, possibilities of contamination to the hydraulic system.
the demand valve shifts the flow of hydraulic oil from The filter elements should be replaced every 1000
the steering circuit to the hoist valve. hours or when the filter warning light on the instru-
ment panel turns on.
HOIST CIRCUIT COMPONENT It is possible for the indicator light to turn on when oil
DESCRIPTION in the system is cold. If this occurs, the light should
turn off when the hydraulic oil temperature reaches
Hoist Cylinders
normal operating temperature.
The hoist cylinders are located on the outside of the
frame just forward of the rear wheels. The hoist cylin- Hoist Valve
ders accomplish the dumping action of the body and The hoist valve spool has four positions; "RAISE",
are three stage units. Hydraulic oil from the hoist "HOLD", "FLOAT", and "POWER DOWN". The posi-
pump is routed to the demand valve and on to the tions are obtained by a combination of the detents,
hoist valve. The hoist valve controls the four posi- centering spring and lever position.
tions of the hoist cylinders; "DOWN", "FLOAT",
"HOLD", and "RAISE". It should be noted that, at all times, oil from the hoist
pump has access to the relief valve. The valve is set
to relieve pressure in excess of 210 kg.cm2 (3000
psi) to port "B" returning it to the tank.
L07010 Hoist Circuit Operation and Component Description L7-1

FIGURE 7-1. HOIST VALVE (RAISE POSITION)
1. Load Check Poppet A. Inlet
2. Spool B. Return
3. Detent Spring and Ball C. Power Down Port
4. Centering Spring D. Raise Port
RAISE
Movement of the hoist lever to the "RAISE" position The load check valve prevents oil from flowing out of
moves the spool valve to the end of the hoist valve. the raise side of the cylinders when the spool is
Refer to Figure 7-1. moved into and out of the "RAISE" position, thus pre-
venting the body from dropping.
Oil from the hydraulic pump enters port "A". Because
the spool has blocked any further flow, the oil pres-
sure builds up until it opens the spring-loaded load
check valve to port "D". The spool in the "RAISE"
position opens port "D" so oil is directed to the hoist
cylinders, through the "RAISE" line to extend the cyl-
inders. The return oil from the hoist cylinders goes
into port "C" past the spool to port "B" and to the
hydraulic tank.
L7-2 Hoist Circuit Operation and Component Description L07010

FIGURE 7-2. HOIST VALVE (HOLD POSITION)
2. Spool B. Return
HOLD
Located just below the raise position is the hold posi- The oil in the hoist cylinders is blocked at port "C"
tion. Moving the hoist lever down from the raise posi- and port "D" by the spool which prevents cylinder
tion, along with the centering spring, returns the movement.
spool to the "HOLD" position. Refer to Figure 7-2.
Oil from the hoist pump enters port "A" and goes
around the spool to port "B" and returns to the tank.

FIGURE 7-3. HOIST VALVE (POWER DOWN POSITION)
2. Spool B. Return
POWER DOWN
Movement of the hoist lever to the "DOWN" position Oil at port "D" returns from the hoist cylinders and is
moves the spool to the non-detent end of the hoist open to port "B" back to the tank.
valve. This moves the spool to the "POWER DOWN"
position. Refer to Figure 7-3.
Oil from the hoist pump enters PORT "A" and is
directed to port "C" by the spool. The oil going out
port "C" goes to the hoist cylinders to retract them.

FIGURE 7-4. HOIST VALVE (FLOAT POSITION)

2. Spool B. Return
FLOAT
Moving the hoist lever to the "FLOAT" position, the Hoist cylinder port "C" is open to port "A" to allow oil
centering spring returns the spool to the "FLOAT" to flow to the lower areas between the cylinder
position where the detent stops it. Refer to Figure 7- stages.
4. The truck should always be operated on the haul
Oil from the hoist pump enters port "A" and is road with hoist control valve in the "FLOAT" position.
directed to port "B" by the spool and returns to the
tank. The oil in the hoist cylinders is also returned
back to the tank from port "D" to port "B", due to the
spool location.

NOTES

HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE ASSEMBLY

pin.Loosen the oil filler cap slowly to release the
Removal
1. Drain hydraulic oil.
2. Disconnect control cable (1, Figure 8-1)).
3. Remove bracket (2).
4. Disconnect positioner cable (3).
FIGURE 8-1. HOIST VALVE INSTALLATION
5. Remove spring (4).
6. Remove bracket (5). 1. Control Cable 6. Hose
2. Bracket 7. Tube
7. Remove hose (6).
3. Positioner Cable 8. Tube
8. Remove tubes (7) and (8). 4. Spring 9. Hoist Valve
9. Remove hose (1, Figure 8-2). 5. Bracket
10. Remove hoist valve assembly (9, Figure 8-1).
Installation
1. Install hoist valve assembly.
2. Remove caps and plugs from hoses. Install
hose (1, Figure 8-2).
3. Install tubes (7 & 8, Figure 8-1).
4. Install hose (6).
5. Install bracket (5).
6. Install spring (4).
7. Install positioner cable (3).
8. Install bracket (2).
9. Install control cable (1).
10. Refill hydraulic tank oil to the specified level and
run the engine to circulate the oil through the
system. Then check the oil level again.
FIGURE 8-2. HOSE REMOVAL & INSTALLATION
1. Hose 2. Bracket
L08010 Hoist Circuit Component Repair L8-1

Disassembly install seal (9), holder (8), and nut (7). Tighten
nut (7) to standard torque.
1. Remove main relief valve assembly (1, Figure 8-
3). 10. Install poppet (6), spring (5), retainer (4), screw
2. Loosen nut (2), and remove screw (3), then (3), and nut (2).
remove retainer (4), spring (5), and poppet (6). 11. Install main relief valve assembly (1).
3. Loosen nut (7), and remove holder (8) and seat
(9).
4. Remove snap ring (10), then remove retainer
(11), valve (12), and spring (13) from sleeve
(14). FIGURE 8-3. HOIST VALVE ASSEMBLY
5. Remove tube (15).
1. Main Relief Valve Assembly
6. Remove case (16), and bolts (17), then remove 2. Nut
detent (18), collar (19), retainer (20), spring 3. Screw
(21), and retainer (22). 4. Retainer
7. Remove valve control case assembly (23). 5. Spring
8. Remove cover (24), then loosen bolt (25), move 6. Poppet
lever (26), and remove key (27). 7. Nut
8. Holder
9. Remove plate (28), then remove dust seal (29),
9. Seat
oil seal (30), shaft (31), and bearing (32) from
10. Snap Ring
case (33), and pull out spool (34).
11. Retainer
10. Remove plate (35), and seat (36), then remove 12. Valve
spring (37) and valve (38) from valve body (39). 13. Spring
14. Sleeve
15. Tube
Assembly 16. Case
17. Bolt
1. Insert valve (38) and spring (37) in valve body 18. Detent
(39), then fit O-ring and assembly seat (36). 19. Collar
Coat surface of plate (35) with Loctite and 20. Retainer
install. 21. Spring
NOTE: Coat the parts in step 2. with Mobil Grease 77 22. Retainer
or equivalent lubricant prior to assembly: 23. Valve Control Case Assembly
24. Cover
2. Press fit bearing (32), oil seal (30), and dust seal
25. Bolt
(29) in case (33).
26. Lever
3. Insert shaft (31), assemble key (27) and lever 27. Key
(26), then align position of notch in spool (34) 28. Plate
with lever (26), and secure with bolt (25). 29. Dust Seal
4. Coat surface of plate (28) and cover (24) with 30. Oil Seal
Loctite and install. 31. Shaft
5. Insert spool (34). Coat surface of valve control 32. Bearing
case assembly (23) with Loctite and install. 33. Case
34. Spool
6. Assemble retainer (22), spring (21), retainer
35. Plate
(20), collar (19), and detent (18), then tighten
36. Seat
bolt (17) to standard torque.
37. Spring
7. Coat mating surface of case (16) with Loctite. Fit 38. Valve
O-ring and install case (16). 39. Valve Body
8. Install tube (15). Tighten tube bolts to 3.75 Kg.m
(27 ft. lbs.) torque.
9. Assemble spring (13), valve (12), and retainer
(11) in sleeve (14), then fit snap ring (10) and
L8-2 Hoist Circuit Component Repair L08010

FIGURE 8-3. HOIST VALVE ASSEMBLY

HOIST CYLINDER
Removal
The hoist cylinder weighs approximately 330 Kg.

(728 lbs.). Be certain lifting equipment is ade-
quate for handling the load.
1. Install two spacers (one on each side), approx.

100 mm (3.9 inches) thick, between the contact
surface of the frame and body (Figure 8-6). This
will allow enough clearance to retract and FIGURE 8-4. LOWER MOUNTING
remove the hoist cylinder.
1. Cable and Bracket 3. Hose
2. Disconnect positioner cable and bracket (1, Fig- 2. Retainer 4. Hose
ure 8-4).
NOTE: The positioner is on the left side only.
3. Remove mounting pin (2, Figure 8-5).
4. Fit a nylon rope around the hoist cylinder
assembly, then sling using a forklift truck as
5. Relieve hydraulic pressure by moving the hoist
control lever through all positions.
6. Disconnect hoses (3 & 4, Figure 8-4). Cap all
hoses and cylinder ports.
7. Remove retainer (2).
8. Remove hoist cylinder assembly (1, Figure 8-5).
FIGURE 8-5. UPPER MOUNTING

1. Hoist Cylinder 2. Mounting Pin

Installation
1. Position hoist cylinder on frame and body using
a forklift as shown in Figure 8-6.
2. Install mounting pin (2, Figure 8-5).
3. Install retainer (2, Figure 8-4) and tighten cap-
screws to standard torque.
4. Remove caps from hoses and cylinder ports.
Install hoses (3 & 4).
5. Connect positioner cable and bracket (1).
6. Refill hydraulic tank with engine oil (EO10-CD)
to the specified level, start the engine, and raise
and lower the body 2 - 3 times to circulate the
oil through the system. Then check the oil level
again. (Refer to hydraulic tank filling instruc-
tions, this Section.)
FIGURE 8-6. HOIST CYLINDER REMOVAL &

INSTALLATION

Tools needed for rebuilding hoist cylinders: 1. Using a push tool, press fit bushing (3, Figure 8-
8).
a. 790-502-1003 cylinder repair stand
2. Fit rod packing (2) and dust seal (4), and install
790-502-2000 cylinder repair stand snap ring (5).
b. 790-720-1000 ring expander 3. Using ring expander, fit piston ring (6, Figure 8-
9) to piston, and install wear ring (7).
NOTE: If a rebuild stand is not available, place
cylinder on a suitable work bench. Be careful not to 4. Assemble piston assembly (11), and install snap
nick the cylinder rod. ring (10).
5. Install wear ring (8).
6. Using push tool, press fit bushing (6, Figure 8-7)
1. Remove mounting bolts (1, Figure 8-9) of cylin-
to cylinder head.
der head assembly (2).
7. Install rod packing (4), dust seal (5) and backup
2. Remove cylinder and rod assembly (3) from cyl-
ring (3), and O-ring (2) to cylinder head (1).
inder (5).
8. Assemble cylinder head assembly (11, Figure 8-
3. Remove piston mounting nut (9), then lift off rod 9) to cylinder (5).
(3) from cylinder (5).
9. Raise rod (3), align the stud bolt hole, and
4. Remove cylinder head assembly (2). assemble in cylinder (5).
5. Remove dust seal (5, Figure 8-7), rod packing
10. Tighten piston mounting nut (9) to 33 ± 3.3 Kg.m
(4) and bushing (6), O-ring (2), and backup ring
(3) from cylinder head assembly.
6. Remove wear ring (8, Figure 8-9). 11. Assemble cylinder and rod assembly (4) to cylin-
der (5).
7. Remove snap ring (10), and pull out piston
assembly (11). 12. Install cylinder head assembly (2) with mounting
8. Remove piston ring (6) and wear ring (7) from bolts (1). Tighten bolts to 54 ± 8.0 Kg.m (391 ±
piston assembly. 58 ft. lbs.) torque.
9. Remove snap ring (5, Figure 8-8) from cylinder
(1), then remove dust seal (4), rod packing (2)
and bushing (3).
FIGURE 8-8. CYLINDER ASSEMBLY

FIGURE 8-7. CYLINDER HEAD ASSEMBLY 1. Cylinder 4. Dust Seal
1. Cylinder Head 4. Rod Packing 2. Rod Packing 5. Snap Ring
2. O-Ring 5. Dust Seal 3. Bushing
3. Backup Ring 6. Bushing

FIGURE 8-9. HOIST CYLINDER ASSEMBLY
1. Bolt
2. Cylinder Head Assembly
3. Cylinder
4. Cylinder
5. Cylinder
6. Piston Ring
7. Wear Ring
8. Wear Ring
9. Piston Mounting Nut
10. Snap Ring
11. Piston Assembly
12. O-Ring
13. Backup Ring
14. Bushing
15. Rod Packing
16. Dust Seal
17. Snap Ring
18. Dust Seal
19. Rod Packing

NOTES

HYDRAULIC CHECKOUT
DUMP BODY CONTROL
The hoist control lever and hoist control valve are This control system is equipped with a hoist limit
connected by a mechanical control system consist- system, so when the body is rising, the hoist limit is
ing of a push-pull cable. actuated when the body reaches the position set for
the limiter.
FIGURE 10-1. DUMP BODY COMPONENT LOCATION

1. Rod 5. Body Positioner 9. Intermediate Rod
2. Cable (from Hoist Control) 6. Hoist Limit Plate 10. Intermediate Lever
3. Hoist Control Lever 7. Cable (for Body Positioner) 11. Linkage Adjustment
4. Hoist Valve 8. Hoist Cylinder
L10002 12/98 Hydraulic Checkout L10-1

ADJUSTING HOIST LEVER LINKAGE
1. Lock the control levers inside the cab in the

HOLD position with the lock plate on the con-
sole box.
2. Install and connect the push-pull cable so that
there is no twisting or slack.
3. Set hoist valve lever (1, Figure 10-2) in the
HOLD position.
4. Connect push-pull cable (2) and hoist valve
lever (1), adjust standard dimension A, then
tighten the locknut.
Standard dimension A: 198.5 mm (7.8 in)
5. Adjust intermediate rod (1, Figure 10-3) to stan-
dard dimension B.
Standard dimension B: 509 mm (20.04 in)
6. Connect push-pull cable (2, Figure 10-4) to
intermediate lever (1), adjust to standard FIGURE 10-3. INTERMEDIATE ROD ADJUSTMENT
dimension C, then tighten the locknut.
1. Intermediate Rod B. 509 mm (20.04 in)
Standard dimension C: 203.5 mm (8.01 in) 2. Bellcrank
7. After adjusting, release the lock plate on the
console box, and check that the travel from
HOLD to RAISE is the specified value (D, Fig-
ure 10-2) when the control lever is operated to
RAISE.
Specified value D: 15 mm (0.59 in)
Hydraulic Tank
FIGURE 10-4. INTERMEDIATE LEVER

ADJUSTMENT
1. Intermediate Lever C. 203.5 (8.01 in)
FIGURE 10-2. HOIST VALVE ADJUSTMENT 2. Cable
1. Hoist Valve Lever A. 198.5 mm (7.8 in)

2. Cable D. 15 mm (0.59 in)
L10-2 Hydraulic Checkout 12/98 L10002

ADJUSTING HOIST LIMITER
1. Adjust push cable (1, Figure 10-5) to the stan-

dard length A.
Standard length A: 180.25 mm (7.09 in)
2. With the dump body raised to a point 50 mm

(1.96 in) before the end of the hoist cylinder
stroke, adjust plate (2, Figure 10-6) so that the
hoist valve lever is released from the detent.
Reference dimension B: 147 mm (5.79 in)
FIGURE 10-5. LINKAGE ADJUSTMENT

1. Cable A: 180.25 mm (7.09 in)
2. Linkage
FIGURE 10-6. HOIST LIMIT PLATE

1. Adjusting Nuts B: 147 mm (5.79 in)
2. Plate
3. Attaching Nut
4. Capscrew

TESTING AND ADJUSTING
HYDRAULIC PRESSURE IN STEERING,
HOIST CIRCUIT
STEERING CIRCUIT
Stop the machine on level ground, apply the

parking brake, and put blocks under the tires.
Lower the body to the frame, stop the engine,
then remove the cap from the hydraulic tank and
release the pressure inside the cylinder circuit.
FIGURE 10-7. HYDRAULIC COMPONENT

LOCATION
Measuring hydraulic pressure in steering circuit
1. Hoist Pressure Port 4. Check Valve Assy.
1. Raise the hydraulic oil temperature to 45-55° C 2. From Hoist Pump 5. To Hoist Valve
(113-131° F) 3. Inlet From Steering 6. Steering Pressure
2. Remove plug (6, Figure 10-7) and install a 400 Pump Port
kg.cm2 (or a 5000 psi) pressure gauge.
3. Operate the steering wheel fully to the left or
right, and measure the hydraulic pressure when
the circuit is relieved with engine at high idle.
4. Relief pressure should be 210 + 15 kg.cm2
(2986 + 210 psi)
Adjusting hydraulic pressure in steering circuit

If the steering pressure is not within the standard
value, adjust as follows with demand valve.
1. Loosen locknut (1, Figure 10-8) and turn adjust-
ment screw (2) to adjust.
NOTE: To increase pressure, turn clockwise.To
decrease pressure, turn counterclockwise.One FIGURE 10-8. PRESSURE ADJUSTMENT
turn of the adjustment screw adjusts by 28 kg.cm2 1. Locknut 2. Adjusting Screw
(398 psi).
2. After adjusting, hold the adjustment screw with a
screwdriver to prevent it from turning, then
tighten the locknut and install the cap.
3. Check again so that the hydraulic pressure is
within the specified value.
NOTE: The pressure of crossover relief valve (4,
Figure 10-9) cannot be adjusted when it is installed
on the machine, so do not attempt to adjust the
pressure.
FIGURE 10-9. CROSSOVER RELIEF VALVE
1. Crossover Relief 3. From Steering Valve
2. To Cylinder 4. To Cylinder

Measuring Steering Valve Discharge Pressure
1. Remove plug (2, Figure 10-10) and install a 400
2. Measure in the same way as when measuring
the hydraulic pressure in the steering circuit.
Measuring Hydraulic Pressure In Steering Cylin-

der
1. Remove pressure measurement plug (3) (when
turning the steering to the left) or pressure mea-
surement plug (4) (when turning the steering to
the right), and install a 400 kg.cm2 (or a 5000
psi) pressure gauge.
FIGURE 10-10. STEERING PRESSURES
the hydraulic pressure in the steering circuit.
1. In-line Filter (LS Line) 3. Left Steer Pressure
2. Steering Valve 4. Right Steer Pressure
Discharge
HOIST CIRCUIT
Measuring Hydraulic Pressure In Hoist Circuit
1. Raise the hydraulic oil temperature to 45-55° C
(113-131° F)
2. Remove pressure measurement plug (1, Figure
10-7) and install a 400 kg.cm2 (or a 5000 psi)
pressure gauge.
3. Disconnect the body positioner cable.
4. Operate the hoist control lever, and move the
dump body to the maximum dump position to
relieve the circuit, then measure the hydraulic
pressure with the engine at full throttle.
5. The pressure should be 200 + 15 kg.cm2 (2885
+ 213 psi).
FIGURE 10-11. HOIST RELIEF VALVE

1. Adjustment Screw 2. Locknut

Adjusting Hydraulic Pressure In Hoist Circuit
If the hydraulic pressure is not within the standard
value, adjust as follows.
Hoist cylinder pressure (adjust at hoist valve)
1. Loosen locknut (2, Figure 10-11) and turn
adjustment screw (1) to adjust.
NOTE: To increase pressure, turn clockwise. To
decrease pressure, turn counterclockwise. One
turn of the adjustment screw adjusts by 52.9 kg.cm2
(752 psi).
2. After adjusting, hold the adjustment screw with a
screwdriver to prevent it from turning, then
tighten the locknut and install the cap.
3. Check again so that the hydraulic pressure is
within the specified value.
Measuring Hoist Cylinder Pressure FIGURE 10-12. HOIST CYLINDER PRESSURE
1. Remove plug (1, Figure 10-12) and install a 400 1. Power Up Port 2. Return Line
the hydraulic pressure in the hoist circuit.

HOIST CYLINDER LACKS LIFTING FORCE (LIFTING SPEED)

HOIST CYLINDER DOES NOT MOVE

EXCESSIVE HYDRAULIC DRIFT OF DUMP BODY

STEERING FEEL IS HEAVY

STEERING DOES NOT FUNCTION

STEERING WHEEL VIBRATES
Cause Remedy
Air in hydraulic oil A, C
Oil leakage in steering cylinder X

SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
WIGGINS QUICK FILL FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M5-1
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M9-1
PAYLOAD METER II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
EXHAUST BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M28-1
M01036 05/07 Index M1-1

NOTES
M1-2 Index 05/07 M01036

WIGGINS QUICK FILL FUEL SYSTEM
FUEL TANK BREATHER VALVE
Removal
Unscrew breather valve (2, Figure 5-2) from tank (1).
Installation
Screw breather valve (2, Figure 5-2) into tank (1).
Disassembly
1. Remove spring clamp (4, Figure 5-1) from outlet.
2. Pull off rubber cover and screen (3).
3. Unscrew nut (5) from top of breather valve. Re-
move 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).
FUEL RECEIVER
The fuel receiver (3, Figure 5-2) is normally mounted
on the fuel tank (1). Optional locations are the left hand FIGURE 5-1. BREATHER VALVE
frame rail or at the Service Center. 1. Tapered Spring 6. Cover
Keep the cap on the receiver to prevent dirt build up in 2. Float Balls 7. Spring
valve area and nozzle grooves. If fuel spills from tank 3. Cover and Screen 8. Steel Ball
breather valve or tank does not completely fill, check 4. Spring Clamp 9. Valve Assembly
breather valve to see that float balls are in place and 5. Nut
outlet screen is clean. If valve is operating properly, the
problem will be with the fuel supply system.
M05004 4/90 Wiggins Quick Fill Fuel System M5-1

FIGURE 5-2. TYPICAL FUEL TANK BREATHER & RECEIVER INST.
1. Fuel Tank 3. Fuel Level Gauge
2. Breather Valve 4. Fuel Receiver
NOTE: This Illustration Represents a Typical Installation.

Fuel tank may vary in size, shape and location depending on truck model.
M5-2 Wiggins Quick Fill Fuel System M05004 4/90

SPECIAL TOOLS
SECTION C
PART
DESCRIPTION USE
NUMBER
Transmission
790-501-2000 Repair Stand
and Engine
SECTION C
PART
DESCRIPTION USE
NUMBER
799-203-8000 Tachometer Engine Speed
6215-81-3500 Adapter Engine Speed
SECTION D
PART
DESCRIPTION USE
NUMBER
Electrical
799-601-7400 T-Adapter Kit
Troubleshooting
Electrical
799-601-7200 Harness
Troubleshooting
Electrical
799-601-7300 Harness
Troubleshooting
M08009 04/04 Special Tools M8-1

SECTION F
PART
DESCRIPTION USE
NUMBER
Plate Torque
790-901-5110
(Repair Stand) Converter
SECTION F
PART
DESCRIPTION USE SERIAL RANGE
NUMBER
799-605-1001 Shift Checker Transmission BFP41-A & UP
799-607-1101 Modulation Checker Transmission BFP41-A & UP
799-607-2000 Shift Checker Transmission BFP41-A & UP, BFP42-A & UP
799-607-2120 Modulation Checker Use with 799-607-2000 only BFP42-A & UP, (Unit A10190 & UP)
799-607-3000 Shift Checker Transmission BFP42-A & UP, (Unit A10190 & UP)
NOTE: If shift checker 799-607-2000 is to be used on trucks serial number A10190 or higher, harness connector
799-607-2120 must be used. Or, use shift checker 799-607-3000 and connect directly to trucks with serial num-
bers A10190 & higher.
1. Shift Checker 3. Harness Assembly

(Part No. 799-607-2000 or 799-607-3000) 4. Transmission Control Box
2. Harness connector 5. Harness connectors (to Chassis Harness)
(to Shift Checker, see NOTE above) 6. Truck chassis Harness (Transmission Control Box)
M8-2 Special Tools 04/04 M08009

SECTION G
PART
DESCRIPTION USE
NUMBER
792-520-2110 Small Installer Floating Seals in
791-585-1510 Large Installer Final Drive
792-520-2110 Small Push Tool Use With Install-

791-585-1510 Large Push Tool ers Above
SECTION G
PART
DESCRIPTION USE
NUMBER
Differential
792-525-3000 Micrometer
Preload
SECTION G
PART
DESCRIPTION USE
NUMBER
Differential
790-425-1660 Wrench
Preload

SECTION G
PART
DESCRIPTION USE
NUMBER
Differential
790-425-1670 Adapters
Preload
SECTION G
PART
DESCRIPTION USE
NUMBER
792-530-1600 Large Seals
Push Tools
792-530-1700 Small Seals
1. Plate 5. Plate
2. Arm 6. Capscrew
3. Stud 7. Wing Nut
4. Plate 8. Washer
SECTION G
PART
DESCRIPTION USE
NUMBER
Ring Nut On
09003-07280 Spanner Wrench
Pinion Bearing

SECTION H
PART
DESCRIPTION USE
NUMBER
Removal of Sus-
790-450-1120 Plates pension Rod
Assembly
SECTION H
PART
DESCRIPTION USE
NUMBER
792-610-1000 Contains 2 Kits below
792-610-1100 Nitrogen Kit Adding Nitrogen
792-610-1200 Oil Charging kit Adding Oil
SECTION H
PART
DESCRIPTION USE
NUMBER
Front Suspen-
sion Flange
561-99-79220 Plate
Bushing Installa-
tion
NOTE: This item should be fabricated locally using
dimensions shown.

SECTION J
PART
DESCRIPTION USE
NUMBER
Fixture Final Drive &
790-438-1150
(3 Required) Brake Assembly
SECTION L
PART
DESCRIPTION USE
NUMBER
790-452-1100 Seal Installer Set
790-452-1110 Seal Protector Steering Valve
790-452-1120 Seal Installer Oil Seal
1. Seal Protector 3. Seal Compression
Installation
Compression 2. Seal Installer Ring
790-452-1130
Ring
SECTION L
PART DESCRIPTION
USE
NUMBER FEMALE THREAD MALE THREAD
WB-0987 0.75" - 14 BSPT (PT) 0.75" -14NPT
WB-1092 0.25" -18 NPT 0.25" -19BSPT (PT)
Adapter
WB-1093 0.50" -14 NPT 0.50" -14BSPT (PT)
WB-1094 0.75" -14 NPT 0.75" -BSPT (PT)
In order to adapt pressure test gauges using the "NPT" type threads com-
monly found in North America to the "PT" type threads used in the transmis-
sion and other areas of the truck, adapters are required.
PIPE THREAD ADAPTER

(WB1092 SHOWN)

SECTION L
PART
ITEM DESCRIPTION
NUMBER
1 790-102-3791 Wrench Assembly
2 790-102-3811 Wrench
3 790-102-3840 Tooth
4 790-102-3850 Tooth
5 790-102-3830 Tooth
6 01010-31260 Capscrew
7 01580-01210 Nut
8 01643-31232 Washer
9 790-102-3980 Bar
10 790-102-3151 Frame
11 790-102-33140 Frame
12 790-102-33140 Capscrew
13 01580-01613 Nut
14 01643-31645 Washer
15 01010-31245 Capscrew
16 01580-01245 Nut

SECTION L
PART
DESCRIPTION USE
NUMBER
Steering Valve
790-452-1200 Pilot Ring Tool
Installation
1. Ring 4. Knob
2. Shaft 5. Spring Pin
3. Collar 6. Spring Pin
SECTION L
PART
DESCRIPTION USE
NUMBER
790-502-1003
Hydraulic
or Rebuild Stand
Cylinders
790-502-2000
790-102-3802
Wrench
or Gland Nut
Assembly
790-102-3791
1. Hydraulic Cylinder 3. Rebuild Stand

2. Cylinder Head 4. Wrench Assembly
SECTION L
PART
DESCRIPTION USE
NUMBER
790-302-1340 40 mm Socket Rod Nut
1. Cylinder Rod 3. 40mmSock

2. Rebuild Stand et

SECTION L
PART
DESCRIPTION USE
NUMBER
Piston Ring Hydraulic Cylinders
790-720-1000
Expander (Hoist & Steering)
1. Expander 3. Clamp
2. Ring (rubber band)
SECTION L
PART
DESCRIPTION USE
NUMBER
799-101-5001 Hydraulic Tester Check Pressures
Digital Hydraulic
790-261-1102 Check Pressures
Tester

NOTES

AIR CONDITIONING SYSTEM
Environmental Impact
Environmental studies have indicated a weakening of the earth’s protective Ozone (O3) layer in the outer strato-
sphere. Chloro-flouro-carbon compounds (CFC’s), such as R-12 refrigerant (Freon), commonly used in mobile
equipment air conditioning systems, have been identified as a possible contributing factor of the Ozone depletion.
Consequently, legislative bodies in more than 130 countries have mandated that the production and distribution of
R-12 refrigerant be discontinued after 1995. Therefore, a more “environmentally-friendly” hydro-flouro-carbon.
FIGURE 9-1. BASIC AIR CONDITIONING SYSTEM

1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container
M09010 05/02 Air Conditioning System M9-1

for HFC 134a Refrigerant
(HFC) refrigerant, commonly identified as HFC-134a or R-134a, is being used in most current mobile air condition-
ing systems. Additionally, the practice of releasing either refrigerant to the atmosphere during the charging/
recharging procedure is prohibited.
These restrictions require the use of equipment and procedures which are significantly different from those tradi-
tionally used in air conditioning service techniques. The use of new equipment and techniques allows for complete
recovery of refrigerants, which will not only help to protect the environment, but through the “recycling” of the refrig-
erant 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 char- A brief review of the principles of air conditioning is
acteristics of vibration, shock-loading, operator necessary to relate the function of the components,
changes, and climate conditions that present differ- the technique of troubleshooting and the corrective
ent design and installation problems for air condition- action necessary to put the AC unit into top operating
ing systems. Off-highway equipment, in general, is efficiency.
unique enough that normal automotive or highway
Too frequently, the operator and the serviceman
truck engineering is not sufficient to provide the reli-
overlook the primary fact that no AC system will func-
ability to endure the various work cycles encoun-
tion properly unless it is operated within a completely
tered.
controlled cab environment. The circulation of air
The cab tightness, insulation, and isolation from heat must be a directed flow. The cab must be sealed
sources is very important to the efficiency of the sys- against seepage of ambient air. The cab interior must
tem. It is advisable to close all vents, even the be kept free of dust and dirt which, if picked up in the
intakes of pressurization systems, when there are air system, will clog the intake side of the evaporator
high humidity conditions. coil.
The general cleanliness of the system and compo- Air Conditioning
nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the Air conditioning is a form of environmental control. As
system's cooling capacity. applied to the cab, it refers to the control of tempera-
ture, humidity, cleanliness, and circulation of air. In
The compressor, condenser, evaporator units, hoses the broad sense, a heating unit is as much an air
and fittings must be installed clean and tight and be conditioner as is a cooling unit. The term “air condi-
capable of withstanding the strain and abuse they tioner” is commonly used to identify an air cooling
are subjected to on off-highway vehicles. unit. To be consistent with common usage, the term
Equipment downtime costs are high enough to “air conditioner” will refer to the cooling unit utilizing
encourage service areas to perform preventative the principles of refrigeration; sometimes referred to
maintenance at regular intervals on vehicle Air Con- as the evaporator unit.
ditioning (AC) systems. (Cleaning, checking belt
tightness, and operation of electrical components).
M9-2 Air Conditioning System 05/02 M09010

Refrigeration - The Act Of Cooling The Refrigeration Cycle
• There is no process for producing cold; there is In an air conditioning system, the refrigerant is circu-
only heat removal. lated under pressure through the five major compo-
• Heat always travels toward cooler temperatures. nents in a closed circuit. At these points in the
This principle is the basis for the operation of a system, the refrigerant undergoes predetermined
cooling unit. As long as one object has a pressure and temperature changes.
temperature lower than another, this heat transfer The compressor (refrigerant pump) takes in low pres-
will occur.
sure heat laden refrigerant gas through the suction
• Temperature is the measurement of the intensity valve (low side), and as its name indicates, pressur-
of heat in degrees. The most common measuring izes the heat laden refrigerant and forces it through
device is the thermometer. the discharge valve (high side) on to the condenser.
• All objects have a point at which they will turn to Ambient air, passing through the condenser removes
vapor. Water boiling is the most common heat from the circulating refrigerant resulting in the
example of heating until vapor is formed. Boiling
conversion of the refrigerant from gas to liquid.
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not The liquid refrigerant moves on to the receiver drier
increase in temperature once brought to a boil. where impurities are filtered out, and moisture
The heat energy is used in the vaporization removed. This component also serves as the tempo-
process. The boiling point of a liquid is directly rary storage unit for some liquid refrigerant.
affected by pressure. By changing pressure, we
can control the boiling point and temperature at The liquid refrigerant, still under high pressure, then
which a vapor will condense. When a liquid is flows to the expansion valve. This valve meters the
heated and vaporizes, the gas will absorb heat amount of refrigerant entering the evaporator. As the
without changing pressure. refrigerant passes through the valve, it becomes a
• Reversing the process, when heat is removed low temperature, low pressure liquid and saturated
from water vapor, it will return to the liquid state. vapor. This causes the refrigerant to become cold.
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on The remaining low pressure liquid immediately starts
the cooler object. to boil and vaporize as it approaches the evaporator,
adding to the cooling. The hot, humid air of the cab is
• Refrigerant - Only R-134a should be used in the pulled through the evaporator by the evaporator
new mobile systems which are designed for this blower. Since the refrigerant is colder than the air, it
refrigerant.
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 evapora-
tor and drops into the drain pan from which it drains
out of the cab.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
This simplified explanation of the principles of refrig-
eration does not call attention to the fine points of
refrigeration technology. Some of these will be cov-
ered in the following discussions of the components,
controls, and techniques involved in preparing the
unit for efficient operation.

AIR CONDITIONER SYSTEM
COMPONENTS
Compressor (Refrigerant Pump)
The compressor is where the low pressure side of Ram air condensers depend upon the vehicle move-
the system changes to high pressure. It concentrates ment to force a large volume of air past the fins and
the refrigerant returning from the evaporator (low tubes of the condenser. The condenser is usually
side) creating high pressure and a temperature much located in front of the radiator or on the roof of the
higher than the outside air temperature. The high truck.
temperature differential between the refrigerant and
the outside air is necessary to aid rapid heat flow in Condensing of the refrigerant is the change of state
the condenser from the hot refrigerant gas to much of the refrigerant from a vapor to a liquid. The action
cooler outside air. is affected by the pressure of the refrigerant in the
coil and air flow through the condenser. Condensing
To create high pressure concentration, the compres- pressure in an AC system is the controlled pressure
sor draws in refrigerant from the evaporator through of the refrigerant which affects the temperature at
the suction valve and during compression strokes, which it condenses to liquid, giving off large quanti-
forces it out through the discharge valve to the con- ties of heat in the process. The condensing point is
denser. The pressure from the compressor action sufficiently high to create a wide temperature differ-
moves the refrigerant through the condenser, ential between the hot refrigerant vapor and the air
receiver-drier and connecting hoses to the expansion passing over the condenser fins and tubes. This dif-
valve. ference permits rapid heat transfer from the refriger-
The compressor is driven by the engine through a v- ant to ambient air.
belt driving an electrically operated clutch mounted
on the compressor drive shaft.
Receiver-Drier
The receiver-drier is an important part of the air con-
Service Valves ditioning system. The drier receives the liquid refrig-
Quick-connect hose end fittings with integral service erant from the condenser and removes any moisture
valves attach to system service ports for servicing and foreign matter present which may have entered
the unit. A manifold gauge set is connected into the the system. The receiver section of the tank is
system at the service valve ports and all procedures, designed to store extra refrigerant until it is needed
such as discharging, evacuating and charging the by the evaporator. The storage of this refrigerant is
system, are performed through the service valves. temporary and is dependent on the demand of the
expansion valve.
A desiccant is a solid substance capable of removing
Condenser moisture from gas, liquid or solid. It is held in place
within the receiver between two screens, which also
The condenser receives the high pressure, high-tem-
act as strainers.
perature refrigerant vapor from the compressor and
condenses it to high pressure, hot liquid. The receiver-drier is also equipped with a sight glass
and a moisture indicator. The sight glass can give a
It is designed to allow heat movement from the hot
good indication of the charge of the system. If the
refrigerant vapor to the cooler outside air. The cool-
sight glass is not clear, the system is low on refriger-
ing of the refrigerant changes the vapor to liquid.
ant.
Heat exchange is accomplished using cooler air flow-
ing through the condenser. Condenser cooling is The moisture indicator is a device to notify service
achieved by air flowing from the radiator fan along personnel that the drier is full of moisture and must
with ram air provided by vehicle movement. The radi- be replaced. The indicator is blue when the compo-
ator fan moves more than 50% of condenser air flow nent is free from moisture. When the indicator turns
unless travel speed is at least 25 mph. beige or tan, the drier must be replaced.

Expansion Block Valve Evaporator
The expansion block valve controls the amount of The evaporator cools and dehumidifies the air before
refrigerant entering the evaporator coil. Both inter- it enters the cab. Cooling a large area requires that
nally and externally equalized valves are used. large volumes of air be passed through the evapora-
tor coil for heat exchange. Therefore, a blower
The expansion valve is located near the inlet of the
becomes a vital part of the evaporator assembly. It
evaporator and provides the functions of throttling,
not only draws heat laden air into the evaporator, but
modulating, and controlling the liquid refrigerant to
also forces this air over the evaporator fins and coils
the evaporator coil.
where the heat is surrendered to the refrigerant. The
The refrigerant flows through a restriction creating a blower forces the cooled air out of the evaporator into
pressure drop across the valve. Since the expansion the cab.
valve also separates the high side of the system from
Heat exchange, as explained under condenser oper-
the low side, the state of the refrigerant entering the
ation, depends upon a temperature differential of the
valve is warm to hot high pressure liquid; exiting it is
air and the refrigerant. The greater the temperature
low pressure liquid and gas. The change to low pres-
differential, the greater will be the amount of heat
sure allows the flowing refrigerant to immediately
exchanged between the air and the refrigerant. A
begin changing to gas as it moves toward the evapo-
high heat load condition, as is generally encountered
rator. This produces the desired cooling effect.
when the air conditioning system is turned on, will
The amount of refrigerant metered into the evapora- allow rapid heat transfer between the air and the
tor varies with different heat loads. The valve modu- cooler refrigerant.
lates from wide open to the nearly closed position,
The change of state of the refrigerant in and going
seeking a point between for proper metering of the
through the evaporator coil is as important as that of
refrigerant.
the air flow over the coil.
As the load increases, the valve responds by open-
All or most of the liquid that did not change to vapor
ing wider to allow more refrigerant to pass into the
in the expansion valve or connecting tubes boils
evaporator. As the load decreases, the valve reacts
(expands) and vaporizes immediately in the evapora-
and allows less refrigerant into the evaporator. It is
tor, becoming very cold. As the process of heat loss
this controlling action that provides the proper pres-
from the air to the evaporator coil surface is taking
sure and temperature control in the evaporator.
place, any moisture (humidity) in the air condenses
This system uses an internally equalized, block type on the cool outside surface of the evaporator coil and
expansion valve. With this type valve, the refrigerant is drained off as water.
leaving the evaporator coil is also directed back
At atmospheric pressure, refrigerant boils at a point
through the valve so the temperature of the refriger-
lower than water freezes. Therefore, the temperature
ant is monitored internally rather than by a remote
in the evaporator must be controlled so that the water
sensing bulb. The expansion valve is controlled by
collecting on the coil surface does not freeze on and
both the temperature of the power element bulb and
between the fins and restrict air flow. The evaporator
the pressure of the liquid in the evaporator.
temperature is controlled through pressure inside the
NOTE: It is important that the sensing bulb, if evaporator, and temperature and pressure at the out-
present, is tight against the output line and protected let of the evaporator.
from ambient temperatures with insulation tape.

ELECTRICAL CIRCUIT Compressor Clutch
The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere cir- the thermostat to disengage the compressor when it
cuit breaker. is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or when the system or
The blower control is a switch which provides a
blower is turned off.
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the ther- to the compressor by mechanical means depending
mostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
The thermostat reacts to changing temperatures
ture is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no mag-
evaporator coil to sense temperature. netic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
When the contacts are closed, current flows to the
on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
When the clutch is disengaged, the blower remains
remains stationary. This causes the compressor
at the set speed. After the evaporator temperature
crankshaft to turn, starting the refrigeration cycle.
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger- When the switch or thermostat is opened, current is
ation cycle resumes. 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
Thermostat to the field. In addition, safety switches in the com-
pressor clutch electrical circuit control clutch opera-
An electromagnetic clutch is used on the compressor tion, disengaging the clutch if system pressures are
to provide a means of constant temperature control abnormal.
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols 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 con-
nected to it which is filled with refrigerant. The capil-
lary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capil-
lary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined tempera-
ture.

Trinary™ Switch • Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
• High Pressure - This switch opens and
This switch is mounted on the receiver-drier and has disengages the compressor clutch if system
three functions, as implied by the name: pressure rises above the 300 - 350 psi range.
1. Disengage the compressor clutch when system After system pressure drops to 210 - 250 psi, the
switch contacts will close and the clutch will
pressure is too high.
engage.
2. Disengage the compressor clutch when system
pressure is too low. The switch functions will automatically reset when
system pressure returns to normal.
3. Engage and disengage the radiator fan drive
clutch during normal variation of system pres- OPENS CLOSES
sure. Low 15-30 psi - 40 psi -
The Trinary™ switch performs three distinct func- Pressure descending rising pressure
tions to monitor and control refrigerant pressure in pressure
the system. This switch is installed on the receiver- High 300-350 psi 210-250 psi
drier. The switch functions are: Pressure
Terminals 1 & 2 are connected internally through two, Fan Clutch 35-60 psi - 200-230 psi -
normally closed pressure switches in series, the low below closing rising pressure
pressure switch and the high pressure switch. pressure
The pressures listed above are typical of pres-

sures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher. This
factor should be observed when checking for
proper operation of the switch.
NOTE: One other pressure controlling device is

installed within the compressor. A mechanical relief
valve is located on the back of the compressor. The
Terminals 3 & 4 are connected internally through a relief valve will open at 500 - 550 psi. The purpose of
normally open switch that is used to control the this valve is to protect the compressor in the event
clutch that drives the radiator fan. This switch closes that pressure should be allowed to rise to that level.
and causes the cooling fan clutch to engage when Damage to the compressor will occur if pressure
system pressure rises to 200 - 230 psi. When pres- exceeds 550 psi.
sure falls to 140 - 195 psi, the switch contacts open,
and the cooling fan clutch disengages
• Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 15 -30 psi range. When
pressure rises above 40 psi, the switch contacts
close, and the clutch engages the compressor.
Since temperature has a direct effect on
pressure, if the ambient temperature is too cold,
system pressure will drop below the low range,
and the pressure switch will disengage the
clutch.

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 Federal regulations prohibit venting R-12 and
involved in the R-134a refrigerant quality and quan- R134a refrigerant into the atmosphere. An SAE
tity in an air conditioning system. and UL approved recovery/recycle station must
be used to remove refrigerant from the AC sys-
Because the refrigerant in an air conditioning system tem. Refrigerant is stored in a container on the
must remain pressurized and sealed within the unit to unit for recycling, reclaiming, or transporting. In
function properly, safety is a major consideration addition, technicians servicing AC systems must
when anything causes this pressurized, sealed con- be certified they have been properly trained to
dition to change. The following warnings are pro- service the system.
vided here to alert service personnel to their
importance BEFORE learning the correct proce- Although accidental release of refrigerant is a
dures. Read, remember, and observe each warning remote possibility when proper procedures are
before beginning actual system servicing. followed, the following warnings must be
observed when servicing AC systems:
NOTE: If the mine operates a fleet with some trucks Provide appropriate protection for your eyes
using R-12 and others using R-134a refrigerant, it is (goggles or face shield) when working around
essential that servicing tools that come into contact refrigerant.
with the refrigerant (gauge sets, charging equipment,
recycle/recovery equipment etc.) be dedicated to one A drop of the liquid refrigerant on your skin will
type refrigerant only, to prevent cross contamination. 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 pos-
sible.
Ensure sufficient ventilation whenever refriger-
ant 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 compo-
nents 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 condi-
tioning 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. Cer-
tain mixtures of air and R-134a refrigerant are
combustible when slightly pressurized. Shop air
supplies also contain moisture and other con-
taminants that could damage system compo-
nents.

SYSTEM OIL
R-134a air conditioning systems require the use of REPLACING OIL
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. At Component Oil to add
present time, General Motors part number
(12345923) is the oil that is furnished in the system Condenser 2-3 ounces
on Komatsu trucks. This clear oil can be found at AC Evaporator 1 ounce
Delco dealers. In some areas, it can be found from
other suppliers as U-Con 488. The only other alterna- Receiver-Drier 2 ounces
tive is General Motors part number (12356151) which
is now becoming more popular and is expected to Compressors come with 10.5
become the furnished oil in Komatsu AC systems. Compressor ounces of oil in the sump. Refer to
This oil is light blue-green in color and may be mixed "Setting Up a New Compressor"
with the other recommended oil. Block Valve
Adding oil is not necessary
(Expansion)
Handling and Reusing PAG Oil
• Avoid skin contact and inhalation of PAG oil, as Drain and measure amount
Hoses
these are normal precautions with any chemical. removed
• No PAG oil removed from new or old components

Setting Up a New Compressor
should be retained for re-use. It should be stored
in a marked container and properly sealed. PAG Compressors come with 10.5 ounces of oil in the
oil is an environmental pollutant and should be sump. Compressors being replaced should have
properly disposed of after use. been operating with 6 ounces of oil in the sump,
• PAG oil in containers or in an air conditioning therefore, the new compressor should be adjusted,
system should not be left exposed to the accordingly.
atmosphere any longer than necessary. PAG oil
absorbs moisture very rapidly, and therefore, any Example: If a compressor is being replaced, the
absorbed moisture could cause damage to an air receiver drier must also be replaced. (The receiver-
conditioning system. drier should be replaced whenever the system is
opened.) Since the new compressor comes with 10.5
ounces of oil, 2.5 ounces of oil should be removed
from the compressor leaving 8 ounces. 8 ounces
Oil Quantity
accounts for the 6 ounces needed for the compres-
It is critical to keep the correct amount of lubricant in sor, and the 2 ounces for the new receiver-drier.
the air conditioning system at all times. Failure to do
so could result in damage to the compressor.
Damage to the compressor can be a result from not
only a lack of oil, but from too much oil, also. A lack
of oil will cause excess friction and wear on moving Never run the system with more than 10.5 ounces
parts. Excessive oil can result in “slugging” the com- of oil in the compressor sump. Damage to the
pressor. This condition occurs when the compressor compressor as well as other system components
attempts to compress liquid oil as opposed to vapor- may occur. It is important to have a good balance
ized refrigerant. Since liquid cannot be compressed, of oil throughout the system.
damage to internal parts results.
Replacing Oil After Servicing the System

Replace oil that has been removed from the system
through recovery of refrigerant and replacement of
components. Refer to the chart below for adding oil.

REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
The refrigerant is cleaned by the recovery unit as it An unclear sight glass on R-134a systems can
passes through filters located on the unit that meet indicate that the system may be low on refriger-
specifications stipulated by Society of Automotive ant. However, the sight glass should not be used
Engineers, SAE J2099. The refrigerant that has as a gauge for charging the system. Charging the
passed through the filtering process has only been system must be done with a scale to ensure the
cleaned of contaminants that are associated with proper amount of refrigerant has been added.
mobile systems. Therefore, recycled refrigerant from
mobile systems is only acceptable for reuse in mobile
systems.
Reclaimed Refrigerant
Reclaimed refrigerant has been filtered through a
more thorough filtering process and has been pro- R-134a Refrigerant Containers
cessed to the same standards of purity as virgin Two basic, readily available containers are used to
refrigerant. Because of this, reclaimed refrigerant is store R-134a: the 30 or 60 pound bulk canisters (Fig-
acceptable for use in all systems, not just mobile. ure 9-2).
The reclaiming equipment used for this process is
expensive, and therefore, not common among nor- Always read the container label to verify the contents
mal maintenance shops. Equipment such as this is are correct for the system being serviced. Note the
more commonly found in air conditioning specialty containers for R-134a are painted light blue.
shops.
Always use new, recycled, or reclaimed refriger-

ant when charging a system. Failure to adhere to
this recommendation may result in premature
wear or damage to air conditioning system com-
ponents and poor cooling performance.
Refrigerant Quantity
If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger-
FIGURE 9-2. R-134a CONTAINERS
ant is charged into the system, the system will oper-
ate at higher pressures, and in some cases, may 1. 30 lb. Cylinder 2. 60 lb. Cylinder
damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.
If an incorrect charge is suspected, recover the
refrigerant from the system, and charge the system
with the correct operating weight (6.9 lb, 3.13 kg).
This is not only the recommended procedure, but it is
also the best way to ensure that the system is operat-
ing with the proper charge and providing optimum
cooling. Using the sight glass to determine the
charge is not an accurate method.

SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 9-3, Mixing different types of refrigerant will damage
performs both recovery and recycle procedures equipment. Dedicate one recovery/recycle sta-
which follows the new guidelines for handling used tion to each type of refrigerant processing to
refrigerant. The recovered refrigerant is recycled to avoid equipment damage. DISPOSAL of the gas
reduce contaminants, and can then be reused in the removed requires laboratory or manufacturing
same machine or fleet. facilities.
To accomplish this, the recovery/recycle station sep- Test equipment is available to confirm the refrigerant
arates the oil from the refrigerant and filters the in the system is actually the type intended for the
refrigerant multiple times to reduce moisture, acidity, system and has not been contaminated by a mixture
and particulate matter found in a used refrigerant. of refrigerant types.
NOTE: To be re-sold, the gas must be “reclaimed” Recycling equipment must meet certain standards as
which leaves it as pure as new, but requires published by the Society of Automotive Engineers
equipment normally too expensive for all but the and carry a UL approved label. The basic principals
largest refrigeration shops. of operation remain the same for all machines, even
Equipment is also available to just remove or extract if the details of operation differ somewhat.
the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an AC system prior to servicing. Leak Detector
The electronic detector (Figure 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 small-
est leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 9-3. RECOVERY/RECYCLE STATION FIGURE 9-4. TYPICAL ELECTRONIC LEAK

DETECTOR

FIGURE 9-5. R-134a SERVICE VALVE FIGURE 9-6. VACUUM PUMP
1. System Service Port 3. Service Hose Co
Fitting nection
2. Quick Connect
Vacuum Pump
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
Service Valves within the system to the point where water turns to a
Because an air conditioning system is a sealed sys- vapor (boils) and together with all air and refrigerant
tem, two service valves are provided on the com- is withdrawn (pumped) from the system.
pressor 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 per-
formed.
New and unique service hose fittings (Figure 9-5)
have been specified for R-134a systems. Their pur-
pose is to avoid accidental cross-mixing of refriger-
ants 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.

Manifold Gauge Set
A typical manifold gauge set (Figure 9-7) has two
screw type hand valves to control access to the sys-
tem, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The mani-
fold 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 FIGURE 9-7. MANIFOLD GAUGE SET
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the wrong refrigerant
in a system.
Low Side Gauge

NOTE: When hose replacement becomes necessary, The Low Side Gauge, registers both vacuum and
the new hoses must be marked “SAE J2916 R- pressure. The vacuum side of the scale is calibrated
134a”. from 0 to 30 inches of mercury (in. Hg). The pressure
side of the scale is calibrated to 150 psi.
Functions of the manifold gauge set are included in

many of the commercially available recovery or
recovery/recycle stations.
Never open the hand valve to the high side at

anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge

The High Side Gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.

Installing Manifold Gauge Set
Before attempting to service the air conditioning sys-
tem, a visual inspection of both the engine and sys-
tem components is recommended. Particular
attention should be given to the belts, hoses, tubing
and all attaching hardware plus the radiator cap, fan
clutch, and thermostat. Inspect both the condenser
and the radiator for any obstructions or potential con-
tamination. Minimize all the possibilities for error or
malfunction of components in the air conditioning
system.
Shut off engine. DO NOT attempt to connect ser-

vice 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 fit-
tings and remove their protective caps.
4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
pressor as shown in Figure 9-8. (High side to
compressor discharge valve and low side to FIGURE 9-8. SERVICE HOSE HOOK-UP
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 con-
nections 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.

Purging Air From Service Hoses
The purpose of this procedure is to remove all the The initial purging is best accomplished when con-
air trapped in the hoses prior to actual system test- nected to recovery or recycle equipment. With the
ing. Environmental regulations require that all ser- center hose connected to the recovery station, ser-
vice hoses have a shutoff valve within 12 inches of vice hoses connected to the high and low sides of
the service end. These valves are required to the system, we can begin the purging. The manifold
ensure only a minimal amount of refrigerant is lost valves and service valves should be closed. Activat-
to the atmosphere. R-134a gauge sets have a coming the vacuum pump will now pull any air or mois-
bination quick disconnect and shutoff valve on the ture out of the center hose. This will require only a
high and low sides. The center hose also requires a few minutes of time. The hose is the only area that
valve. is being placed in a vacuum and this will not require
a lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
FIGURE 9-9. PURGING SYSTEM

Stabilizing the AC System 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.
During this stabilization period, do not open
hand valves on manifold for any reason. Equip- 2. Place fan in front of condenser to simulate nor-
ment damage and personal injury may result. mal ram air flow and allow system to stabilize.
3. Place a thermometer in air conditioning vent
1. Start the engine and return to an idle speed of
closest to evaporator.
1200 to 1500 RPM. Turn on the air conditioner.
4. Evaluate the readings obtained from the
2. After a performance check of the control func-
gauges to see if they match the readings for the
tions, blower speeds and air flow, set the AC
ambient temperature.
system controls to maximum cooling and
blower speed on high. Open the cab to ensure As preliminary steps to begin checkout of the system,
continuous operation of the compressor. perform the following:
3. Run the engine and air conditioner about 5 min- 1. Close all windows and doors to the cab.
utes for the system to stabilize. 2. Set air conditioning system at maximum cooling
4. If the humidity is high it will be necessary to and blower speed operation.
place a fan in front of the AC condenser to help 3. Readings on the two manifold gauges should
the air flow across the condenser. This helps to be within normal range, adjust for ambient tem-
stabilize the system by simulating normal oper- perature.
ating conditions.
4. Compare evaporator discharge air temperature
5. It is then possible to observe the gauge read- reading to see if it matches the recommended
ings and the temperature coming out of the air temperature for the ambient temperature and
ducts with a thermometer. gauge readings obtained.
NOTE: f low refrigerant is indicated by lower than 5. Carefully feel the hoses and components on the
normal pressure readings, recover and charge the high side. All should be warm-hot to the touch.
proper amount of refrigerant to enable adequate Check the inlet and outlet of receiver-drier for
system testing. 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 con-
ditions 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 con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.

SYSTEM LEAK TESTING Electronic leak detector
Refrigerant leaks are probably the most common (Refer to Figure 9-4). As the test probe is moved into
cause of air conditioning problems, resulting from an area where traces of refrigerant are present, a
improper or no cooling, to major internal component visual or audible announcement indicates a leak.
damage. Leaks most commonly develop in two or Audible units usually change tone or speed as inten-
three places. The first is around the compressor shaft sity changes.
seal, often accompanied by an indication of fresh
refrigerant oil. If a system is not operated for a while Tracer dyes
(winter months), the shaft seal may dry out and leak Tracer dyes are available that can be added to the
slightly. The centrifugal force of the clutch pulley system as refrigerant is added. The system is then
spinning can also cause the problem. When the sys- operated to thoroughly circulate the dye. As refriger-
tem is operated and lubricant wets the seal, the leak ant escapes, it leaves a trace of the dye at the point
may stop. Such leaks can often be located visually, of leakage, which is then detected using an ultravio-
or by feeling with your fingers around the shaft for let light (“black light”), revealing a bright fluorescent
traces of oil. (The R-134a itself is invisible, odorless, glow.
and leaves no trace when it leaks, but has a great
affinity for refrigerant oil.) Soap and water
A second common place for leaks is the nylon and Soap and water can be mixed together and applied
rubber hoses where they are crimped or clamped to to system components. Bubbles will appear to pin-
the fittings, or where routing allows abrasion. Other point the specific location of leaks.
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving After determining the location or source of leak(s),
your fingers along the bottom of the condenser and repair or replace leaking component(s).
evaporator, particularly near the drain hole for the NOTE: The length of the hose will affect the
condensate will quickly indicate the condition of the refrigerant capacity. When replacing hoses, always
evaporator. Any trace of fresh oil here is a clear indi- use the same hose length, if possible.
cation of a leak.
Usually, a 50% charged system is enough to find
most leaks. If the system is empty, connect the mani-
fold gauge set to the system and charge at least 3.5
lbs. of refrigerant into the system.
Before system assembly, check the compressor
oil level and fill to specifications.
Use extreme caution when leak testing a system

while the engine is running.
In its natural state, refrigerant is a harmless, col-

orless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.

SYSTEM REPAIR Hoses and Fittings
The following service and repair procedures are not When replacing hoses, be sure to use the same type
any different than typical vehicle service work. How- and ID hose you removed. When hoses or fittings are
ever, AC system components are made of soft met- shielded or clamped to prevent vibration damage, be
als (copper, aluminum, brass, etc.). Comments and sure these are in position or secured.
tips that follow will make the job easier and reduce
unnecessary component replacement. Lines
Always use two wrenches when disconnecting or
connecting AC fittings attached to metal lines. You
are working with copper and aluminum tubing which
All of the service procedures described are only can kink or break easily. When grommets or clamps
performed after the system has been discharged. are used to prevent line vibration, be certain these
Never use any lubricant or joint compound to are in place and secured.
lubricate or seal any AC connections.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
all connections, caps, and plugs clean. It is important to always torque fittings to the
proper torque. Failure to do this may result in
improper contact between mating parts and leak-
System Cleaning age may occur. Refer to the following torque
chart for tightening specifications.
When performing repairs on air conditioning compo-
nents, a thorough inspection should be performed.
Inspect the parts that have been removed. If they
contain any loose or foreign material, the rest of the Fitting Size Foot Pounds Newton Meters
system should be checked for the source of the
material. 6 10 - 15 ft.lbs. 14 - 20 Nm
8 24 - 29 ft.lbs. 33 - 39 Nm
10 26 - 31 ft.lbs. 36 - 42 Nm
Only SAE and/or Mobile Air Conditioning Society 12 30 - 35 ft.lbs. 41 - 47 Nm

(MACS) approved flushing methods with the
Installation torque for the single M10 or 3/8 in. cap-
appropriate refrigerants are to be performed
screws securing the inlet and outlet fittings onto the
when removing debris from the system. Other
compressor ports is 11 - 25 ft.lbs. (15 - 34 Nm).
methods may be harmful to the environment, as
well as air conditioning components.
Expansion Valve
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect 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 fil-
ter 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.

Receiver-Drier Clutch
The receiver-drier can not be serviced or repaired. It Clutch problems include electrical failure in the clutch
must be replaced whenever the system is opened coil or lead wire, clutch pulley bearing failure, worn or
for any service. The receiver-drier has a pressure warped clutch plate or loss of clutch plate spring tem-
switch to control the clutch, and should be removed per. Defective clutch assembly parts may be
and installed onto the new unit. replaced or the whole assembly replaced. If the
clutch shows obvious signs of excessive heat dam-
Thermostat age, replace the whole assembly.
A thermostat can be stuck open or closed due to con- The fast way to check electrical failure in the lead
tact point wear or fusion. The thermostat temperature wire or clutch coil is to hot wire the coil with a fused
sensing element (capillary tube) may be broken or lead. This procedure enables you to bypass clutch
kinked closed and therefore unable to sense evapo- circuit control devices.
rator temperature.
Clutch pulley bearing failure is indicated by bearing
When thermostat contact points are stuck open or noise when the AC system is off or the clutch is not
the sensing element can not sense temperature in engaged. Premature bearing failure may be caused
the evaporator, the clutch will not engage (no AC by poor alignment of the clutch and clutch drive pul-
system operation). Causes are a loss of charge in ley.
the capillary tube or a kink, burned thermostat con-
tact or just no contact. When troubleshooting, bypass Sometimes it may be necessary to use shims or
the thermostat by hot wiring the clutch coil with a enlarge the slots in the compressor mounting bracket
fused lead. If the clutch engages, replace the thermo- to achieve proper alignment.
stat. Excessive clutch plate wear is caused by the plate
Thermostat contact points may be fused (burned) rubbing on the clutch pulley when the clutch is not
closed and the clutch will not disengage. Causes are engaged or the clutch plate slipping when the clutch
a faulty switch that could be due to fatigue. The ther- coil is energized. A gap that is too small or too large
mostat must be replaced. When the clutch will not between the plate and clutch pulley or a loss of clutch
disengage you may also note that condensate has plate spring temper are possible causes. The ideal
frozen on the evaporator fins and blocked air flow. air gap between the clutch pulley and the clutch plate
There will also be below normal pressure on the low is 0.023 to 0.057 in. (1.02 ± 0.043 mm). If the gap is
side of the system. Side effects can be compressor too wide, the magnetic field created when the clutch
damage caused by oil accumulation (refrigeration oil coil is energized will not be strong enough to pull and
tends to accumulate at the coldest spot inside the lock the clutch plate to the clutch pulley.
system) and lower than normal suction pressure that
can starve the compressor of oil.
Compressor
Some compressors may be discarded because it
The compressor can fail due to shaft seal leaks (no is suspected that internal components within the
refrigerant in the system), defective valve plates, compressor have seized. Ensure that the com-
bearings, or other internal parts or problems associ- pressor clutch is working properly before dis-
ated with high or low pressure, heat, or lack of lubri- carding a compressor for internal seizure. The
cation. Be sure the compressor is securely mounted normal compressor life span should be about
and the clutch pulley is properly aligned with the twice as long as the normal life span of the com-
drive pulley. pressor clutch.
Use a mechanic's stethoscope to listen for noises It is important to note that often times a weak clutch
inside the compressor. coil may be mistaken for a seized compressor. When
a coil’s resistance has increased over time and the
magnetic field weakens, the coil may not be able to
pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.

Before a compressor is dismissed as being seized, a Do not drive or pound on the clutch plate, hub
check for proper voltage to the coil should be per- assembly, or shaft. Internal damage to the com-
formed. In addition, the coil should be ohm checked pressor may result.
for proper electrical resistance. The coil should fall 1. Remove the belt guard from the front of the air
within the following range: conditioning compressor.
12.0 ± 0.37 Ohms @ 68° F (20° C)
16.1 ± 0.62 Ohms @ 240° F (116° C)

The temperatures specified above are roughly typical
of a summer morning before first start-up and the
heat beside an engine on a hot day. At temperatures
in between those listed above, the correct resistance
is proportionate to the difference in temperature.
Servicing the Compressor Clutch FIGURE 9-10.
1. Belt Pulley 4. Locknut

* RECOMMENDED TOOLS FOR COMPRESSOR 2. Clutch Hub/Drive Plate
CLUTCH REMOVAL AND INSTALLATION 3. Shaft
J-9399 Thin Wall Socket
2. Remove the drive belt from compressor belt
**J-9403 Spanner Wrench
pulley (1, Figure 9-10).
**J-25030 Clutch Hub Holding Tool
Clutch Plate and Hub Assembly

J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot
***J-24092 Puller Legs
J-8092 Universal Handle
J-9481 Pulley and Bearing Installer
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer

*Tools are available though your local Kent-Moore dealer.
** These tools are interchangeable.
***For use on multiple groove pulleys.
FIGURE 9-11.
1. Thin Wall Socket

Use the proper tools to remove and replace 2. Clutch Hub Holding Tool
clutch components. Using the recommended 3. Clutch Hub
tooling helps prevent damage to compressor
components during maintenance.

3. Remove locknut (4) using thin wall socket (1, 5. Remove square key (1, Figure 9-13) from the
Figure 9-11) or the equivalent. Use clutch hub keyways.
holding tool (2), spanner wrench (J-9403), or
the equivalent to hold clutch plate (3) while
removing the locknut. It is recommended that
the locknut be replaced after it has been
removed.
FIGURE 9-14.
1. Clutch Hub 2. Pulley
FIGURE 9-12. 6. Inspect the friction surface on the clutch hub

and the friction surface on the pulley. Scoring on
1. Clutch Assembly 2. Clutch Plate & Hub
the friction surfaces is normal. DO NOT replace
Assembly Remover
these components for this condition only.
4. Thread clutch plate and hub assembly remover
(2, Figure 9-12) into the hub of clutch assembly
(1). Hold the body of the remover with a wrench
and tighten the center screw to pull the clutch
plate and hub assembly from the compressor.
Inspect the steel friction surface on the clutch
and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of exces-
sive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to inter-
nal components as well as external components.
FIGURE 9-13.
1. Square Key 2. Keyway in Shaft

Pulley Removal 10. Tighten the center screw on the puller against
the shaft of the compressor to remove the pul-
ley.
11. Clean the pulley and pulley bearing with solvent.
Inspect the assembly for damage. Check the
bearing for brinneling, excessive looseness,
noise, and lubricant leakage. Replace the
assembly if any of these warning signs are evi-
dent.
Clutch Coil Check

12. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows:
· @ 68° F (20° C) 12 ± 0.37 ohms
· @ 239° F (115° C) 16.1 ± 0.62 ohms
FIGURE 9-15. If the resistance of the coil is not within the specifica-
tions, the clutch will not operate properly. Remove
1. Pulley Assembly 3. Retaining Ring Pliers the retaining ring and replace the coil.
2. Pulley Retainer Ring
7. Use retaining ring pliers (3, Figure 9-15) to

remove pulley retainer ring (2) from pulley (1). Pulley Installation
8. Pry the absorbent sleeve retainer from the neck
of the compressor, and remove the sleeve.
FIGURE 9-17.
1. Bearing Installer 2. Universal Handle
1. Place the pulley assembly into position on the

compressor. Use bearing installer (1, Figure 9-
17), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the com-
pressor until it seats. Use of the installer or the
equivalent ensures that the force driving the
FIGURE 9-16. bearing into position acts on the inner race of
1. Pulley Puller 3. Puller Pilot the bearing. Applying force to the outer race of
2. Pulley Assembly the bearing will result in bearing damage.
2. Ensure that the pulley rotates freely. If the pul-
9. Install pulley puller (1, Figure 9-16) and puller ley does not rotate freely, remove the pulley
pilot (3) onto the compressor, as shown. If a and check for damaged components. Replace
multiple groove pulley is used, install puller legs any damaged components and reinstall the pul-
(J-24092) onto the puller in place of the stan- ley.
dard legs. Extend the puller legs to the back 3. Install the pulley retainer ring and ensure that
side of the pulley. DO NOT use the belt grooves the ring is properly seated.
to pull the pulley from the compressor.

4. Install the absorbent sleeve into the neck of the
compressor. Install the sleeve retainer. 3. Thread drive plate installer (1, Figure 9-18) onto
the shaft of the compressor. Spacer (2) should
Clutch Assembly Installation be in place under the hex nut on the tool.
1. Insert square key (1, Figure 9-13) into the key-
way in the clutch hub. Allow the key to protrude
about 4.5 mm (0.18 in.) from the outer edge of 0.040 ± 0.017 in.
the hub. Use petroleum jelly to hold the key in
place.
FIGURE 9-19. CLUTCH GAP
4. Press the clutch onto the compressor using

FIGURE 9-18. installer (1). Continue to press the clutch plate
until a 2 mm (0.079 in.) gap remains between
1. Thin Wall Socket the clutch friction surface and the pulley friction
2. Clutch Hub Holding Tool surface. Refer to Figure 9-19.
3. Clutch Hub
NOTE: The outer threads of installer (J-9480-01) are
left handed threads.
2. Place the clutch assembly into position on the 5. Install locknut (4, Figure 9-10) and tighten the
compressor. Align the square key with the key- nut until it seats. The gap should now measure
way on the shaft. 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap
is not within the specification, check for proper
installation of the square key.
6. Install the drive belt onto the compressor.
Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper speci-
fications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air condition-
ing system at maximum load conditions with the
engine at high idle. Turn the air conditioning
control ON and OFF at least 15 times for one
second intervals.
8. Install the belt guard if no further servicing is
required.

RECOVERING AND RECYCLING THE 9. Check the system pressure after the recovery
REFRIGERANT equipment stops. After five minutes, system
pressure should not rise above “0” gauge pres-
Draining the Oil from the previous recovery cycle sure. If the pressure continues to rise, restart
1. Place the power switch and the controller on and begin the recovery sequence again. This
the recovery unit in the OFF position. cycle should continue until the system is void of
refrigerant.
2. Plug in the recovery station to the correct
power source. 10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
3. Drain the recovered oil through the valve amount of oil that was lost during the recovery
marked “oil drain” on the front of the machine. cycle must be replaced back into the system).
4. Place the controller knob in the ON position.
11. Mark the cylinder with a RECOVERED (red)
The low pressure gauge will show a rise.
magnetic label to reduce the chance of charging
5. Immediately switch to the OFF position and a system with contaminated refrigerant. Record
allow the pressure to stabilize. If the pressure the amount of refrigerant recovered.
does not rise to between 5 psi and 10 psi,
switch the controller ON and OFF again.
6. When the pressure reaches 5 to 10 psi, open
the “oil drain” valve, collect the oil in an appro- Performing the Recycling Procedure
priate container, and dispose of container as
indicated by local, state or Federal Regulation. The recovered refrigerant contained in the cylinder
THE OIL IS NOT REUSABLE, DUE TO CON- must undergo the recycle procedure before it can be
TAMINANTS ABSORBED DURING USE. reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
Performing the Recovery Cycle equipment manufacturer's instructions for this proce-
1. Be sure the equipment being used is designed dure.
for the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having
drained it, it should be zero. Evacuating and Charging the AC System
3. Check the cylinder refrigerant level before Evacuate the system once the air conditioner compo-
beginning recovery to make sure you have nents are repaired or replacement parts are secured,
enough capacity. and the AC system is reassembled. Evacuation
4. Confirm that all shut-off valves are closed removes air and moisture from the system. Then, the
before connecting to the AC system. AC system is ready for the charging process, which
5. Attach the appropriate hoses to the system adds new refrigerant to the system.
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
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 mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.

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 condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (212°F 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
75°F 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
72°F. 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 9-20. VACUUM PUMP HOOKUP
Do not use the air conditioning compressor as a vac-
1. Low Pressure Hand 2. High Pressure Hand
uum pump or the compressor will be damaged.
Valve Valve
NOTE: Lower the vacuum requirement one inch for 3. Vacuum Pump
every 1000 feet above sea level at your location.
1. With the manifold gauge set still connected
4. Observe gauge reading and wait 10 minutes.
(after discharging the system), connect the cen-
Reading should not vary more than 1-2 in. hg.
ter hose to the inlet fitting of the vacuum pump
After waiting, if more vacuum is lost than this, a
as shown in Figure 9-10. Then open the low
serious leak is indicated and the system must
side hand valves to maximum.
be recharged, leak tested, repaired and evacu-
2. Open the discharge valve on the vacuum pump ated.
or remove the dust cap from the discharge out-
5. Turn on pump, open hand valves and continue
let. Turn the pump on and watch the low side
evacuation for at least one hour.
gauge. The pump should pull the system into a
vacuum (if not, the system has a leak). NOTE: If system has excessive amounts of moisture,
3. Run the pump for five minutes and close the 60 minutes evacuation may not be sufficient since
hand valves and shut off the pump. 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.

The moisture must turn to gas before the pump can CHARGING THE AC SYSTEM
pull it out. The moisture takes time to boil away, so
When charging the system, it is possible to put it in
that it can be drawn out of the system. The vacuum
as a gas or as a liquid. Adding refrigerant as a liquid
pump can draw most of the air out quickly, but a deep
is faster but can damage the compressor if not done
vacuum requires more time; the deeper the vacuum
correctly. The procedure used, and where the refrig-
the more time required.
erant is added in the AC system makes a difference.
When using refrigerant as a liquid, never add more
than two thirds of system requirements as a liquid.
Finish charging the system using gas.
The proper method for charging refrigerant into a R-
The most important factor is the ability for the
134a system is to first, recover all of the refrigerant
system to hold the deepest vacuum the pump
from the system. The charging refrigerant should
can pull, and hold it for 15 minutes after the
then be weighed on a scale to ensure the proper
pump has stopped. This may take several tries
amount is charged into the system. Most recovery
depending on how long the system was held in a
units include a scale within the apparatus, thus mak-
vacuum.
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
common scale can be used to determine the weight
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys-
tem until the difference is shown on the scale. On
certain types of equipment, it is also possible to add
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a

system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.

TROUBLESHOOTING
Pre-Diagnosis Checks • System ducts and doors - Check the ducts and
doors for proper function.
If the system indicates Insufficient cooling, or no
cooling, the following points should be checked • Refrigerant charge - Make sure system is
before proceeding with the system diagnosis proce- properly charged with the correct amount of
dures. refrigerant.
NOTE: If the truck being serviced is a model 930E, Preliminary Steps

be certain the rest switch in the cab is ON. Place the The following steps outline the correct procedures
GF cutout switch in the CUTOUT position. (Refer to necessary to prepare the truck and the system for
Fig. 3-1, Page E3-2, Propulsion System, for switch testing and diagnosis:
location.)
1. Correctly connect the manifold gauge set to the
Preparing For Diagnosis system. Refer to the connection and purging
procedures outlined in this section.
Successfully servicing an air conditioning system,
beyond the basic procedures outlined in the previous 2. Run the engine with the air conditioning system
section, requires additional knowledge of system on for five to ten minutes to stabilize the system.
testing and diagnosis. 3. With the engine and the system at normal oper-
ating temperature, conduct a Performance Test
A good working knowledge of the manifold gauge set
as outlined in this section.
is required to correctly test and diagnose an air con-
ditioning system. An accurate testing sequence is System Performance Test
usually the quickest way to diagnose an internal
problem. When correctly done, diagnosis becomes This test is performed to establish the condition of all
an accurate procedure rather than guesswork. components in the system. Observe these conditions
during testing:
• Compressor belt - Must be tight, and aligned.
1. Start engine and operate at 1200 to 1500 RPM.
• Compressor clutch - The clutch must engage. If it
does not, check fuses, wiring, and switches. 2. Place fan in front of condenser to simulate nor-
mal ram air flow and allow system to stabilize.
• Oil leaks - Inspect all connection or components
3. Place a thermometer in air conditioning vent
for refrigeration oil leaks (especially in the area of
the compressor shaft). A leak indicates a closest to evaporator.
refrigerant leak. 4. Evaluate the readings obtained from the
gauges to see if they match the readings for the
• Electrical check - Check all wires and
connections for possible open circuits or shorts. ambient temperature.
Check all system fuses. As preliminary steps to begin checkout of the system,
NOTE: Some systems use different safety devices in perform the following:
the compressor circuit to protect the compressor. 1. Close all windows and doors to the cab.
Check the thermal fuse, the low pressure cutout
2. Set air conditioning system at maximum cooling
switch, high pressure cutout switch or trinary
and blower speed operation.
pressure switch if equipped.
3. Readings on the two manifold gauges should
• Cooling system - Check for correct cooling be within normal range, adjust for ambient tem-
system operation. Inspect the radiator hoses, perature.
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper 4. Compare evaporator discharge air temperature
operation. reading to see if it matches the recommended
temperature for the ambient temperature and
• Radiator shutters - Inspect for correct operation gauge readings obtained.
and controls, if equipped.
5. Carefully feel the hoses and components on the
• Fan and shroud - Check for proper operation of high side. All should be warm-hot to the touch.
fan clutch. Check installation of fan and shroud. Check the inlet and outlet of receiver-drier for
• Heater/water valve - Check for malfunction or
leaking.

even temperatures, if outlet is cooler than inlet, Diagnosis Of Gauge Readings And System
a restriction is indicated. Performance
The following Troubleshooting Chart lists typical mal-
functions encountered in air conditioning systems.
Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
Use extreme caution when placing hands on high vice procedures, and explanations to gain a full
side components and hoses. Under certain con- understanding of the system malfunction. Refer to
ditions these items can be extremely hot. 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 con-
sidered normal. Shut down engine. Remove
gauges and install the caps on the service
valves.

TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes Suggested Corrective Actions

- Low refrigerant charge, causing pressures to be Check for leaks by performing leak test.
slightly lower than normal.
If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:

After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check AC operation and perform-
ance test the system.
PROBLEM: Little or No Cooling
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor Add refrigerant (make sure system has at least
clutch disengaged. 50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
- Refrigerant excessively low; leak in system. pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.

PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.

- Extremely low or no refrigerant in the system. Check for leaks by performing leak test.
Possible leak in the system.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
AC operation and performance.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)

Leaks in the system. Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check AC operation and performance.

PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH

- Leaks in system. Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check AC operation and perform-
ance.
PROBLEM: Expansion Valve Stuck or Plugged
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.

An expansion valve malfunction could mean Test: Warm diaphragm and valve body with your
the valve is stuck in the closed position, the filter hand, or very carefully with a heat gun. Activate
screen is clogged (block expansion valves do not the system and watch to see if the low pressure
have filter screens), moisture in the system has gauge rises. Next, carefully spray a little nitrogen,
frozen at the expansion valve orifice, or the or any substance below 32° F, on the capillary coil
sensing bulb is not operating. If the sensing bulb (bulb) or valve diaphragm. The low side gauge
is accessible, perform the following test. If not, needle should drop and read at a lower (suction)
proceed to the Repair Procedure. pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve

screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.

PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
or only slightly cool.

The expansion valve is stuck open and/or the Test: Operate the AC system on it's coldest
capillary tube (bulb) is not making proper contact setting for a few minutes. Carefully spray
with the evaporator outlet tube. Liquid refrigerant nitrogen or another cold substance on the cap-
may be flooding the evaporator making it imposs- illary tube coil (bulb) or head of the valve. The low
ible for the refrigerant to vaporize and absorb pressure (suction) side gauge needle should now
heat normally. In vehicles where the expansion drop on the gauge. This indicates the valve has
valve sensing bulb is accessible, check the closed and is not stuck open. Repeat the test,
capillary tube for proper mounting and contact but first warm the valve diaphragm by warming
with the evaporator outlet tube. Then perform the with hands. If the low side gauge shows a drop
following test if the valve is accessible. If it is not, again, the valve is not stuck. Clean the surfaces of
proceed to the Repair Procedure. 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 perform-
ance.
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 expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check AC operation and performance.
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.

Kink in a line, collapsed hose liners, plugged Repair Procedure: After you locate the defective
receiver-drier or condenser, etc. component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check AC
operation and performance.

PROBLEM: Compressor Malfunction
Indications:
High side pressure - LOW
Compressor operates noisily.

- Defective reed valves or other internal Repair Procedure: If the belt is worn or loose,
components. replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.

- Thermostat malfunctioning possibly due to Replace the thermostatic switch. When removing
incorrect installation. the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or

close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads

PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.

- Lack of air flow through the condenser fins Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck AC system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck AC system operation, gauge
readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The
receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.

PREVENTATIVE MAINTENANCE SCHEDULE FOR AC SYSTEM
Truck Serial Number_________________________ Last Maintenance Check:_____________________
Site Unit Number____________________________ Name of Service Technician________________
Date:____________Hour Meter:________________
NOTE: Compressor should be run at least 5 minutes
(40°F minimum ambient temperature) every month,
Maintenance Interval in order to circulate oil and lubricate components.
COMPONENT (months)
Maintenance Interval
3 6 12 Done
COMPONENT (months)
1. Compressor
3 6 12 Done
Check noise level
4. Expansion Valve X
Check clutch pulley
Inspect capillary tube (if
Check oil level used) for leakage, damage,
Run system 5 minutes looseness
Check belt tension 5. Evaporator
(80-100) lbs; V-belt
Clean dirt, bugs, leaves, etc.
Inspect shaft seal for leakage from fins (w/ compressed air)
Check mounting bracket Check solder joints on inlet/
(tighten bolts) outlet tubes (leakage)
Check clutch alignment w/ Inspect condensation drain
crankshaft pulley (within
6. Other Components
0.06 in.)
Check discharge lines
Perform manifold gauge
(hot to touch)
check
Check suction lines
Verify clutch is engaging
(cold to touch)
2. Condenser
Inspect fittings/clamps/hoses
Clean dirt, bugs, leaves, etc.
Check thermostatic switch for
from coils (w/compressed air)
proper operation
Verify engine fan clutch is
Outlets in cab: 40°F to 50° F
engaging (if installed)
Inspect all wiring connections
Check inlet/outlet for
obstructions or damage Operate all manual controls
through full functions
3. Receiver-Drier
Check inlet line from
condenser (should be hot to
touch)
Replace, if system is opened

NOTES:

AIR DRYER - TURBO 2000
GENERAL DESCRIPTION
The air dryer (2, Figure 10-1) is a desiccant style air
dryer, mounted vertically between the air compressor
and the supply tank. The air dryer receives hot com-
pressed air, which it cools, dries and filters before
sending it to the supply tank, reducing the build up of
dirt and moisture in the vehicle air system. The system
incorporates a separate, isolated purge tank which
incorporates 460 in3 (7539.4 cm3) of purge volume.
The air dryer consists of a housing (light weight alumi-
num and steel construction) and a spin-off cartridge.
Below the cartridge are five ports: the inlet port (B)
receives air from the compressor; the outlet port (A)
directs clean/dry air to the vehicle air system; the purge
port (D) contains a bleed valve directing air to and from
the isolated purge tank; the unloader port (C) contains
an unloader valve that receives a signal from the gov-
ernor; the exhaust port (E) expels accumulated mois- FIGURE 10-1. AIR DRYER OPERATION
ture and contaminants.
COMPONENTS PORTS
1. Purge Tank A. Check Valve

THEORY OF OPERATION 2. Air Dryer B. Dryer Intake
Hot, compressed air enters the air dryer (2, Figure 10-1) 3. Supply Tank C. Unloader
through the inlet port (B). As the hot air enters the dryer, 4. Air Governor D. Purge Tank
the air expands, oil and water vapor condense, and 5. Air Compressor E. Dryer Exhaust
accumulate in the sump. The air passes through three F. Governor Air Supply
(3) filters and a cloth bag that removes carbon and G. Compressor Air Intake
other contaminates. Air vapor is absorbed by the des- X. Governor Exhaust
iccant as air travels through the desiccant bed housed
in the cartridge. The clean dry air is then directed to the
vehicle air system through the outlet port (A) and
simultaneously to the purge tank through the purge
port (D).
When the air system reaches the governor regulated Additionally, the air dryer incorporates a turbo valve
“cut-out” pressure [typically 135 psi (931 kPa)], the air and a pressure differential check valve. The turbo valve
dryer unloader valve opens via an air signal received in ensures engine boost pressure cannot escape out the
unloader port (C) from the air system governor (4). The air dryer’s exhaust port during the stand-by mode of
governor will also simultaneously signal the compres- the compressor. The differential check valve maintains
sor (5) to stop compressing air. The air dryer check system air pressure within the air compressor dis-
valve is closed via back pressure from the supply tank charge line. These two valves ensure full turbo boost
(3). This rapid action causes a sudden discharge of air pressure is checked and available at all times during
through the exhaust port (E) of the dryer. The filtered, the operation of the vehicle.
dried purge air, which has accumulated in the isolated When the air system drops to the governor regulated
purge tank, slowly bleeds back through the air dryer. “cut-in” pressure [typically 120 psi (827 kPa)], the air
This action regenerates desiccant, cleans filters and dryer unloader valve closes as the unloader line pres-
expels the contaminants out the exhaust port (E) and sure evacuates through the exhaust port (X) of the
completes the regeneration cycle. governor. The compressor is signaled to proceed
pumping.
M10005 CR Brakemaster Turbo 2000 Air Dryer M10-1

FIGURE 10-2. CHARGE CYCLE
COMPONENTS PORTS

2. Air Dryer B. Dryer Intake
3. Supply Tank C. Unloader
4. Air Governor D. Purge Tank
5. Air Compressor E. Dryer Exhaust
F. Governor Air Supply
G. Compressor Air Intake
X. Governor Exhaust
Refer to FIGURE 10-4 for Valve Locations:

VALVES OPEN - Check Valve (2); Bleed Valve (13); Turbo Valve (7)
VALVES CLOSED - Ball Check Valve (5); Unloader Valve (9)
M10-2 CR Brakemaster Turbo 2000 Air Dryer M10005

FIGURE 10-3. UNLOAD / PURGE CYCLE
COMPONENTS PORTS

2. Air Dryer B. Dryer Intake
3. Supply Tank C. Unloader
4. Air Governor D. Purge Tank
5. Air Compressor E. Dryer Exhaust
F. Governor Air Supply
G. Compressor Air Intake
X. Governor Exhaust
Refer to FIGURE 10-4 for Valve Locations:

VALVES OPEN - Ball Check Valve (5); Unloader Valve (9)
VALVES CLOSED - Check Valve (2); Bleed Valve (13); Turbo Valve (7)

General Precautions Removal
Whenever working on or near air systems and compo- 1. Drain the air system
nents, always observe the following:
2. Disconnect heater wiring.
1. If the vehicle is equipped with an air-actuated brake
3. Mark the air lines for later reference and disconnect
system, the vehicle’s wheels must be chocked.
from air dryer.
Block the wheels and make sure the vehicle will
not roll, before releasing the brakes and before 4. Remove the lock nuts, washers, and capscrews
performing any test and/or isolating the air dryer. that attach the air dryer to the vehicle.
2. Stop the engine when working under a vehicle.
3. Never connect or disconnect a hose or line con-
Installation
taining air pressure. Never remove a component
or a pipe plug unless you are certain all system air 1. Position the air dryer. Install the capscrews, wash-
pressure has been exhausted. ers, and lock nuts.
Tighten capscrews to 37 ft. lb. (50 N.m) torque.
4. Always wear safety glasses when working with air
pressure. Never look directly into air dryer ports. 2. Inspect lines and fittings. Replace any that are
damaged.
5. Never exceed recommended working air pressure.
3. Connect all air lines, taking care to match marked
6. Never attempt to disassemble an air dryer until you
line with appropriate port.
have read and understood all recommended pro-
cedures. Use only proper tools and observe all 4. Connect the heater wiring.
precautions pertaining to the use of those tools.

Desiccant Cartridge Service
Symptoms / Actions
1. Regular service interval.
1 year / 5000 Hours
NOTE: The above is a guideline only.
Check the tank(s) on regular basis.
If moisture exists, replace cartridge.
2. Water in tanks.
Desiccant cartridge requires regular servicing at
intervals determined by compressor duty cycle or
type of operation, environment, etc.
Desiccant Cartridge Replacement

1. Drain the air system.
2. Using a strap wrench, turn the desiccant cartridge
(1, Figure 10-4) counterclockwise and remove it.
Discard cartridge.
3. Remove and discard O-ring from adaptor plate
stud.
NOTE: If there is excessive oil in the check valve port,
compressor may require servicing.
4. Clean top surface of adaptor plate and threaded

stud.
5. Using grease supplied with cartridge, apply a light
coating on the O- ring. Install O-ring on adapter
stud.
6. Apply a generous coat of grease on the new
FIGURE 10-4. TURBO 2000 AIR DRYER desiccant cartridge gasket surface.
7. Thread new cartridge onto adaptor stud turning
COMPONENTS PORTS clockwise. When gasket contacts adaptor plate,
tighten cartridge 1/2 Turn only.
1. Desiccant Cartridge A. Check Valve DO NOT OVER-TIGHTEN.
2. Check Valve Kit B. Intake
3. Check Valve Nut C. Unloader
4. Body Gasket D. Purge Tank
5. Ball Check Valve E. Exhaust
6. Bottom Cap Assy.
7. Turbo Valve
8. Seal Retainer
9. Unloader Valve
10. Heater
11. Safety Valve
12. Bleed Valve Nut
13. Bleed Valve

Unloader Valve Service Unloader Valve Replacement
Symptoms / Actions 1. Disconnect the unloader air line.
2. Remove the two fasteners that attach the unloader
valve retainer (8, Figure 10-4).
1. Dryer won’t exhaust.
Remove the retainer.
Start engine and build pressure to just before
3. Remove the unloader valve assembly (9) from the
“cut-out” pressure. Cycle several times. If dryer
unloader port and discard.
does not exhaust, replace unloader valve.
NOTE: If there is excessive oil in the unloader port,
2. Air leak at exhaust port during the:
4. Clean the unloader port thoroughly.
a) Charge Mode;
5. Remove the three (3) O-rings from retainer and
Start engine and build pressure to just before
discard.
“cut-out”. Stop engine. Apply soap solution at
exhaust port or listen for air leak at exhaust port. 6. Using lubricant supplied with kit, lightly grease the
If a leak is present, replace unloader valve. new O-rings.
b) Standby Mode; 7. Install on the retainer the two (2) thickest O-rings.
Remove governor line from UNL port on air Then install the third (thinner) O-ring.
dryer. Start engine and build to “cut-out” pres-
8. Install the new filter screen in the unloader cavity,
sure. Stop engine. If no air leaks are present,
open end out.
replace unloader valve.
9. Apply a light coating of grease around the O-ring
seat on valve assembly. Install the thin O-ring on
3. Pressure slow or no build. the unloader valve seat.
Start engine and build pressure to just before 10. Aligning the valve exhaust port with the air dryer
“cut-out”. Stop engine. Apply soap solution at exhaust port, install the unloader valve assembly.
exhaust port or listen for air leak at exhaust port. Use care not to dislodge the O-ring from its seat.
If a leak is present, replace unloader valve.
If the air dryer exhaust port and unloader valve
exhaust port do not align, air dryer will not unload.
4. Compressor cycles rapidly. 11. Install retainer.
Remove governor line from UNL port on air dryer. 12. Apply a light coating of grease on the threads of
Start engine and build to cut-out pressure. Stop the two retainer bolts.
engine. If no air leaks are present, replace un-
13. Install the two retainer bolts and tighten to 10 - 15
loader valve.
ft. lb. (13.56 - 20.34 N.m) torque.
14. Reconnect the unloader air line to air dryer un-
loader port.

Bleed Valve Service Check Valve Service
Symptom Symptom
1. Water in tanks. 1. Dryer frequently unloads.
2. Slow or no purge 2. Air continually flows from exhaust port when com-
pressor is in standby mode.
Operation Check
3. Wet tank pressure drops rapidly.
Start engine and build air pressure allowing dryer
to exhaust. NOTE: The above symptoms could also lead to turbo
Stop engine. valve replacement. A malfunctioning turbo valve will
After initial exhaust, air should bleed with decreas- tend to allow pressure to drop to “cut-in” pressure
ing intensity out the exhaust port for approxi- within seconds.
mately 45 seconds. If air fails to bleed as
described, replace bleed valve kit.
Operational Check
Disconnect line at purge port and plug. Start

Bleed Valve Replacement engine and build pressure to “cut-out” pressure.
Stop engine.
1. Drain the air system
Apply soapy solution around exhaust port.
2. Disconnect the air line at air dryer purge port. If soap bubbles exist, replace check valve.
3. Remove bleed valve nut (12, Figure 10-4).
4. Remove and discard O-ring, spring and spindle.
Check Valve Replacement
5. Clean bleed valve nut and cavity area.
1. Drain air system.
6. Position new spindle in the cavity with spring
2. Disconnect air line from outlet port.
pocket side out. Install spring.
3. Remove check valve nut (3, Figure 10-4).
7. Using grease supplied with kit, apply a light coating
on O-ring. Install O-ring on nut. 4. Remove and discard O-ring, spring, spindle, and
ball.
8. Apply light coating of grease on nut threads. Install
nut and tighten to 60 ft. lb. (81.35 N.m) torque. NOTE: If there is excessive oil in the check valve port,
9. Re-connect air line to air dryer purge port.
5. Clean nut and cavity area.

6. Install new ball in cavity. Next, position spindle with
spring pocket facing out. Install spring.
7. Using grease supplied with kit, apply a light coating
on O-ring. Install O-ring on nut.
8. Apply a light coating of grease to threads of nut.
Install nut and tighten to 60 ft. lb. (81.35 N.m)
torque.
9. Re-connect air line to air dryer outlet port.

Turbo Valve Service Heater Assembly Service
Symptom Symptom
1. Dryer frequently unloads. 1. Dryer won’t exhaust.
2. Air continually flows from exhaust port when com- 2. Exhaust port leaks.
pressor is in standby mode.
3. Cannot build pressure.
3. System pressure drops very rapidly.
Operational Checks
NOTE: The above symptoms could also lead to check Thermostat must be cooled to at least
valve replacement. A malfunctioning turbo valve will 35°F (2°C) to check.
tend to allow pressure to drop to cut-in pressure within
1. Connect an ohmmeter across the heater electrical
seconds.
terminals.
Operational Check: The reading should show a closed circuit.
2. If the reading shows an open circuit, replace heater
Disconnect line at purge port and plug. Start
assembly.
engine and build pressure to cut-out pressure.
Stop engine.
Apply soapy solution around exhaust port.
Heater Assembly Replacement
If soap bubbles exist, replace turbo valve.
1. Disconnect heater leads.
2. Remove the two screws from heater cover.
Turbo Valve Replacement
3. Remove heater/thermostat assembly (10, Figure
1. Drain the air system.
10-4) and discard.
2. Disconnect the heater wiring. Disconnect the inlet
4. Thoroughly clean entire area.
and unloader lines from their respective ports.
Mark lines for later assembly. 5. Apply a light coating of anti-seize to the heater
element and to the thermostat cavity only. Do not
3. Remove eight bolts from bottom cap and set aside.
apply this compound to screws.
Discard gasket.
6. Install new heater. Twist slightly to spread anti-
4. Remove turbo nut, valve stop, and valve (7, Figure
seize. Install new set screw until snug. Set screw
10-4) and discard.
will protrude from bottom cap about 0.125 inch
5. Clean cavity area thoroughly. (3.18 mm). DO NOT OVER-TIGHTEN.
6. Lightly coat the two small O-ring surfaces and 7. Install new thermostat.
install on piston. Carefully install valve in cavity Coil wires around heater cover posts allowing
with tapered side up. wires to protrude through slots.
Place the two # 6-32 x 1.125 inches (2.86 cm)
7. Place valve stop on top of valve concave side
screws in heater cover and attach the thermostat.
down.
8. Fill heater cover with non-corrosive RTV.
8. Lightly lube large O-ring and place on nut. Install
flat seal into nut. 9. Connect blue heater wire to a good chassis
ground.
9. Install nut and tighten to 50 ft. lb. (68 N.m) torque.
10. Connect orange wire to ignition switch.
10. Place gasket on bottom cap aligning small hole
with small check valve. Locate bottom cap so that 11. Seal and route heater wires carefully.
inlet port is directly below outlet port. Install the
eight bolts set aside during disassembly and
tighten to 15-20 ft. lb. (20 -27 N.m) torque.
11. Re-connect inlet and unloader lines as previously
marked to air dryer.
12. Re-connect heater wiring.

AIR DRYER TROUBLESHOOTING
Problem: Air continually exhausts from the exhaust port when the compressor is in the standby mode.
Possible Cause Remedy

The air dryer check valve is worn. Clean cavity. Replace check valve assembly.
Turbo valve is damaged or worn. Clean cavity. Replace turbo valve assembly.
The air dryer unloader valve seal is worn. Clean cavity. Replace unloader valve assembly
Problem: System air pressure drops rapidly.

Fittings are loose or damaged. Tighten and/or replace as necessary.
Air reservoir, tubing, or hoses are damaged. Repair or replace as necessary.
Turbo valve is leaking. Clean cavity. Replace turbo valve assembly.
The air dryer unloader valve seal is worn. Clean cavity. Replace unloader valve assembly.
Problem: The air compressor goes into the standby mode but cycles rapidly.

Fittings are loose or damaged. Tighten and/or replace as necessary.
Air reservoir, tubing, or hoses are damaged. Repair or replace as necessary.
Turbo valve is worn. Clean cavity. Replace turbo valve assembly.
Air governor malfunctioning. Replace governor valve.
The air dryer unloader valve seal is worn. Clean cavity. Replace the unloader valve assembly.
Problem: Air flows from the exhaust port when the air compressor is trying to build up pressure.

The unloader valve is worn. Clean cavity. Replace the unloader valve assembly.
Dirt/foreign material is stuck in the unloader valve. Clean cavity. Replace the unloader valve assembly.
Heater assembly malfunctioning. (32°F) Replace heater assembly.

AIR DRYER TROUBLESHOOTING (Continued)
Problem: The air compressor runs continuously (system pressure will not build).

Fittings are loose or damaged. Tighten or replace loose or damaged fittings.
Air reservoir, tubing, or hoses are damaged. Repair or replace damaged items.
The air compressor needs to be serviced or replaced. Rebuild or replace the air compressor.
The air dryer unloader valve is worn. Clean cavity. Replace the unloader valve assembly.
The air compressor capacity is too low for vehicle. Install larger air compressor.
Line between governor and air compressor is blocked. Replace the line or remove the blockage.
Problem: The air dryer does not unload when the air compressor goes into standby mode.

The line between the air governor and the air dryer Install or replace the air line, or tighten the fittings.
unloader port is missing.
The unloader valve is worn. Clean cavity. Replace the unloader valve assembly.
Ice has formed in the unloader valve. Check heater assembly; replace if necessary.
The heater is malfunctioning. Check heater assembly; replace if necessary.
The unloader valve sleeve is misaligned. Align unloader valve sleeve.
Problem: The safety valve opens.

The air dryer check valve is blocked. Clean cavity. Replace the check valve assembly.
The air brake system is blocked down stream from the Remove blockage or replace the necessary compo-
air dryer. nents.
The air compressor governor valve is malfunctioning. Replace the compressor air governor valve.
The safety valve is malfunctioning. Replace the safety valve.

AIR DRYER TROUBLESHOOTING (Continued)
Problem:Water accumulation in air system (tanks).

Desiccant is contaminated. Replace desiccant cartridge.
The air compressor capacity is too low for vehicle. Install larger air compressor and replace desiccant
cartridge.
Bleed valve is malfunctioning. Clean cavity. Replace bleed valve assembly.
The line between the purge tank and the air dryer purge Install or replace the air line, or tighten the fittings.
port is missing, leaking, or damaged.
Line between the compressor and air dryer too short Fit new line with a minimum length of 6 ft. (1.83 m)
(Insufficient pre-cool) . copper line or 12 ft. (3.66 m) of steel braided teflon.

NOTES

SECTION M20
PAYLOAD METER II - ON BOARD WEIGHING SYSTEM
INDEX
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Haul Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
LIGHTS, SWITCHES AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
TIPS FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
EXTERNAL DISPLAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Basic Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Linkage Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Gain Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Sources of Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Typical Data From Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Example Calculation of Payload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Viewing Payload Calculation Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Checking the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Adjusting the Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
TYPES OF DATA STORED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Engine ON/OFF Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Fault Codes and Warning Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Total Payload and Total Number of Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Other Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATOR FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Using the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Viewing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Clearing the Operator Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Dimming the Lights on the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INITIAL SETUP OF PAYLOAD METER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Switch Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Checking the Operator Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Checking the Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Checking the Gt setting: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Checking the Inclinometer Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Calibrating a Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DISPLAYS AT START-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
SETUP AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Setting The Speed Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Setting the Option Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Setting The Machine I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Setting The Operator I.D. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Setting The Time and Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DOWNLOAD OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DISPLAY OF FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Monitoring Input Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
M20007 12/01 Payload Meter II M20-1

Service Check Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
UP FACTOR - PAYLOAD CALCULATION GAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
PL MODE -LOAD CALCULATION TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
FINAL GEAR RATIO SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
BATTERY REPLACEMENT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
After Replacing the Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SUSPENSION PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
INCLINOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
PAYLOAD METER BACK PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
CONNECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
PAYLOAD METER II™ RE-INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
PAYLOAD CIRCUIT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
COMMON PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Suspension Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Symptom Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Missing Body-Up Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Missing Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
F-18: Alternator R-Terminal, Oil Pressure Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Shorted 18v Sensor Power Supply (930E) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
FAULT TREE DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Payload Lights Won't Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Red, Amber or Green Payload Light Does Not Illuminate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Cannot Download - PC Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
PC Communications Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
F.CAL: Payload Meter Won't Calibrate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
F-20: Sensor Power Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
F-21, F-25: Left Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
F-22, F-26: Right Front Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
F-23, F-27: Left Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
F-24, F-28: Right Rear Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
F-31, F-32: Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Body Up Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Brake Lock Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Speed Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Adjusting the Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
CONNECTORS AND PRESSURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
REAL-TIME PAYLOAD METER II™ MONITOR PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Menu Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Log File Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Connections to Payload Meter II™ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
USING SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Monitoring Inputs Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Monitoring Suspension Charging Using Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Pressure Sensor Dummy Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
GAIN ADJUSTMENT WORKSHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
M20-2 Payload Meter II 12/01 M20007

PAYLOAD METER II ON BOARD WEIGHING SYSTEM (OBWS)
GENERAL INFORMATION suspension and inclinometer data. After traveling
160 m (0.10 mi.) from the loading site, the PLM II™
The Payload Meter II™ (PLM II™) On Board Weigh-
uses the data sampled under the shovel to calculate
ing System displays and records the payload weight
final payload.
along with other operating information. The system
consists of a payload meter, pressure sensors, deck The PLM II™ displays payload on its display when
mounted lights and an inclinometer. the truck is stopped. For the first 160 m (0.10 mi.)
after loading, the payload meter displays distance
The payload meter (Figure 20-1) uses the four sus-
from the loading site. At all other times when the
pension pressures and an inclinometer to determine
truck is moving, the display shows the time of day.
the load in the truck. The payload weight can be dis-
played in short tons or metric tons. The payload meter stores in memory various oper-
ating data. This data includes:
Haul Cycles
• payload, time, distance, and travel speed for
The beginning of a new haul cycle starts at the each cycle
dump, when the body comes down from dumping • date and time that the engine was started and
the last load. stopped
At the loading site, the PLM II™ begins to calculate • date and time of each fault that occurred or was
the size of each shovel pass (swingload) once the canceled
payload is greater than 10% of rated load for the
• total payload and the overall number of cycles
truck. There are three external deck-mounted lights
for a specific time period
on each side of the truck. The lights indicate pay-
load weight divided into three separate stages. A This data is retained even when the power is
forecast feature will flash a deck mounted light pre- switched off. The stored data is backed up by an
dicting the payload weight if the next bucket of internal battery.
material is dropped into the body. The data can be down loaded from the payload
At the moment the wheels begin to turn after loading meter to a personal computer when a communica-
under the shovel, the PLM II™ takes one sample of tion 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)

LIGHTS, SWITCHES AND COMPONENTS
On The Face Of The Payload Meter
(Refer to Figure 20-1)
1. Display Panel 6. Calibration/Clear Switch
Digital display area for the data being recorded Used to calibrate the machine when the condi-
in memory. This will include items such as: tions regulate this action. Also used with the
· Payload TOTAL/SFT switch to clear total payload and
overall number of cycles.
· Date & Time
7. Total/Shift Switch
· Cycles
Used to display payload and overall number of
· Travel Distance cycles each time the load is dumped. Will dis-
· Fault Codes and Warnings play the error codes. This switch is also used
with the CALIBRATION/CLEAR switch to clear
2. Reception Pilot Lamp (Rx Busy)
total payload and overall number of cycles.
This light will illuminate for 3 seconds when the 8. Light/Increment Switch
system is powered up. It will then be lit when-
ever the computer is communicating. Used to change the digital increments or units
for the various displays. Also used to adjust the
3. Transmission Pilot Lamp (Tx Busy)
brightness of the lights on the monitor display.
This light will illuminate for 3 seconds when the 9. Memory Card
system is powered up. It will then be lit when-
ever the memory is being downloaded to a per- Used to receive data from the payload meter
sonal computer. memory to this card which can then be used to
transfer the data into a personal computer. This
4. Memory Card Access Lamp (CARD Busy)
enables the memory to be downloaded and
This light will illuminate for 3 seconds when the saved when a personal computer is not avail-
system is powered up. It will also be lit when- able.
ever the memory data is being downloaded to 10. Cover
the memory card.
Protective cover for the Memory Card. Do not
5. Mode Switch
open or place foreign objects in slot.
This switch is used to select the mode or sys-
11. Diagnostic/Download Port
tem that will allow a function to be performed.
This may include: Connector port that is used for downloading the
memory data to a personal computer.
· 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

TIPS FOR OPERATION EXTERNAL DISPLAY LIGHTS
To assure the On Board Weighing System records The Payload Meter II™ controls three light relays.
the most accurate and consistent data, these impor- The relays operate three deck mounted lights on
tant steps should be followed: each side of the truck. There is one green light, one
amber light, and one red light. (Figure 20-2)
• Always keep suspension oil and nitrogen
properly charged. The most common failure for While the truck is stopped being loaded and the hoist
causing inaccurate payload data is due to lever is in the float position, the appropriate lights will
improperly charged suspensions. Always follow remain on according to the following schedule:
shop manual procedures when charging a
suspension. Refer to Section "H". It is crucial to
maintain the proper oil and nitrogen levels at all
times.
• For most Komatsu Trucks:
Use only the brake lock switch to hold the truck
stationary at the loading and dumping area.
For Komatsu 330M/HD785 Trucks ONLY: Use
the park brake switch to hold the truck
stationary at the loading and dumping area.
Any other method will not allow the payload
system to register properly.
FIGURE 20-2. LOAD INDICATOR LIGHTS
• Do not activate the "Lamp Test" switch during
loading. Inaccurate and inconsistent data may be
stored.
INDICATOR LIGHTS PAYLOAD WEIGHT
• At the loading area do not release the Brake Lock
(or Park Brake switch) until the loading is Off Off Green 50% and Greater
complete and the load shock from the last load Off Amber Green 90% and Greater
dumped has settled.
Red Amber Green 105% and Greater
• The loading area surface must be maintained as
flat and level as possible. The On Board The shovel or loader operator can predict the pay-
Weighing System can compensate for slight load weight by observing these lights. During the
variations in grade and unevenness, but ruts, loading operation, a forecast feature flashes a deck
berms, rocks, etc. will cause the system to record
mounted light predicting the payload weight after the
inaccurate and inconsistent data.
next bucket of material is loaded into the body. The
• Regularly remove "carryback" from the dump logic is as follows:
body.
1. If the measured payload is varying 3% or less
• Calibrate regularly. Refer to "Calibrating a Truck". of the rated load for more than 3 seconds, the
• Do not focus on single payloads when viewing current load is deemed a steady value.
data from the payload meter. Use the average of 2. If the difference between the previous steady
several payloads to get a more accurate value and the current steady value is greater
calculation of payload productivity. 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.

THEORY OF OPERATION
Basic Description
The payload meter uses the four suspension pres-
sures 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 measure-
ments for the haul cycle.
The suspension pressures are the key ingredients in
determining the sprung weight of the truck. These FIGURE 20-3. LINKAGE FACTOR
pressures are converted into forces using the formu-
las shown below.
π Linkage Factor
Sprung Weight= Suspension Diameter2 (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
These forces are combined with the geometry of the the load on the rear suspensions.
truck to produce the load calculation. It is critical that Figure 20-3 shows the side view of a truck. The nose
the suspensions are charged according to shop man- pin is marked with a star and there are three arrows
ual specifications and the pressure sensors are func- pointing to different spots of the rear tire. This figure
tioning properly. shows how the support under the rear tire can affect
the calculation of the load. The payload meter does
Inclinometer
not directly measure the load transferred to the frame
The inclinometer gives the payload meter information through the nose pin. To account for portion of the
regarding the pitch angle of the truck. The front and load carried by the nose pin, the linkage factor is mul-
rear incline factors are determined by the pitch angle. tiplied by the rear suspension force. It is assumed
These two factors account for the load transfer that that the truck is supported under the center of the
occurs when the truck is inclined nose up or nose tire. In this case the payload meter uses L2 to help
down. 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.

Gain Factor Sources of Error
Gain factor is part of the formula the payload meter Poorly charged suspensions can lead to systematic
uses to calculate the payload. The gain factor is a error in the calculation of payload. The error is most
tool that compensates for variations between actual obvious when the oil level is low. When there is too
weight of the payload and the calculated weight from little oil in the suspensions, the cylinder may com-
the payload meter. The gain factor should only be press completely under a load. The weight of the
adjusted after several payloads have been weighed truck will be carried by the metal to metal contact
on a scale. The gain should never be adjusted based within the suspension. Not only will the ride of the
only on one payload. It takes at least 10 scale weigh- truck, the life of the tires, and other components be
ins to determine an average variation. A worksheet is affected, but the pressure in the cylinder will not truly
located at the end of this chapter to assist in calculat- represent the load on the truck. Under-charged sus-
ing the necessary gain adjustment. pensions typically cause the payload calculations
from the payload meter to be lower than the actual
There are two types of gain adjustments, Gt gain and
payload.
UP factor. It is recommended that only the Gt gain be
adjusted. This adjustment is made using the potenti- Typical Data From Service Check Mode
ometer on the side of the payload meter. Refer to
A sample data set is shown in Figure 20-4. This data
"Adjusting the Gain".
was taken in the laboratory and is used in Figure 20-
Brake Lock 5 to calculate the final load. Note the front suspen-
sion pressures were converted into the front sprung
The Brake Lock only applies the rear brakes. This weight using the formulas above Figure 20-5. The
allows the front wheels to rotate slightly as the truck front sprung weight is then multiplied by the front
is being loaded. This is important because the pay- incline factor and the front linkage factor. The same
load meter assumes that the front wheels can rotate is done with the rear sprung weight. The front and
freely. As the truck is being loaded, it will begin to rear sprung weights are then summed. This number
squat down on the suspensions. This will change the is multiplied by the Gt gain potentiometer value. The
wheel base dimension of the truck. This freedom of calibration load is subtracted from the total to pro-
movement prevents additional binding and friction in duce the final load. The load displayed on the meter
the front suspensions. is this final load (item #15) multiplied by the UP gain
The incline of the grade on which the truck is loading factor.
is measured by the inclinometer. This helps deter- Number Data Description
mine the incline factors that are applied to the front
and rear sprung weights. The tire forces on the road 1 13:09 Current Time
surface that hold the truck on grade affect the sus- 2 749.4 Front Left Pressure (Psi)
pension pressures. If the front and rear brakes are 3 848.9 Front Right Pressure (Psi)
locked, the effect on the suspension pressures can-
not be determined. If only the rear brakes are applied 4 863.2 Rear Left Pressure (Psi)
the effect is predictable and the incline factors accu- 5 1049.0 Rear Right Pressure (Psi)
rately account for the forces on the tires. 6 106.0 Front Weight (Tons)
If the service brake or park brake is used and 7 75.1 Rear Weight (Tons)
depending on the incline and other factors, the pay-
8 -1.85 Inclinometer (Degrees)
load meter can overestimate or underestimate the
load. It is important that only the brake lock be 9 0.95 Incline Factor - Front Wheels
used while loading the truck. (Parking brake on 10 0.984 Incline Factor - Rear Wheels
330M/HD785).
11 1 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.

NOTE: This screen is the only place that the Viewing Payload Calculation Inputs
value of the Gt gain potentiometer can be
The PLM II™ estimates payload by monitoring sus-
checked. pension pressures when the truck is loaded and
There are two gain factors that can be applied to the compares them to truck empty pressure values. The
payload measurement. The first is the Gt gain factor PLM II™ uses one empty truck weight for all payload
and the other is the UP gain factor. They are not calculations. This empty truck weight is called the
applied uniformly to all payload calculations. 'tare weight'. It is not the empty vehicle weight
(EVW). It is an estimate of the empty weight of all the
truck components suspended above the suspen-
sions. The process of making the PLM II™ calculate
the tare weight is called the calibration procedure.
Example Calculation of Payload This calibration weight is used as item #13 from the
These calculations used a 13" front suspension manual calculation procedure in Figure 20-4.
diameter and 10" rear suspension diameter. 1. Press and hold the LIGHT/INC and
π MODE switches until "CHEC" is
Sprung Weight= Suspension Diameter2 (Psi Left + Psi Right)
4 flashing on the display.
Sprung Weight = Axle Weight(lbs)/2000
2. Press and hold the CAL/CLR
switch until "CALL0" is flashing
on the display.
Front Weight (6) 106.00 Rear Weight (7) 75.10 3. Press the CAL/CLR switch to cycle through the
following data. The sequence repeats.
x Incline Factor (9) 0.95 x Incline Factor (10) 0.98
100.70 73.90 Item and Description Units
x Link Factor (11) 1.00 x Link Factor (12) 1.53 1. Year of Calibration Last 2 digits of year
Front Weight 100.70 Rear Weight 113.70 2. Month: Day of Calibration XX:XX
3. Hour: Minute of Calibration XX:XX
Front Weight 100.70 4. Truck Model Setting
Rear Weight 113.70 5. Pressure Front Left Psi
Total Weight 214.40 6. Pressure Front Right Psi
x Gain Factor (14) 1.00 7. Pressure Rear Left Psi
214.40 8. Pressure Rear Right Psi
- Calibration (13) -70.60 9. Front Sprung Weight Tons
10. Rear Sprung Weight Tons
FIGURE 20-5.
11. Degree of Incline ±° Nose Up Positive
12. Incline Factor - Front Axle
13. Incline Factor - Rear Axle
14. Link Factor Front Axle
15. Link Factor Rear Axle
16. Calibration Weight Tons
4. Press MODE once and "CHEC" will

flash on the display.
5. Press MODE once and the meter will return to
normal operation.

Checking the Gain Adjusting the Gain
1. Press and hold the LIGHT/INC and Before adjusting the gain perform the following steps:
MODE switches until "CHEC" is
1. Confirm the suspension oil and nitrogen
flashing on the meter.
charges are at the levels specified in the shop
2. Press and hold the LIGHT/INC manual.
switch until "ALL0" is flashing on the
2. Weigh the empty truck and then calibrate the
display. "A.FUL" may also be dis-
payload meter. Do both in succession to ensure
played.
the weights are nearly identical.
3. Press the LIGHT/INC switch14 times. The num-
3. Weigh at least 10 different loads to get an accu-
ber displayed will be the current Gt gain. Press
rate deviation from actual scale weight and the
MODE twice to return to normal operation. payload calculation from the payload meter.
Complete the gain adjustment worksheet at the
end of this module. The worksheet is an accu-
rate way to calculate the necessary gain adjust-
ment.
Adjustment Procedure:
1. Ensure the PLM II™ is in normal operating
mode.
2. Adjust the gain potentiometer on the side of the
meter. Right to decrease, left to increase.
3. Press and hold the LIGHT/INC and
MODE switches until "CHEC" is
flashing on the meter.
4. Press and hold the LIGHT/INC
switch until "ALL0" is flashing on the
display. "A.FUL" may also be dis-
played.
5. Press the LIGHT/INC switch14 times. The num-
ber displayed will be the current Gt gain. This is
not a "live" reading. Any time the gain is
changed, this cycle must be repeated to view
the new change.
6. Press MODE once and "CHEC" will
flash on the display.
7. Press MODE once and the meter will return to
normal operation.

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 num-
ber of cycles that can be stored in memory is 2900 cycles.
ITEM UNIT RANGE REMARKS

Engine Operation Number Number 1 - 65535 Advances by one each time the engine
is started.
Month Month 1 - 12
Day Day 1 - 31
Time Hour Hour 24 Hour Clock These values are stored when the load
is dumped.
Time Minute Minute 1 - 59
Payload Metric tons 0 - 6553.5
Short tons
Travel Time When Empty Minute 0 - 6553.5
Travel Distance When Empty Miles/Km 0 - 25.5
Maximum Travel Speed When Empty Mph/Kmh 0 - 99
Average Travel Speed When Empty Mph/Kmh 0 - 99
Time Stopped When Empty Minute 0 - 6553.5
Time Stopped During Loading Minute 0 - 6553.5
Travel Time When Loaded Minute 0 - 6553.5
Travel Distance When Loaded Miles/Km 0 - 25.5
Maximum Travel Speed When Loaded Mph/Kmh 0 - 99
Average Travel Speed When Loaded Mph/Kmh 0 - 99
Time Stopped When Loaded Minute 0 - 6553.5
Dumping Time Minute 0 - 6553.5
Speed Limit Mph/Kmh 0 - 99
Warnings For Each Cycle The fault codes that occur during each cycle

Engine ON/OFF Data
When the engine is started or stopped, the following data is recorded.

Engine Operation Number Number 1 - 65535 Advances by one each time the engine
is started.
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was started.
Day Day 1 - 31
Time Hour Hour 24 Hour Clock
Last Two Digits Of The Year Year 0 - 99
Month Month 1 - 12
Indicates when the engine was shut off.
Day Day 1 - 31
Total Payload Metric tons 0 - 999900.0 Total payload from the time when the
Short tons engine was started until the time the
engine was shut off.
Total Number Of Cycles Number 0 - 9999 Totals for the time that the engine was
running.
Fault Codes and Warning Data

Error Code Displayed by a combination of letters and numbers representing a spe-
cific error code.
Engine Operation Number At Time Of Number 1 - 65535 Every time the engine is started the
Occurrence number advances by one.
Number Of Times Of Occurrence Since Number 1 - 255
The Engine Was Switched ON
Last Two Digits Of Year Year 0 - 99
Month Month 1 - 12
Day Day 1 - 31

Engine Operation

Every time the engine is started the
Number when Canceled Number 1 - 65535 number advances by one.
Month Month 1 - 12
Day Day 1 - 31
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.

Metric Tons The total payload since the unit was
Total Payload Short Tons 0 - 999900.0 cleared.
Total Number Of Cycles Digital Number 0 - 9999 The number of cycles since the unit
was cleared.
Month Month 1 - 12
Date and time the unit was cleared.
Day Day 1 - 31
Other Data

Set Up Data That The Operator Can Speed Limit Km/MPH
Check Option Code Digital Number Communication Mode
Year Year
Month Month
Calibration Data Date and time when calibrated.
Day Day
Hour Hour
Minute Minute

OPERATOR FUNCTIONS Clearing the Operator Load Counter
1. Press the TOTAL/SFT switch once. The num-
Using the Operator Load Counter
ber displayed is the total tons hauled since the
The payload meter makes available to the operator a last time the counter was cleared. The total is
total load counter and haul cycle counter. This allows displayed in hundreds of tons.
each operator to track the tons hauled during their 2. Press and hold the CAL/CLR switch until the
shift. The total is displayed in hundreds of tons. For display flashes.
example, if 223 is displayed, this means that 22,300
3. Press the CAL/CLR switch until "0000" is dis-
tons have been hauled since the last time the cycle
played. After 2 seconds the meter will return to
counter was cleared.
normal operation.
This memory location is separate from the main pay-
Clearing this memory does not affect the main pay-
load data storage. This memory is not cleared when
load data storage.
the Data All Clear Operation is performed. Clearing
this memory does not affect the main payload data
storage.
Dimming the Lights on the Display
Viewing the Operator Load Counter
There are a total of 10 brightness levels on the PLM
1. Press the TOTAL/SFT switch once. II™ display.
If there is a fault code present at this time: From the normal operation display:
2. The error code for that problem will be dis- 1. Press the LIGHT/INC switch. The lighting will
played. This will be a flashing display. become one level dimmer. This will continue
3. Press the TOTAL/SFT switch again. If addi- until the lighting has reached its lowest level.
tional faults or warnings exist, that fault code 2. After reaching the lowest level, the display will
will be displayed as a flashing code. return to the brightest setting.
4. Repeat step #3 until no fault codes are dis-
If the switch is held in the depressed position, the
played. ":" will show when no additional faults
brightness will change continuously.
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.
5. Press the TOTAL/SFT switch again. The num-
ber displayed is the number of haul cycles since
the last time the cycle counter was cleared.
6. Press the TOTAL/SFT switch again. ":" is dis-
played for 2 seconds before the display returns
to normal operations.

INITIAL SETUP OF PAYLOAD METER
Switch Position
There are several things that must be checked and
programmed when a payload meter is first installed. 1 Initial Setup should be set to 1.00 - Gain
Clockwise(-20%) CCW (+20%)
1. Check the switch settings on the side of the
Refer to "Gain Factor" for adjust guidelines
meter.
B Do not Adjust - Buzzer Volume
2. Check the Operator Check Mode settings
3. Check the Service Check Mode settings 7 - Speed Regulation
2 0=107%, 7=100%, F=92%
4. Calibrate the clean truck. The 930-2 should be set to '6'.
The next few pages show the steps required to per- 7 - Distance Regulation
form these checks. Only after all of these steps have 3 0=107%, 7=100%, F=92%
been performed can the payload meter be released The 930-2 should be set to '6'.
for service.
4 4 - 685E
5 - 630E
Switch Settings B - 730E
C - 930E
D - 530M
E - 330M
F - 830E
5 DOWN - Memory function
(DOWN = Enable, UP=Disable)
6 DOWN - Inclinometer Use
(DOWN = Enable, UP=Disable)
7 DOWN = Short Tons, UP = Metric Tons
8 UP
930E-2 trucks are equipped with 53/80R63 series

tires and require small changes to the switch set-
tings of the PLM II™. The tires have a larger roll-
ing radius than the PLM II™ assumes. This
causes the PLM II™ to underestimate distances
by 1%. The Speed Regulation and Distance Regu-
FIGURE 20-6.
lation switches should be switched to position 6.
This is contrary to what the label may say.
Additionally, the payload gain on 930E-2 trucks
also needs to be adjusted. The front suspensions
There are nine switches located behind the panel on
are larger than the original 930E suspension, and
the left side of the payload meter. Figure 20-6 shows
therefore, data programmed into the payload
the switch numbers. The following switch positions
meter is not completely accurate. The gain must
should be confirmed before the meter is installed.
be increased by 1%. There are two methods for
* Set switch 4 for the appropriate model. changing this gain; changing the UP factor using
the buttons on the front panel, or using the gain
adjustment potentiometer on the side of the
meter. The preferred method is using the potenti-
ometer. Refer to "Adjusting the Gain".

Checking the Operator Check Mode Checking the Service 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
Refer to page 24 for additional information on UP
switch. The display will show:
Factor and PL Mode prior to setting these values.
2. Press the MODE switch once.
The display will show: Refer to Setting "UP:XX"
"Data All Clear" to clear the haul
cycle data.
MODE switches. The display will
3. Press the MODE switch once. show:
The display will show: Refer to
"Display of Fault Codes" for view-
TOTAL/SFT switches. The display
ing fault codes.
will show:
3. Press the CAL/CLR switch once.
The display will show: This is the
The display will show:
truck ID number. Refer to "Setting
The Machine ID" to change Machine ID. 4. Press the LIGHT/INC switch until "XX" is set to
the desired gain (± 9%).
5. Press the MODE switch once.The
display will show. 5. Press MODE. The display will
show:
Refer to "Setting The Operator
6. Press MODE and the meter will return to normal
ID" to change operator.
operation.
The display will show: Setting "PL:00"
"SP:62" should be displayed. The 1. Press and hold the LIGHT/INC and
speed limit should be set to 62 to avoid unnec- MODE switches. The display will
essary faults and warnings. Refer to "Setting show:
The Speed Limit" to make adjustments. 2. Press and hold the LIGHT/INC and
7. Press the MODE switch once. TOTAL/SFT switches.The display
The display will show: will show:
Refer to "Setting The Option 3. Press the CAL/CLR switch once.
Code" to change the option. The display will show:
8. Press the MODE switch once.The 4. Press the CAL/CLR switch once.
current time should be displayed The display will show:
with the minutes flashing. Refer to 5. Press the LIGHT/INC switch until
"Setting The Time And Date" to change the time "PL:00" is displayed. ONLY
and date. "PL:00" IS RECOMMENDED.
9. Push the MODE switch to return to normal 6. Press the MODE switch. The dis-
operation. play will show.
7. Press MODE and the meter will return to normal
operation.

Checking the Gt setting: Calibrating a Truck
Refer to "Checking the Gain" and "Adjusting the This procedure causes the PLM II™ to calculate a
Gain" for display and adjustment information. new empty 'tare' (calibration) weight (refer to "View-
ing Payload Calculation Inputs) for use with all sub-
Checking the Inclinometer Settings sequent payload estimates. Before calibrating,
confirm the truck nose up produces a positive incline.
Refer to "Viewing Payload Calculation Inputs" for
instructions on displaying truck pitch angle. With an The payload meter should be calibrated whenever
empty truck on level ground and suspensions prop- one of the following occurs:
erly charged, the display should indicate 0.0 ± 1.0.
1. When a new payload meter is installed.
Remember, this is not a live display. After adjust-
ment, Service Check Mode must be entered again to 2. When a suspension sensor has been changed.
obtain a new reading. 3. Whenever the suspensions have been serviced
or the Nitrogen levels have changed.
An alternative method is to use a personal computer
running the Komatsu Payload Download Program for 4. Whenever any major change to the truck has
Microsoft Windows. The "Monitor Pressures" section been performed that would change the empty
of the program displays live inclinometer data. The vehicle weight.
inclinometer can be loosened and adjusted until the 5. Once a month thereafter.
live display shows 0.0 ± 1.0 degrees with an empty
truck on level ground, and the suspensions properly
charged. To calibrate the payload meter:
Another method is to use a voltmeter to read the volt- 1. With the engine running and the truck stopped,
age output of the inclinometer. With an empty truck press and hold the CAL/CLR switch until "CAL"
on level ground, and the suspensions properly is flashing on the display.
charged, the output voltage should be 2.6 ± 0.1 volts. 2. Drive the truck until the speed is approximately
6-10 MPH (10-15 Km/H)
3. Press the CAL/CLR switch once.
4. Drive until the display switches back to the time
of day. This will take up to 30 seconds.
>Carry out this operation on flat level ground.

>Travel in a straight line.
>Maintain a steady speed, 6-10 MPH (10-15 Km/H)
5. The payload meter is now calibrated and ready

for normal operation.

DISPLAYS AT START-UP 6. The display will show:
This function is not used.
POWER ON:
"SU : - -" indicates Switch 8 is up.
All external display lamps (Figure 20-2) will come on
and stay on for approximately 27 seconds during the "SU : oo" indicates Switch 8 is down.
"Power-up Process". 7. The display will show:
The "Power-up Process" will display the PLM II™ This display indicates the
settings. Each display will occur for approximately 3 Machine ID code where "xxx" indicates a value
seconds: between 0 and 200.
8. The display will show:
1. The display will show: This display indicates the Opera-
In addition, a buzzer will sound tor ID code where "xxx" indicates a value
and the following lamps will light for 3 seconds: between 0 and 200.
• Reception Pilot Lamp (2, Figure 20-1)
This display indicates the Speed
• Transmission Pilot Lamp (3, Figure 20-1)
Limit setting where "xx" indicates a value
• Memory Card Pilot Lamp (4, Figure 20-1) between 0 and 99 km/h.
2. The display will show: 10. The display will show:
The "xx" indicates the Truck Model. This display indicates the Option
Refer to "Initial Setup of Payload Meter" for code setting.
code definitions.
Refer to "Operator Check Mode, Setting the
Option Code" and to "Method of Operation" for
more information on this function.
This display indicates the status
of the Memory Card where:
"Cd : - -" indicates Card Not Used, and
"Cd : oo" indicates Card Is Used.
Normal Operation
This display indicates the status of If the truck engine is started before the preceding
the Inclinometer for the PLM II™, where "Power-up Process" is completed, the display will
shift to normal operation.
"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.

SETUP AND MAINTENANCE Setting the Option Code
1. Press and hold the MODE switch
Speed Limit
until "Cd:dP" is displayed.
A warning can be displayed if the machine exceeds a 2. Press the MODE switch once.
preset speed. The display will show:
The available range is: 10 - 99 km/h (6 - 62 mph). It is 3. Press the MODE switch once.
recommended to set the speed limit to 99 km/h (62 The display will show:
mph). 4. Press the MODE switch repeat-
edly until "OP.XX" is displayed.
Setting The Speed Limit
5. Press the LIGHT/INC switch to
1. Press and hold the MODE switch change the "unit digit" to the desired number.
until "Cd:dP" is flashing.
6. Press the TOTAL/SFT switch and
2. Press the MODE switch once. the display will then indicate:
3. Press the MODE switch once. change the "tens digit" to the desired number.
8. Press the MODE switch to return to normal
4. Press the MODE switch repeat- operation.
edly until "SP.XX" is displayed.
9. The Option Code selects the PLM II™ commu-
5. Press the LIGHT/INC switch to nication mode as follows:
change the "unit digit" to the desired number.
the display will then indicate: Option Code COMMUNICATION MODE
7. Press the LIGHT/INC switch to 0 Stand Alone
change the "tens digit" to the desired number.
10 PMC Mode (530M/HD1500 only)
8. Press MODE switch to return to normal opera-
tion. Modular Mining Mode, Scoreboard
12 and User Data Communication
Mode
NOTES:
1. The Option Code is set to "0" for trucks not
equipped with Modular Mining System (MMS)
(Except 530M/HD1500).
2. The 530M/HD1500 with Powertrain Manage-
ment 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 Setting The Time and Date
1. Press and hold the MODE switch 1. Press and hold the MODE switch
until "Cd:dP" is displayed. until "Cd:dP" is displayed.
2. Press the MODE switch once. 2. Press the MODE switch once.
The display will show: The display will show:
3. Press the MODE switch once. 3. Press the MODE switch once.
The display will show: The display will show:
4. Press the MODE switch 4. Press the MODE switch repeat-
once."d.XXX" is displayed. edly until "XX:XX" is displayed.
5. Press the LIGHT/INC switch to 5. Press the LIGHT/INC switch to
change the last digit to the desired number. change the minutes.
6. Press the TOTAL/SFT switch and 6. Press the TOTAL/SFT switch and
the display will show: the display will then indicate:
change the middle digit to the desired number. change the hours. The clock is a 24 hour clock.
8. Press the TOTAL/SFT switch and 8. Press the TOTAL/SFT switch and
the display will show: the display will then indicate:
change the first digit to the desired number. change the day.
10. Press the MODE switch to return to normal 10. Press the TOTAL/SFT switch and
operation. the display will then indicate:
Setting The Operator I.D. Code 11. Press the LIGHT/INC switch to
change the month.
1. Press and hold the MODE switch
the display will then indicate:
The display will show: 13. Press the LIGHT/INC switch to
change the year.
The display will show: 14. Press MODE switch to return to normal opera-
4. Press the MODE switch repeat- tion.
edly until "o.XXX" is displayed.
change the last digit to the desired number.
the display will then indicate:
change the middle digit to the desired number.
the display will show:
change the first digit to the desired number.
10. Press the MODE switch to return to normal
operation.

DOWNLOAD OF INFORMATION DISPLAY OF FAULT CODES
Payload information and fault codes recorded should 1. Press and hold the MODE switch
be downloaded to a personal computer on a regular until "Cd:dP" is displayed.
basis. The software required is available under part 2. Press the MODE switch once.
number AK4635. Detailed instructions for installing The display will show:
the software and downloading the data is provided 3. Press the MODE switch once.
with AK4635 PLM II™ download software. The display will show:
Data All Clear 4. Press the TOTAL/SFT switch.
This function will erase all of the cycle data, engine If there are no faults or warnings,
ON/OFF data, and fault/warning data. Total payload the display will show for 6 sec-
and the overall number of cycles will not be cleared. onds.
If there are current faults or warnings, the
IMPORTANT - Before clearing the data, download codes will be displayed in order of their priority,
the data to a personal computer. the highest priority first. Each code will flash for
To begin, the shift lever should be in the "N" position, 6 seconds.
the brake lock set, the hoist control lever should be in 5. After the current codes have been displayed,
the "FLOAT" position and the body in the down posi- past history codes that have been reset will be
tion. displayed. Each code will flash for 3 seconds.
1. Press and hold the MODE If there are no history codes or
switch until "Cd:dP" is displayed. after all history codes have been
2. Press the MODE switch once. shown, the display will show for 3
The display will show: seconds:
3. Press and hold the CAL/CLR The system will then proceed to the following
switch until "A.CLE" is flashing. displays: Refer to Page 25 for details.
4. Press the CAL/CLR switch again
and the memory will be cleared. The meter will
then return to normal operation. • Condition of the shift selector on mechanical
trucks or brake lock on electric trucks.
This does not clear the Operator Load Counter.
The panel will display: "C1:XX" for 3 seconds,
then indicate:
Mechanical trucks
"C1:oo" Shift selector is in "N".
"C1:- -" Shift selector is not in "N'.
Electric trucks
"C1:oo" Brake lock is on.
"C1:- -" Brake lock is off.
• Condition of the Body Up Switch signal.
The panel will display: "C2:XX" for 3 seconds,
then indicate:
"C2:oo" Body up switch is in up position.
"C2:- -" Body up switch is in down position.

• Condition of the Engine Oil Pressure signal.
The panel will display ":C3:XX" for 3 seconds,
then indicate:
"C3:oo" Engine is running.
"C3:- -" Engine is not running.
• Condition of Alternator 'R' terminal signal.
The panel will display "C4:XX" for 3 seconds,
then indicate:
"C4:oo" Engine is running.
"C4:- -" Engine is not running.
• Condition of the Spare Analog Input 1 signal.
The panel will display "C5:XX" for 3 seconds
with XX: as an input signal (V).
• Condition of the Spare Analog Input 2 signal.
The panel will display "C6:XX" for 3 seconds
with XX: as an input signal (V).
• Condition of the Spare Digital Input 1 signal.
then:
"C7:oo" High.
"C7:- -" Low.
• Condition of the Spare Digital Input 2 signal.
then:
"C8:oo" High.
"C8:- -" Low.
6. Press the TOTAL/SFT switch to view faults

again or press the MODE switch to return to
normal operation.

Monitoring Input Signals Service Check Mode
This procedure can be used to monitor the current 1. Press and hold the LIGHT/INC and MODE
input signals to the payload meter. switches until "CHEC" is flashing.
1. Press and hold the LIGHT/INC and MODE 2. Press and hold the LIGHT/INC switch until
switches until "CHEC" is flashing. "ALL0" is flashing. "A.FUL" may also be dis-
played.
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 :
Item and Description Units
C1:oo - Shift Selector in 1. Current Time Hours: Minutes

"N" 2. Pressure Front Left Psi
C1 Mechanical Trucks C1:-- - Shift Selector not in 3. Pressure Front Right Psi
"N"
4. Pressure Rear Left Psi
C1 Electric Trucks C1:oo - Brake Lock On
C1:-- - Brake Lock Off 5. Pressure Rear Right Psi
C2 Body Up C2:oo - Body Down 6. Front Weight Tons

C2:-- - Body Up 7. Rear Weight Tons
C3 Engine Oil Pressure C3:oo - Engine Run 8. Degree of Incline ±° Nose Up
C3:-- - Engine Stopped Positive
C4 Alternator R Terminal C4:oo -Alternator Charging 9. Incline Factor - Front Axle
C4:-- - Alternator Stopped 10. Incline Factor - Rear Axle
C5 Analog 1 - Not Used 11. Link Factor - Front Axle
C6 Analog 2 - Not Used 12. Link Factor - Rear Axle
C7 Digital 1 - Not Used 13. Calibration Weight Tons
C8 Digital 2 - Not Used 14. Gt Gain
C9 Speed Vehicle Speed
15. Current Load Tons
Travel Distance -
16. Backup Battery Voltage Volts
C10 under the current xx.xx Miles
loaded or empty state
4. Press MODE once and "CHEC" will flash on the
03:01 - Empty Stopped display.
Current Status 01:02 - Empty Traveling
C11 Note: Sample values 06:03 - Loading 5. Press MODE once and the meter will return to
are shown. 02:04 - Loaded Traveling normal operation.
04:05 - Loaded Stopped
05:06 - Dumping
C12a* Time Empty Travel S1:xx - Minutes*10
C12b Time Empty Stopped S2:xx - Minutes*10
C12c Time Loaded Travel S3:xx - Minutes*10
C12d Time Loaded Stop S4:xx - Minutes*10
* 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.

UP FACTOR - PAYLOAD CALCULATION Careful consideration must be given to the use of
GAIN PL:01 and PL:10. These modes divide the data
transmitted by Modular Mining and the data stored in
Description of UP Factor the payload meter's memory. Additionally, each
mode handles the UP factor differently and can cal-
The payload calculation gain, or UP factor is multi-
culate different loads for the same haul cycle. For
plied to the actual calculated load. From the example
these reasons it is recommended that the payload
shown in Figure 20-4, the calculated load is 143.8
meter be set to use PL:00 in all cases.
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 PL:00
used to minimize the effects of systematic error for a
particular truck. The UP factor is not applied uni- Modular Mining Transmission - The data is cap-
formly to all load calculations. There are three oper- tured at the last transition from 0 to 1 MPH prior to
ating modes for the payload meter and the UP factor traveling 160 meters from the shovel. The captured
is applied differently to each mode. Therefore, it is data is transmitted when the truck travels 160m from
recommended that this percentage be set to 0. There the shovel. This load calculation will use the UP fac-
are significant differences in final calculated load that tor percentage.
can be introduced by adjusting this gain. Memory Storage - Same as above, the data is cap-
tured 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 fac-
Payload meters sent from the factory are typi- tor percentage.
cally set to "UP: 5" indicating a +5% gain in final
load. This should be checked on all new meters PL:01
and changed to "UP: 0". Modular Mining Transmission - The data is cap-
tured at the last transition from 0 to 1 MPH prior to
PL MODE -LOAD CALCULATION TIMING traveling 160 meters from the shovel. The captured
data is transmitted when the truck travels 160m from
Load Calculation Timing the shovel. This load calculation will use the UP fac-
The PL mode controls when the payload meter takes tor percentage.
a sample of the data and calculates the load. There Memory Storage - The data is captured and stored
are three modes available. There are two sets of when the body rises from the frame. This calculation
data that are affected by the PL mode setting. will not use the UP factor percentage.
• Modular Mining Transmission
PL:10
• Memory Storage
Modular Mining Transmission - The data is cap-
The PL mode setting can have a significant impact tured and transmitted when the truck travels 160
on the perceived accuracy of the payload meter. meters from the shovel. This calculation will not use
PL:00 is the only recommended setting. the UP factor percentage.
Memory Storage - The data is captured and stored
when the body rises from the frame. This calculation
will not use the UP factor percentage.
Use of settings other than PL:00 is NOT recom-

mended.

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 repeat-
edly until "A.XX" is displayed, where
"XX" is one of the following:
"XX" Gear Ratio Remarks

00 31.875 Original
01 36.400 High Traction
02 28.125 Standard
03 26.625 High Speed
NOTE: The Payload Meter is originally set to "00".
4. Press the TOTAL/SFT switch and "XX" will

flash.
5. Press the LIGHT/INC switch to select the
desired gear ratio.
6. Press the MODE switch and
"CHEC" will be displayed.
7. Press the MODE switch and the meter will
return to normal operation.

BATTERY REPLACEMENT PROCEDURE 4. Remove the electrical connector. Remove the
screws on the top surface and the rear face.
ERROR CODE, F-09, DISPLAYED Remove the cover (Figure 20-8). This will
expose the battery, its wires, and the connector.
Replacing the Battery
The payload meter has an internal battery used to
protect the memory from being erased when the key
switch is turned to the OFF position. Battery life is
approximately 2 years. The capacity of the battery is
monitored by the payload meter. When the voltage of
the memory battery drops, error code, F-09, will be
displayed.
When the F-09 error code appears, download the
data within 48 hours; otherwise, the data may be lost.
The haul cycle data may not be recorded properly
while F-09 is displayed.
At this time it will be necessary to replace the bat-
tery. This should be performed when the truck is in
FIGURE 20-8. ACCESS TO BATTERY
an unloaded condition. The data stored in the pay-
load meter should be downloaded to a personal com-
puter or carry out the memory card dump operation. 5. Grasp the wires coming from the battery and
If this is not done, when the battery is disconnected pull outward. By pulling perpendicular from the
all data will be lost. board, it will disconnect the connector from the
board and pull the battery out of its holder
All that is required is a phillips-head screwdriver and simultaneously (Figure 20-9).
a new battery (P/N 581-86-55710)
1. With the keyswitch in the ON position, down-

load the data stored in the payload memory, or
perform the memory card dump operation.
2. Turn the keyswitch to the OFF position.
3. Remove the four mounting screws holding the
payload meter in position and then pull the pay-
load meter out, away from the instrument panel
(Figure 20-7).
NOTICE - Use care 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.
7. Install the controller cover, replace the electrical
connector, and install the payload meter con-
FIGURE 20-7. REMOVING PAYLOAD METER troller back into the instrument panel.

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 calibra-
tion data, all the data recorded in the previous
steps is also erased.
10. After this procedure has been performed the
system is ready for normal function.
SUSPENSION PRESSURE SENSOR

The pressure sensors are mounted on top of each
suspension cylinder. The sensors produce a voltage
signal from 1 - 5 volts output.
FIGURE 20-10. BATTERY CONNECTION The pressure sensor is mounted to the suspension
cylinder using a Schrader Valve assembly, adapter
and sensor. The sensor can be replaced without
releasing the pressure in the suspension by remov-
ing the sensor with the adapter.
After Replacing the Battery
While replacing the battery, the backup power source Removal
for the memory inside the payload meter is momen-
tarily disconnected. This can allow unwanted data
(garbage) to enter the memory and affect the meter's
recognition procedures. The following will remove
this unwanted data. Ensure the adapter and sensor are removed
1. Turn the keyswitch to the ON position. together from the valve assembly. Removing the
complete valve assembly or just the sensor may
may flash. result in the component being forced out of the
suspension by the gas pressure inside.
2. Using the Operator Check Mode, set the speed 1. Disconnect sensor from truck wiring harness.
limit option code, time and date. (These were Note: The Schrader valve in the valve assembly will
erased from memory when the battery was dis- prevent gas from escaping when adapter and
connected). sensor are removed together. If entire valve
3. Without turning the keyswitch to the OFF posi- assembly is turned allowing nitrogen gas to escape,
tion advance to the start position. With the recharging of the suspension will be required.
engine running, the display: 2. Hold valve (2, Figure 20-11) with wrench while
may flash. removing the adapter/sensor assembly (3 & 4).
3. Remove sensor (4) from adapter (3).
4. Perform the calibration procedure. Refer to
"Calibrating a Truck".
5. Load the truck to the rated payload, or close to
it. Dump the load.
6. Move the truck to a safe area, wait at least 5
seconds after dumping the load, then shut the
truck down.
7. Turn the keyswitch back to the ON position but
do not start the engine.
8. Perform the Data All Clear in the Operator FIGURE 20-11. PRESSURE SENSOR
Check mode. 1. Schrader Valve 3. Adapter
2. Valve Assembly 4. Sensor

Installation Installation
1. Install a new O-ring onto sensor (4, Figure 20- 1. Install inclinometer (3, Figure 20-13) with cap-
11) and install sensor onto adapter (3). Tighten screws, nuts and lockwashers (4).
the sensor to 22-29 ft.lbs. (30-39 N.m) torque.
2. Install a new O-ring onto adapter (3) and install
complete adapter/sensor assembly onto valve
(2). Hold the valve body and tighten adapter/
sensor assembly to 103 ft.lbs. (176 N.m)
torque.
3. Connect the sensor wiring to the truck wiring
harness. The sensors have three wires. Be sure
that wires are connected correctly. (Figure 20-
12)
FIGURE 20-13. INCLINOMETER

1. Operator's Center 3. Inclinometer
Console Frame 4. Capscrew, Nut and
2. Bracket Lockwasher
FIGURE 20-12. SENSOR SIDE CONNECTOR VIEW
2. Connect inclinometer wiring to the truck wiring
harness. (Figure 20-14) Be sure that wires are
Pin Number Wire Color Wire Function connected correctly.
1 Black Ground (GND)
2 Red + Power
3 White Signal
INCLINOMETER
As the truck is tilted fore or aft, the weight distribution FIGURE 20-14. INCLINOMETER SIDE
between the front and rear axles changes. To com- CONNECTOR VIEW
pensate for this, the inclinometer measures the
ground angle at which the truck rests. This data is
Pin Number Wire Color Wire Function
then sent to the payload meter so it can calculate the
correct payload weight. The inclinometer is located 1 Black Ground (GND)
below the operator's center console (passenger seat 2 Red + Power
structure).
3 White Signal
Removal
Adjustment
1. Disconnect inclinometer wire lead from har-
ness. 1. Park the truck on a 0% grade.
2. Remove the three capscrews, nuts and lock- 2. Loosen the three inclinometer mounting cap-
washers (4, Figure 20-13) and inclinometer (3). screws (4, Figure 20-13) and rotate the incli-
nometer until a voltage range of 2.6 ± 0.1 volts
can be measured (using a volt-meter) at pins 1
and 2 of the inclinometer harness connector.
3. Tighten all capscrews (4, Figure 20-13) to stan-
dard torque, after the adjustment.

PAYLOAD METER BACK PANEL

CONNECTIONS
CN1 - AMP MIC-MKII 13 Pins White Connector CN3 - AMP MIC-MKII 9 Pins
No. Description Comments White (RS-232C Port)
1 Power +24V (Battery) No. Description
2 Lamp Relay 1 1 RTS
3 Lamp Relay 2 2 SG
4 Lamp Relay 3 3 RD
5 Lamp Relay 4 4 TX
6 Lamp Relay 5 5 CTS
7 Speed Sensor (Signal) 6 DTR

8 Speed Sensor (GND) 7 DSR
9 Alternator R Terminal (Charge Signal) Running - 28VDC 8

Off - 0VDC
10 Key Switch ACC Terminal (ACC Signal)
11
12
13 GND (Power GND)
CN2 - AMP 040 12 Pins Black Connector CN4 - AMP 040 8 Pins Black
No. Description Comments (Optional Input, Reserved)
1 Engine Oil Pressure Switch Running Open No. Description

Off - Closed 1 Optional Input GND
2 Sensor Power Out +18V 2 Analog Input 1
3 Sensor GND 3 Analog Input 2
4 Left Front Suspension Pressure Sensor 1-5VDC Normal 4 Digital Input 1
5 Right Front Suspension Pressure Sensor 1-5VDC Normal 5 Digital Input 2
6 Left Rear Suspension Pressure Sensor 1-5VDC Normal 6
7 Right Rear Suspension Pressure Sensor 1-5VDC Normal 7
8 Inclinometer
9 Body Rise Signal Body Down - Open
Body Up - Gnd
10 Brake Lock Signal/Neutral Signal Lock Off - Open
Lock On - Gnd
11
12

PAYLOAD METER II™ RE-INITIALIZATION PROCEDURE
This procedure is designed to reset the Payload

Meter II™ to clear repeated F.CAL errors. 6. Start the engine.
7. Set the time, date, OP, PL, and UP settings. All
other user settings should updated at this time.
This procedure is necessary to fix a rare condition in
the operation of the meter. Indication for this proce- 8. Calibrate the payload meter by holding the CAL
dure is a repeated display of F.CAL on the meter button until CAL flashes.
despite repeated calibration. If possible, download 9. Release the brake lock (park brake for 330M/
the payload meter before performing this procedure. HD785), begin driving 5-8 MPH on level ground,
This procedure will erase all memory and user set- and press CAL. CAL should display until the
tings. meter finishes its calibration.
10. Load the truck to rated load and drive through
one haul cycle.
11. After dumping the load, wait at least 15 seconds
and drive the truck to a safe location.
This procedure should be performed before any
12. Stop the truck and shut down the engine.
payload meter is returned for warranty or repair.
13. Turn on the payload meter but leave the engine
Before performing this procedure, be sure that the
off.
engine inputs into the payload meter can be manipu-
lated to indicate engine running and engine stopped. 14. Hold MODE and LIGHT until "CHEC" flashes.
Some payload meter installations have hard-wired 15. Hold LIGHT and CAL until "A:CLE" flashes.
these inputs. These inputs must be accessible and
able to produce the following input conditions: 16. Press CAL to clear the service memory.
17. When "CHEC" is displayed, press MODE to
21C 21D return to normal operation.
Condition Engine Oil Alternator "R"
18. Clear the haul cycle memory by holding MODE
Pressure Terminal
Engine Running Open 24VDC
19. Press MODE and "A.CLE" will be displayed.
Engine Stopped Ground Open
20. Hold CAL until "A.CLE" flashed.
21. Press CAL once more to clear the haul cycle
memory.
1. Turn off all systems.
22. Clear the operator load counter by pressing the
2. Turn on the Payload Meter but leave the engine
TOTAL button until ":" is displayed.
off.
3. Hold MODE and LIGHT until "CHEC" flashes. 23. Hold the CAL button until the display flashes.
4. Hold the CAL, TOTAL and LIGHT buttons until 24. Hold the CAL button until "0000" is displayed to
"00:00" is displayed. clear the memory.
5. Press CAL for 2 seconds." 00 00" will flash and 25. The payload meter should now function nor-
the meter will erase its memory and reset to its mally.
factory settings. This includes OP, UP, PL,
P.SEL, and E.SEL settings. The meter will
restart and display "F.CAL".

PAYLOAD CIRCUIT NUMBERS
Circuit Designation Circuit Description
39F, 39F1...39F5 +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 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)

TROUBLESHOOTING
COMMON PROBLEMS
Suspension Charging
The Payload Meter II™ is a reliable controller and is rarely the source of failure in calculating payloads. The single
most common cause for an inaccurate payload estimate is improper suspension charging. Often maintenance per-
sonnel will not take the time to properly drain a suspension and carefully recharge it with oil and nitrogen. Most
often technicians will simply 'gas up' the suspensions with more nitrogen and send a truck back into service.
Komatsu engineers have conducted tests at customer sites to monitor suspension charging on trucks and found
many trucks to be improperly charged. Trucks with poorly charged suspensions were sent to service bays for main-
tenance by mine personnel. In some cases these trucks were returned to operation in worse condition than when
they were first checked because service personnel did not take the time to carefully charge the suspensions.
The payload meter uses the pressures from the suspensions to calculate payload. As the truck is loaded, a flat
suspension will completely collapse. The top suspension cap will make metal-to-metal contact with the bottom.
This often occurs in the rear suspensions. The pressure in the suspension will not accurately reflect the force
applied to the suspension by the weight of the material in the body and inaccurate payload calculations will result.
In addition to inaccurate payload calculations, improperly charged suspensions increase wear-and-tear on truck
frames and tires, increasing maintenance costs over the life of the truck. Each over-loaded haul cycle with under-
charged suspensions leads to premature failure. Consistently low payload estimates are the first sign that the sus-
pensions are not being properly maintained and the truck is on a path toward increased operating costs and
system failures. Thankfully, the effects of improper suspension charging can be postponed with proper service and
care.
Specific suspension charging procedures for each truck model can be found in the shop manual. In general, the
following items are very important for proper charging:
• Completely discharge the suspension. This may take more than an hour for the nitrogen and oil to completely
discharge. However, to ensure that the proper volume of fresh oil is added, it's necessary to remove as much
of the oil/nitrogen mixture as possible.
• Fill the suspension to the proper height with fresh oil, this is critical to keeping the suspensions from bottoming
out.
• Charge the suspension to the proper height with nitrogen.
Refer to Section “H” for the proper charging procedures.
This module contains an example of how to use the Scope program from Komatsu to monitor suspension pressure
data.

Symptom Table
PROBLEM PROBABLE CAUSE

Payload meter is not recording haul cycles. Broken or missing body-up signal. The body up
Only one haul cycle in memory. signal triggers the PLM II™to start a new haul
cycle. Check using the "Monitoring Input Signals"
procedure.
Display shows payload all the time.
Display does not show time when the truck is trav-
eling. Broken or missing speed signal. Check using the
"Monitoring Input Signals" procedure.
No distance or speed information is recorded in
the haul cycle data.
Payload meter does not 'count up' while driving
away from the shovel.
Payload meter will not calibrate.
F-18 fault Missing alternator R-terminal signal. Troubleshoot
signal or make modification to eliminate signal.
Refer to the “F-18: R-Terminal, Oil Pressure Sig-
nals” on the following page.
F20 - F28 faults flashing Shorted sensor power or ground. Troubleshoot
Pressure sensor value drifts up or down erratically. wiring. Refer to the "Shorted 18v Sensor Power
Supply" fault tree in this section.
Missing Body-Up Signal

The payload meter starts a new haul cycle after the body comes down from dumping the last haul cycle. Each new
haul cycle starts at the dump. Without a body-up signal, the payload meter does not know that a new haul cycle
has started. The payload meter will not record new haul cycles without the body-up signal. This is the most com-
mon sign that the signal is missing.
The body-up input signal is received from a magnetic switch located on the inside of the truck frame forward the
pivot pin of the truck body. This is the same switch typically used for input to the drive system. When the body is
down, the switch closes and completes the circuit to 71-Control Power. 24vdc indicates the body is down. Open cir-
cuit indicates that the body is up. This input can be checked using the "Monitoring Input Signals" procedure.

Missing Speed Signal
The payload meter uses the speed signal to measure distances and speeds. It is the speed signal that causes the
payload meter to sample pressure data to estimate payload just after loading. After the truck travels 160 m (0.10
mi.) the payload meter records the payload estimated using the data captured just after loading. During the 160 m,
the payload meter displays a count. When the payload meter is set to display metric units, it counts up to 160 m.
When English units is selected, it counts up to 0.10 mi. This 160 m (0.10 mi) is designed to allow the truck to repo-
sition around the shovel during loading.
If the speed signal is missing, the payload meter captures suspension data when the body rises at the dump.
Without the speed signal, the payload meter cannot determine that the truck has begun moving after loading. In
addition, it cannot measure the 160 m from the loading site. While the truck is loaded, the payload meter will dis-
play live payload estimates. When the truck is empty, the payload meter will display 0. The haul cycle data stored in
memory will have 0 recorded to max speed and haul cycle distance.
F-18: Alternator R-Terminal, Oil Pressure Signals

The PLM II™ monitors engine hours using the alternator R-terminal and oil pressure signals. The payload meter
will register a fault if both signals are not present.
For the R-terminal input to the payload meter, 24v=engine running and 0v=engine stopped.
For the oil pressure input to the payload meter, open=engine running and ground=engine stopped.
It is recommended that these inputs be modified to indicate that the engine is running at all times. Connect the R-
terminal input to payload meter to the keyswitch (712) signal. Disconnect and tape back the oil pressure signal to
the payload meter. These changes will cause the payload meter to always consider the engine to be ON.
There are 2 effects from this change.
• On power-up, the payload meter will not show the normal sequence of displays. This is not usually a problem.
• The payload meter cannot be re-initialized. This extremely rare procedure is used to reboot the payload meter.
Shorted 18v Sensor Power Supply (930E)

The 18v sensor power supply, circuit 39F, comes from the payload meter and branches out to the inclinometer and
pressure sensors. The connection for this is made approximately 30.5 cm (12 in.) from the connection at the back
of the cab, just above the wheel. This can be a common point of failure and should be the first place to check when
the pressure sensor values drift erratically while the truck is sitting still or the payload meter indicates shorts on all
the pressure sensors.
The harness may be repaired with a butt splice, or a new harness can be purchased and installed.

FAULT TREE DIAGNOSIS
Payload Lights Won't Illuminate
The load lights are illuminated for 5 seconds after the keyswitch is turned ON. The load lights are powered through
a 15A breaker on relay board 2 (RB2). The Light Control Relay (LCR) is activated by a ground signal through the
brake lock switch. The brake lock switch must be closed to complete the circuit through the LCR relay and power
the load lights. Each light color is controlled by a relay on RB2. Each load light relay coil is grounded through the
payload meter to activate the light. There is one relay for each color light.
If the load lights do not illuminate during loading, verify the brake lock is being used at the loading site. Verify that
the lights illuminate when the keyswitch is turned ON. If not, check the 15A circuit breaker and the LCR relay, first.
Then, check the brake lock signal to the relay board. Ensure that the connections to the relay board are solid.

Red, Amber or Green Payload Light Does Not Illuminate
The payload lights only illuminate when the brake lock is applied. If all the load lights are not working, be sure to
troubleshoot the light control relay, refer to “Payload Lights Won't Illuminate”.
The most common reason for a payload light not working is a burned out bulb. Replace burned out bulbs with
Komatsu's high durability replacement lights. Komatsu is also currently working on Light Emitting Diode (LED)
replacement lights with significantly longer life. Check with your distributor for availability.

Cannot Download - PC Communications
The most common problem with PC communications to the payload meter is configuration of the PC. Be sure the
correct serial port is selected for your laptop. In addition, be sure you have the latest PC software by checking with
your distributor.
Verify the payload meter is using the proper OP setting. Refer to “Setting the Option Code” for information on OP
settings.
No body-up input signal can be perceived as a communication problem with the payload meter. Without the body-
up signal, the payload meter never starts a new haul cycle. When the payload meter is downloaded, and no haul
cycles have been stored in memory, a technician may assume that the laptop did not communicate with the pay-
load meter.

PC Communications Configuration
Laptop computers must be properly configured to communicate with the payload meter. Often times the wrong
serial port is set, or old software is being used that is not compatible with newer computers.
Verify the correct serial port is set for your laptop. The most common port available on a laptop is serial port 1. It is
sometimes labeled as COMM1.
Occasionally, installed software on the laptop will take command of the serial port and not let the download soft-
ware have access to the port. Software used by Palm Pilots, Handspring Visors, Pocket PCs, and other Personal
Digital Assistant (PDA) devices monitors the serial port for connections. When this software is active, the download
software cannot use the serial port and cannot download the payload meter. Ensure this software is not running
when attempting to download data from the payload meter.

F.CAL: Payload Meter Won't Calibrate
The most common cause for failure to calibrate is a missing speed signal to the payload meter. Check the inputs to
the payload meter to confirm that the speed signal is being received. Refer to “Monitoring Input Signals”.
The payload meter also uses the R-terminal and oil pressure signals for calibration. These signals indicate that the
engine is running. Verify these signals are being properly received.

F-20: Sensor Power Fault
A common failure point can be the connector on the suspension pressure sensors. These connectors take a lot of
abuse from pressure washing and occasionally short circuit or develop floating voltages from water and dirt intru-
sion. The quickest way to fix these problems is to disconnect the two halves and blow out any debris and clean the
contacts. The process of disconnecting and re-inserting a connector often clears up many problems. If a problem
persists, check the crimps on the terminals for intermittent connection due to vibration and wear.
On the 930E’s, the most common cause for sensor power faults is a short in the harness coming from the back of
the cab to the Aux/Junction box. This harness contains a splice for sensor power. This splice is approximately 305
mm (12 in.) from the connector and is exposed to vibration and dirt from the left tire. It may be possible to locate
this splice and repair it. A single wire for circuit 39F carries 18v from the payload meter to the splice, where it
branches out for each sensor.
The 39F circuit from PLM II™ is over-current protected. If this circuit is shorted to ground, the payload meter will
automatically shut off the 18v supply. This will cause the payload meter to register faults for all the sensors.
In general, check the voltages at the sensors. It may be possible to disconnect each sensor in the junction box to
see where the short may be. If disconnecting all the sensors does not clear the fault, it is likely that the problem lies
within the harness from the back of the cab to the control cabinet.
Refer to the following page for the fault tree diagram.

Sensor Power Fault Fault Tree

F-21, F-25: Left Front Pressure Sensor
F-22, F-26: Right Front Pressure Sensor
F-23, F-27: Left Rear Pressure Sensor
F-24, F-28: Right Rear Pressure Sensor

A common problem with sensors is connector failure. Often the connectors to the suspension pressure sensor are
not secured to the truck and become caked with mud and debris. They become targets for the power washers used
to clean the trucks at maintenance. Many problems with the pressure sensors can be relieved by disconnecting
the connector, cleaning the terminals, reconnecting the connector halves, and securing the connector. Over time,
the terminal crimps may fail and need to be replaced.
Check power supply voltage to the sensor between circuits 39F (red, 18vdc) and circuit 39FG (black, ground).
Check the sensor output between circuits 39FA, 39FB, 39FC or 39FD (white, 1-5vdc) and circuit 39FG (black,
ground). It may be helpful to check these voltages on the sensor side of the connector and on the harness side of
the connector. Corrosion in the connector can affect voltages through the connection.
Compare output voltage from the pressure sensor to the pressure inside the suspension. Use a pressure gauge to
measure the pressure in the suspension. The output voltage from the pressure sensor is a 1-5vdc signal. This 4-
volt span linearly represents 0 to 2845 psi. For example, if the pressure in the suspension is 410 psi, the output
voltage should be:
 410 
Voutput = 1 + 4 ×   = 1.576vdc
 2845 
Don’t forget to add the 1v since the output of the pressure sensor at 0 psi is 1 volt
The generic version is:
 Suspension _ pressure 
Voutput = 1 + 4 ×  
 2845 

Pressure Sensor Fault Tree
NOTE: Confirm the sensor voltages using the Sensor Power Fault tree to confirm that the problem is not a failure in
the harnesses coming from the cab to the control cabinet. If all the pressure sensor faults are active, check the
power supply first.

F-31, F-32: Inclinometer
There are very few problems with the inclinometer in general. The inclinometer allows the payload meter to com-
pensate for front-to-rear weight transfer on a grade.
Verify that when the truck nose is pointed uphill, the inclinometer reads positive. It is possible that the inclinometer
is installed backwards. This could significantly reduce the accuracy of payload calculations.
The inclinometer output is voltage that linearly represents the angle of the truck with nose up producing a positive
incline. 0° = 2.6vdc and the voltage output decreases with positive incline. For example, with the truck parked 5°
nose up:
Using the formula:
volts x incline
Voutput = 2.6 volts - 0.103 degree degrees
The inclinometer output should be:
volts x 5° = 2.085
Voutput = 2.6 volts - 0.103 degree volts
Refer to the following page for the Inclinometer Fault Tree.

Inclinometer Fault Tree

Body Up Input
The body up signal is critical to proper payload meter operation. The payload meter starts a new haul cycle when
the body comes down from dumping the last load. If the payload meter cannot sense the body up and down, it will
not begin recording haul cycles.
Confirm that the dashboard indicator for body-up is working properly. If not, check the connections at the body up
switch. This switch is a magnetic reed switch. The switch may fail or the plate that triggers the switch may be mis-
aligned. Refer to the appropriate shop manual for the proper procedure for adjusting the switches.
NOTE: The input to the payload meter is ’live’ and can be checked by raising and lowering the body or using a
large washer to trigger the switch.

Brake Lock Input
The brake lock is used to lock only the rear wheels during loading. This allows the front wheels to rotate slightly
and allows the payload meter to more accurately estimate payload. It is very important that only the brake lock be
used during loading. Using the service brakes will significantly decrease payload meter accuracy.
The brake lock connects circuit 39H to ground. The circuit is wired through a small black connector behind the
dash panel.
Confirm that the warning light panel indicates that the brake lock is recognized by the other truck systems. If so, fol-
low the signal from the switch to the payload meter. It may also be that the connector on the back of the payload
meter needs to be disconnected and re-inserted to clean the contacts.

Speed Signal
The speed signal triggers the payload meter to display the time of day when the truck begins moving. If this does
not happen or the payload meter does not count up the distance from the shovel after loading, the speed signal
may be missing. This can be confirmed by checking the inputs to the payload meter. Refer to “Monitoring Input Sig-
nals”. Verify the payload meter is not receiving a speed signal before following the troubleshooting fault tree.
NOTE: The payload meter will ignore speed signal input if the brake lock appears to be on. Confirm the payload
meter correctly reads the brake lock input.
930E Speed Signal

On the 930E, the speed signal comes from a speed sensor mounted on the left-front wheel. Occasionally, this sen-
sor is damaged by debris, impact during tire mounting, or misalignment during repair of the spindle. The wheel
must be removed to replace the sensor. Since the sensor is an active device, it requires an 18v power supply to
power the electronics that convert the electromagnetic pulses into signals for the payload meter. In addition,
because the sensor is active and not just a simple coil, it is not possible to measure the resistance across the con-
tacts of the harness to determine if the sensor has failed.
To troubleshoot, confirm that the 18v power supply is reaching the sensor. The speed signal can be monitored in
the control cabinet to confirm the wiring from the sensor to the cabinet. Checking the signal at the back of the pay-
load meter will confirm the wiring from the control cabinet. It is also possible to check the speed signal at the back
of the payload meter to confirm the entire wiring route. A signal generator may be used at the wheel to generate a
signal back to the payload meter. The speed signal input can be monitored from the payload meter using the pro-
cedure outlined in “Monitoring Input Signals”.
Adjusting the Speed Sensor

1. Align a tooth on the speed sensor gear with the tip of the speed sensor.
2. Check the distance between the speed sensor and gear tooth with a feeler gauge.
3. Adjust the gap to 0.060 in. (1.5 mm) and lock the sensor in place.
4. Rotate the wheel hub 180° and verify that the gap has remained within specifications.
730E/830E Speed Signal

The speed signal for the 730E/830E model trucks comes from a passive speed sensor mounted on the left wheel
motor. This signal travels on the 714/714A circuits to an isolation transformer in the control cabinet. From the
transformer, the signal travels through the connector at the back of the cab up to the payload meter.
Confirm that the sensor at the wheel motor is working properly. This is a passive, coil-type speed sensor and its
electrical integrity can be checked using an ohmmeter. Confirm the speed signal in the control cabinet at the trans-
former. A signal generator may be used at the wheel motor to generate a signal back to the payload meter. The
speed signal input can be monitored from the payload meter using the procedure outlined in “Monitoring Input Sig-
nals”.
HD1500/530M Speed Signal

The speed signal runs from a speed sensor on the transmission output shaft to the PMC and to the payload meter.
You can confirm the speed sensor by checking the speed input to the PMC. Confirm the speed signal wiring from
the PMC to the payload meter. The speed signal input can be monitored from the payload meter using the proce-
dure outlined in “Monitoring Input Signals”.
Refer to the following page for the fault tree diagram.

Speed Signal Fault Tree

CONNECTORS AND PRESSURE SENSORS
PAYLOAD METER BACK PANEL
Connector 7821915320
Terminal 7821915010
Connector 7830115260 Connector 7845253670
Terminal 7821912020 Terminal 7827101440
Plate 7821912510 Plate 7821912450
HARNESS CONNECTORS TO PAYLOAD METER
HARNESS SIDE SENSOR SIDE

Connector 0805500321 Connector 0805500311
Terminal 0805500050 Terminal 0805500040
Grommet 0805500060 Grommet 0805500060
Holder 0805500330 Holder 0805500330
PRESSURE SENSOR CONNECTIONS

HARNESS SIDE
A:A:
PLM RTS
PLM RTS
B:B:
PLM SGND
PLM SGND
C:C:
PLM Rxd
PLM Rxd
D:D:
PLM Txd
PLM Txd
E:E:
PLM CTS
PLM CTS
MATING FACE OF
BRAKE LOCK DOWNLOAD
CONNECTOR CONNECTOR
24 Pin Connector PB9818

Pin Contact PB8647
Plug PB8453
Connector Plug PB8643

Pin Contact PB8921
R/P239 PAYLOAD METER CAB CONNECTOR

Housing PB9756
Contact PB8602 Housing PB8599
Pin Contact PB8626 Contact PB8602
Strain Relief PB9814 (2) Pin PB8626
Screw VW7336 (2) Strain Relief PB8604 (2)
Cap PB9827 Screw VW7336 (2)
TYPICAL CONTROL CABINET CONNECTOR
PRESSURE SENSOR COMPONENTS

REAL-TIME PAYLOAD METER II™ MONITOR PROGRAM
Originally, this program was designed for engineering testing purposes only. It was not designed for general distri-
bution or use. This program sets the Komatsu Mining Systems Payload Meter II™ into real-time data transfer
mode. This allows the technician to monitor all inputs into the system. Scope also allows for the logging of this
real-time data. These files can be used to analyze the inputs over a period of time.
Scope is used to record suspension pressures during a haul cycle. These pressures can be imported into Microsoft
Excel or other spreadsheet programs to graph each suspension. Visually, a service technician can look for flat or
undercharged suspensions. In addition, all the input to the payload meter can be checked using the PC instead of
the switches on the front panel of the payload meter
System Requirements - Microsoft Windows 95, access to serial communications port 1, EF9159 & EF9160 har-
nesses to connect the Payload Meter II™ to the serial port of the PC. Payload Meter II™ must also be set up to use
MMS Communications Mode. This is indicated on power up of the Payload Meter by OP12. Changing this setting is
described in “Setting the Option Code”.
Downloading Scope – Scope is available on the internet. It can be found at the following address:
http://www.kms-peoria.com/payload
The program, Scopezipped.exe, is a self-extracting executable. Save it into its own directory on your hard drive
and run it. The program will unzip and be ready to run.
NOTE: This program has not been tested on all versions of Windows and may not work on all operating systems.

Use the following two tables in conjunction with the screen shot on the following page for a description of typical
Scope information.
TABLE 1. DATA DEFINITIONS & COMMENTS
DISPLAY DEFINITION COMMENT

K K packet data sent
P P packet data sent Final payload data
M4 M4 packet data sent Swing load data
M2 M2 packet data sent Real time data
ACK Initialize real-time The PLM acknowledges the transmission of a
command from Scope
NAK Acknowledge data No acknowledgment of the transmission of a
command from Scope
Unknown Unassigned packet data
Unexpected Data Missed communication packet, Frame started
(error 1) with something other than STX.
Unexpected STX PLM II™ transmitted a re-transmit request or re-
(error 2) initialized communications unexpectedly in mid-
dle of frame
BCC error (error 3) Block check sum error
Program error Scope cannot resolve
(error 4) communication error
Rep Code
Final Load The final load calculated by the PLM II™.
Final Pressure The pressure used to calculate the final pay-
load.
Swing Load Data All data used to calculate and transmit the dis-
played swing load.
RTM Data Real-time data transmitted to Scope via the
RS232 connection. This data is transmitted by
the PLM II™ every 200ms.

TABLE 2. TRUCK STATUS & INPUTS
DISPLAY DEFINITION EXAMPLES

1. Empty Stop
2. Empty Run
RTM Status Truck State 3. Loading
4. Loaded Run
5. Loaded Stop
6. Dumping
N Brake Lock ON
n Brake Lock OFF
RTM D I/O Input States B Body DOWN
b Body UP
E Engine RUN, Oil Pressure Up
e Engine OFF, Low Oil Pressure
R R Terminal - Alternator Charge
r R Terminal - Alternator OFF

Menu Functions
The typical Windows File and Edit functions apply to Scope. The file saved will be the log information file
described below. There is no online help available for Scope.
StartRTM - Initializes the real-time communications link to the PLM II™.
StopRTM - Stops the real-time communications link to the PLM II™.
StartLog - Begins sending real-time data to the data file started using the File Save As command.
StopLog - Stops sending real-time data to the data file started using the File Save As command.
Using Scope
1. Start Scope Payload Meter II™.
2. Power the Payload Meter II™ System.
3. StartRTM - Start real time communications soon after the payload meter finishes it’s initial display of internal
settings. This display cycle is described in “Displays at Start-Up”.
4. The Scope window should now indicate real-time conditions. The RTM D I/O conditions show the inputs into
the Payload Meter II™. The suspension pressures, inclinometer, speed, and truck status displayed are the
current readings from all sensors. This display will remain live as long as the communications connection is
maintained.
5. To create a record of the data being transmitted by the Payload Meter II™, press StartLog. The program will
prompt for a file name. Once entered, Scope will begin to save data to this file.
6. Use the StopLog command to stop logging data to the file.
7. Use the StopRTM command to stop real time communications. After a period of time, the payload meter
should indicate a communications error.
Log File Information

There are several considerations to make for log files of data from the Payload Meter.
One line is written every 200ms (5 times each second). The data file can quickly become very large. File sizes of
19MB are not uncommon for one haul cycle. Check to be sure that the drive where the file is being stored has
capacity for these large files.
The column headings for Real-Time data lines are not recorded in the data file, they are:
Time Type Tons FL FR RL RR Inc Speed State Lock Body Engine R

All data is comma separated and can be imported into most popular spreadsheets and data analysis programs. A
typical file looks like this:
In the sample data shown, the column marked "Type" refers to the type of data being transmitted; “R” is used for
Real-Time, “F” is used for Final Load and “S” is used for Swing Load.
For the swing load data line the format is Time, S, Swing Load, Predicted Load, FL, FR, RL, RR.
For a final load transmission the format is Time, F, Final Load, FL, FR, RL, RR.
Connections to Payload Meter II™

Two harnesses are required to connect a PC to the Payload Meter II™.
• EF9159 - Connects to the back of the Payload Meter II™ to a panel mount connector.
• EF9160 - Connects from the panel mount connector to the PC.
The connectors and pins typically used for the payload meter connection are :
Description Part Number

Terminal 7827101440
Connector 7845253670
The Payload Meter requires 5 wire RS232 communications. Payload Meter communications connections are :
1 - RTS 2 - Signal Ground 3 - RxD 4 - TxD 5 - CTS

USING SCOPE
Monitoring Inputs Using Scope
1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness.
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access the serial port. If there is no confirmation of
proper setup, verify that the applicable Scope program is being used. Scope.exe is for laptops using Comm1
for serial communications. Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In
almost all cases, Scope.exe is the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. At the bottom right of the screen line "RTM D I/O= n b e r" will appear. The four letters are the status of the
four digital inputs. N=brake lock, B=body up, E=engine run, R=R terminal. Refer to Table 1. These status indi-
cators are 'live'. Turning the brake lock ON or OFF should change the capitalization of the letter N; "N"=brake
lock ON, "n"=brake lock off.
6. Above the digital input status line is "RTM Status". This line is the payload or truck 'state'. If the truck is empty
and stopped, the status will be "01" (Empty Stop). Refer to Table 2.
7. All the "RTM" status lines indicate real-time status for that input. The pressures, incline, and speed are all
'live' and will change as the truck moves or changes condition.
8. Confirm that the payload meter properly receives all the inputs.
9. Select "StopRTM" from the menu bar to stop the data transmission from payload meter.
Monitoring Suspension Charging Using Scope

1. Install Scope to a laptop and connect to the payload meter using the EF9160 download harness
2. Verify that the serial port on the laptop is available. Some programs for monitoring Palm Pilots, Pocket PC’s,
etc. control the serial port and will prevent Scope from working.
3. Start Scope. The program will confirm proper setup and access to the serial port. If not, be sure you are using
the applicable scope program. Scope.exe is for laptops using Comm1 for serial communications.
Scopeforcomm2.exe is for laptops using Comm2 for serial communications. In almost all cases, Scope.exe is
the correct program to use.
4. Select "StartRTM" from the menu bar on the top of the screen to begin a real-time display of payload meter
inputs and status.
5. Select "StartLog" from the menu bar. The program will prompt you for a file location and file name. Store the
file on your hard drive in a place where you will be able to find it later. It is best to create a new folder on the
Windows desktop to store log files from tests.
6. Enter a file name with a ".csv" extension. For example, on truck 214 one might enter "T214.CSV" as a file
name. The ".CSV" at the end will make it easier for Excel or Lotus 123 to recognize the file format, Comma
Separated Variable, and open it properly.
7. The Scope program will write each real-time data message from the payload meter into the log file. These
messages come 5 times each second.
8. Run the truck through an entire haul cycle.
9. Stop the log file as the truck begins to drive away from the dump by selecting "StopLog" from the menu at the
top of the screen.
10. Stop real-time communications by selecting "StopRTM" from the menu bar.

11. Close the Scope program
12. Start Excel or Lotus 123.
13. Graph the four suspension pressures for the haul cycle. If a long haul cycle has been recorded, there may be
more data points than your graphing program can use. The most important part of the haul cycle to analyze is
the loaded portion. It is possible to look at the truck ‘state’ in the data to determine when the truck was loaded
and graph only this portion.

14. Isolate suspensions that look flat. As the suspension compresses the gas, the pressures go up. If the suspen-
sion collapses completely and bottoms out making metal to metal contact, the pressure will stop rising even
though more load is added. This can be seen in the graph below. There are some spikes in the graph, but
most of the loaded portion is very flat. There are occasional lines that look like icicles hanging from the flat
line. These indicate small movements in the suspension where the metal to metal contact may lapse.This
suspension is very flat. Charge and oil the suspension according to shop manual procedure.

15. A good suspension will show lots of motion as the truck drives around and the suspensions bounce around.
When the truck is loaded and running, the rear suspensions tend to move in opposite directions. When the left
pressure goes up, the right pressure will go down. This is due to the rocking motion of the rear axle as the
truck travels. Notice that there is plenty of 'noisy' motion shown in the loaded pressures. This suspension is in
good shape.
·As shown in the previous examples, Scope can be used to create log files of the suspension pressure data.
Graphs of this data can give be used to determine the relative health of the suspensions.
Pressure Sensor Dummy Loads

A series of dummy loads is now available that simulate a pressure sensor input to the payload Meter. These can be
placed on the harness in place of a pressure sensor. This can be used to troubleshoot harness and connector
problems between the payload meter and suspension pressure sensors. The payload meter will read each load
within the pressure range indicated.
Part Number Description

EJ5366 970-1150 psi load
EJ5367 710-870 psi load
EJ5368 490-625 psi load
EJ5369 290-410 psi load

GAIN ADJUSTMENT WORKSHEET

EXHAUST BRAKE
The optional exhaust brake system blocks exhaust Switch ON Position:
gasses at the turbocharger outlet and results in the
Actuates exhaust brake system when the accelerator
engine exhaust stroke acting as an air compressor to
pedal is released (but only when the torque converter
increase the effect of the braking force of the engine.
is in the lock-up condition).
The exhaust brake is also used as a retarder when
going downhill. Switch OFF Position:
The exhaust brake is actuated by a signal from the Actuates exhaust brake system when the foot brake or
transmission controller. It operates as follows when the retarder brake are operated (but only when the torque
exhaust brake switch on the instrument panel is turned converter is in the lock-up condition).
ON or OFF.
FIGURE 28-1. EXHAUST BRAKE SYSTEM COMPONENTS

1. Exhaust Brake Lamp Switch 6. Transmission Controller 11. Retarder Control Lever
2. Torque Converter Lock-up Valve 7. Relay 12. Exhaust Brake Assemblies
3. Brake Switch 8. Exhaust Brake Switch 13. Relay
4. Retarder Switch 9. Brake Valve 14. Batteries
5. Exhaust Brake Solenoid Valve 10. Accelerator Sensor
M28001 Exhaust Brake M28-1

SYSTEM OPERATION
Two exhaust brake assemblies are used on the en-
gine. The description below describes the operation of
one of these units. (Operation of the right and left
assembly is identical.)
Note: Actual exhaust brake valve design may differ
from illustrations shown in Figure 28-2 and 28-3.
Exhaust brake ‘‘ON’’

Refer to Figure 28-2:
When the transmission controller actuates the sole-
noid valve, the following occurs:
The solenoid valve opens the port to the exhaust brake
cylinder. Then air flows from the air tank to the exhaust
brake cylinder and causes it to close the exhaust pipe,
and the exhaust brake operates.
FIGURE 28-2. EXHAUST BRAKE ON
Exhaust brake ‘‘OFF’’

Refer to Figure 28-3:
When the transmission controller turns the solenoid
valve ‘‘OFF’’, the solenoid valve closes the port to the
air tank, and opens the port from the exhaust brake
cylinder to the atmosphere.
The air in the exhaust brake cylinder is discharged
through the solenoid valve to the atmosphere. The FIGURE 28-3. EXHAUST BRAKE OFF
exhaust brake cylinder is returned to the original posi-
tion by the internal spring, and the exhaust brake is
released.
M28-2 Exhaust Brake M28001

SYSTEM COMPONENTS
Exhaust Brake Pressure Switch

The exhaust brake pressure switch (Figure 28-4) acti-
vates the exhaust brake pilot lamp when the system is
turned ON and the switch is pressurized.
FIGURE 28-4. EXHAUST BRAKE PRESSURE

SWITCH
1. Terminal 5. Block
2. Terminal 6. Diaphragm FIGURE 28-5. SOLENOID VALVE
3. Spring 7. Body
1. Core 8. Spring
4. Plate
2. Coil Assembly 9. Body
3. Spring 10. Connector
4. Plunger
Exhaust Brake Solenoid Valve
5. Valve Seat A: Inlet Port
When the exhaust brake solenoid valve (Figure 28-5) 6. Rod B: Outlet
is energized, air flows from the air tank into port ‘‘A’’, 7. Valve C: Exhaust Port
valve (7) is opened and air flows out port ‘‘B’’ to the
exhaust brake cylinders mounted on the turbocharger
outlets, activating the exhaust brake system. Exhaust
gasses are blocked.
When the solenoid is de-energized, valve (7) closes,
inlet port ‘‘A’’ closes, exhaust port ‘‘C’’ opens, and air
in the exhaust brake cylinders and cylinder supply
hoses is released as the cylinder springs return the
pistons to the top of the cylinders. Exhaust gasses are
then free to flow out to atmosphere through the ex-
haust pipes.

FIGURE 28-6. EXHAUST BRAKE INSTALLATION
(Left Side Shown, Right Side Typical)
1. Engine 3. Band 5. Exhaust Brake Assembly 7. Exhaust Pipe

2. Turbocharger 4. Gasket 6. Air Supply Fittings
Exhaust Brake Assembly

The exhaust brake cylinder/valve units (5, Figure 28-6) When the system is de-activated, air is exhausted out
are installed at the outlet of the right and left turbo- the solenoid valve exhaust port, releasing air pressure
chargers. inside the cylinder. An internal spring returns the piston
to the top of the cylinder, opening the valve plate and
When the exhaust brake system is activated, air from
allowing exhaust gasses to flow through the exhaust
the solenoid valve enters the port (6) at the top of each
pipes (7) and into the atmosphere.
cylinder. When the piston moves down, it closes a
valve plate blocking the flow of exhaust gas, creating
an engine braking effect.

MAINTENANCE
The exhaust brake valve requires minor maintenance
at regular intervals to ensure proper operation.
1000 Hour Maintenance

1. Service quick release valve (1, Figure 28-8).
a. Disassemble quick release valve and wipe
diaphragm (3, Figure 28-7) and its sealing sur-
faces with a clean cloth.
b. If the rubber parts are deteriorated, replace the
diaphragm and O-ring (2). When installing, lu-
bricate rubber parts with a lithium base molyb-
denum disulfide grease (G2-LI).
c. If interior surfaces are deteriorated, replace the
entire quick release valve.
2. Inspect for air or exhaust gas leakage.
a. Tighten any loose connections.
b. Replace any leaking gaskets.
3. Inspect breather (6, Figure 28-8) and clean or
replace if restricted.
Gate Adjustment
The engine should be able to fully combust fuel at idle
and should not labor excessively when brake is ap-
plied. If problems are encountered, check gate adjust-
ment setting.
1. Measure dimension ‘‘A’’ as shown in Figure 28-8.
Dimension should be 32 ±1 mm (1.25 ±0.04 in.)
2. If necessary, loosen gate adjust screw locknut and
adjust screw to obtain correct dimension.
3. After adjustment, tighten locknut to 2.5 kg.m (18
ft. lbs.) torque.
FIGURE 28-8. EXHAUST BRAKE VALVE ASSY.

1. Quick Release Valve 6. Breather
2. Packing Cup 7. Waste Gate
3. Cylinder Shell Assy. 8. Slide Gate
FIGURE 28-7. QUICK RELEASE VALVE 4. Spring 9. Brake Body
1. Adapter 3. Diaphragm 5. Spring 10. Gate Adjust Screw
2. O-Ring 4. Housing

TROUBLESHOOTING OPERATIONAL CHARACTERISTICS
Refer to the chart below for possible operator com- If the exhaust brake switch is ON, the torque converter
plaints and possible causes for the problem. Refer to is in lock-up and the accelerator pedal released, OR
normal and abnormal operation characteristics to help if the exhaust brake switch is OFF, the torque con-
determine if there is an actual problem with the system. verter is in lock-up and the foot brake or retarder lever
Refer to Section ‘‘R’’ for schematics relating to the is applied, the exhaust brake should activate and the
electrical circuits for the various exhaust brake system following may be noted:
components. Properly Functioning Exhaust Brake:
If a problem occurs in the exhaust brake system, first, Truck speed should decrease when descending
determine whether it is safe to continue running the a grade unless the grade is very steep or the load
engine or using the exhaust brake. is heavy.
• If the engine is malfunctioning, do not use the There may be a slight drop in engine RPM.
exhaust brake until engine problems are cor-
rected. There may be a slight change in engine sound.
• Do not operate the engine if it appears the exhaust Depending on load and grade, it may be possible
brake does not release. to feel the retarding force when applied.
Exhaust smoke should appear normal
Engine temperature should remain normal.
Insufficient Back Pressure
When the accelerator pedal is depressed, nor-

Excessive Back Pressure
Brake Does Not Operate
Slow Brake Application
mal throttle control should resume.

Intermittent Operation
Brake Won’t Release
OPERATOR There may be a slight puff of exhaust smoke

COMPLAINT: when the exhaust brake is released.
Engine temperature should remain normal.
CAUSE Possible Symptoms of Malfunctioning Exhaust Brake:

Broken Air Line X Unusual noises or clanking sound as exhaust
Insufficient Air Supply X X brake is applied or released.
Loose Electrical Connection X X X
An abnormal vibration is felt when exhaust brake
Blown Fuse X is applied or released.
Solenoid Valve Failure X
Controller Circuit Failure X Engine seems to be straining or feels underpow-
Lock-up Circuit Failure X ered. If this occurs, check and correct system
immediately.
Plugged Cylinder Breather X X
Damaged Brake Cylinder X X X X X Excessive exhaust smoke when brake is re-
Damaged Cylinder Seal X X leased.
Defective ON/OFF Switch X X Engine temperature exceeds normal levels.
Leaky Gasket X
Loose Mounting Bolts X
Plugged Quick Release Valve X X X X If the above symptoms occur, the truck should be
Carbon in Brake Body X X X removed from service until the exhaust brake sys-
Incorrect Gate Adjustment X X tem is inspected and the problem corrected.
Worn Return Springs X X

SYSTEM COMPONENT CHECKS Exhaust Brake Pressure Switch
Information below provides standard values for the Switch Actuation Test:
exhaust brake pressure switch, solenoid valve, and the
1. Turn the key switch off.
system ON/OFF switch mounted on the instrument
panel. 2. Disconnect connector AS1.
3. With system air pressure at 3.7 kg/cm2 (52.6 psi),
or more, verify continuity between AS1 male pins
Exhaust Brake ON/OFF Switch 1 and 2.
Switch Test: 4. With system air pressure at 3.3 kg/cm2 (46.9 psi)
or less, verify no continuity between AS1 male
pins 1 and 2.
2. Disconnect connector EXH (see Figure 28-9) from
5. If not within specifications, replace switch.
rear side of switch.
6. Reinstall connector AS1.
3. With the switch in the ON position, verify continuity
between pins 2 and 4 on the switch.
4. With the switch in the OFF position, verify no
Exhaust Brake Solenoid
continuity between pins 2 and 4 on the switch.
Solenoid Coil Test:
5. If test fails, replace switch.
6. Reinstall connector.
2. Disconnect connector SL5.
3. Using an ohmmeter, measure 20 - 60Ω resistance
between male pins 1 and 2 on the solenoid con-
nector.
4. If ohmmeter shows an open or shorted circuit, or
if resistance is outside above specification, re-
place the solenoid valve assembly.
5. Reinstall connector SL5.
FIGURE 28-9. EXHAUST BRAKE SWITCH

NOTES

SECTION N
OPERATOR'S CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1

WINDSHIELD WIPER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
Installations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-2
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-2
AIR CLEANER INDICATOR GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1

OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Adjustment Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-2
HEATER/AIR CONDITIONER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
HEATER AND AIR CONDITIONER CORE REPLACEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
FILTER MAINTENANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
Cab Fresh Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
Heater/Air Conditioner Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
HEATER CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-6
DASH PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-7
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1

OPERATOR CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Retarder Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-2
Center Console. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
Engine Electronic Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Hoist Control Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-8
Dump Body Control Linkage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Steering Column Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
N01024 Index N1-1

SECTION N OPERATOR’S CAB INDEX (CONT’D)
OPERATOR CAB AND CONTROLS (CONT’D)
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
INSTRUMENT PANEL (Upper Half) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
INSTRUMENT PANEL (Lower Half) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
HEATER/AIR CONDITIONER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
N1-2 Index N01024

TRUCK CAB
1. Disconnect the ground wire between the nega- 1. Lower cab and deck section onto truck and align
tive terminal of the batteries and the frame. capscrew mounting holes. Remove lifting
2. Remove capscrews (2, Figure 2-1) and washers device.
from each corner of the left deck section. 2. Adjust left hand deck rubber mounts;
3. Disconnect all electrical wiring, air lines, and a. Temporarily assemble the mounting parts
hydraulic lines that would interfere with the without shims.
removal of the cab deck.
b. Measure dimension "a" (Figure 2-1) at four
4. Attach lifting device with wood blocks (5, Figure (4) places on each mounting pad as shown.
2-2) and lift deck section up and away from
truck. c. Add shims to the side where dimension "a" is
largest, and adjust so that the difference
5. Mark shims (4) so they will be installed in the
between dimension "a" at the four places is
same location when the cab and deck are
within 0.5 mm (0.02 in.).
installed.
3. Tighten nuts to 35-43.5 kg.m (254-315 ft.lbs.)
torque.

(LEFT DECK)

2. Capscrew 6. Flatwasher
FIGURE 2-2. CAB AND DECK
3. Special Washer 7. Nut
4. Shims 1. Cab 4. Door
2. Strap 5. Wood Block
3. Lifting Device
N02008 Cab N2-1

NOTES
N2-2 Cab N02008

CAB COMPONENTS
FIGURE 3-1. WINDSHIELD WIPER AND MOTOR INSTALLATION

1. Motor, Wiper 4. Nozzle 7. Grommet 10. Washer, Spring
2. Arm, Wiper 5. Hose 8. Grommet 11. Washer
3. Blade 6. Clip 9. Screw
WINDSHIELD WIPER /WASHER Removal

1. Disconnect wiper motor wire harness near the
Operation wiper motor under the dash.
The wind shield wip er s ar e ac t ivated b y t he
2. Remove wiper arm (2, Figure 3-1) cover and nut
wiper/washer switch on the steering column. The
from shaft.
switch has four wiper position settings and a washer
push-button: 3. Remove four screws (9) and remove the wiper
mortor assembly (1).
a. INT: Wipers operate intermittently.
b. OFF: Wipers are off.
c. LOW: Wipers operate at low speed. Installation
d. HI: Wipers operate at high speed. 1. Install the wiper mortor assembly (1, Figure 3-1)
with the four screws (9).
For Washer Spray, press end of switch to spray 2. Install nut, cover and wiper arm (2).
washer liquid onto windshield.
3. Connect wiper motor wire harness.
N03013 10/00 Cab Components N3-1

FIGURE 3-2. WINDSHIELD WASHER ASSEMBLY
1. Tank 3. Bolt 5. Bolt 7. Clip

2. Bracket 4. Washer 6. Washer
WINDSHIELD WASHER AIR CLEANER INDICATOR GAUGE

The air cleaner indicator is mounted between the air
Operation filters and can be seen from the operators seat.
The windshield washer has a 3.8 l (1 gal) plastic con-
The air cleaner indicator is factory calibrated and pre-
tainer with an external 24 volt electric pump. The
set to show a red signal when there is a specific amount
washer is controlled by pushing in on the windshield
of restriction in the engine air intake system. The red
wiper knob. The switch automatically returns to the off
indicator remains locked in view even with the engine
position when it is released. When the switch is acti-
shut down. After servicing the air cleaner, press the
vated, washing solution is fed to a nozzle located in the
reset button to remove the red signal.
front wall of the cab below the windshield.
Service
If windshield washer maintenance is required, check BODY DUMP CONTROL LINKAGE
the following; Figure 3-3 shows the body dump control lever and
associated linkage mounted in the cab.
1. Obstructions in the inlet to the pump.
The linkage should be lubricated at 2000 hour intervals
2. Kinked supply hose to the nozzle. as described in Section “P”, Lubrication and Service.
3. Check for system voltage at the pump terminals. Refer to Section L for linkage adjustment procedure.
If voltage is not OK, check the wire harness or the
wiper switch. If the voltage is OK at the pump,
replace the entire pump assembly.
N3-2 Cab Components N03013 10/00

FIGURE 3-3. DUMP CONTROL LINKAGE
1. Lever 10. Cover 18. Nut 26. Plate
2. Grip 11. Bolt 19. Bracket 27. Bolt
3. Key 12. Nut 20. Bolt 28. Rod
4. Bolt 13. Nut 21. Rod End 29. Bearing
5. Washer 14. Catcher 22. Shaft 30. Lever
6. Washer 15. Screw 23. Bearing 31. Screw
7. Bracket 16. Washer 24. Grease Fitting 32. Bolt
8. Bolt 17. Washer 25. Screw 33. Washer
9. Washer

STEERING COLUMN SERVICE FIGURE 3-4. STEERING WHEEL & COLUMN
Removal
1A. Steering Wheel 16. Cross & Bearing
1. Remove the four screws holding the top and 2A. Cup 17. Yoke
bottom plastic covers in place. 3A. Plunger 18. Capscrew
2. Remove wiper switch by removing two mounting 4A. Bushing 19. Washer
screws and unplugging the wire harness under 5A. Spring 20. Bracket
the dash. (Remove gauge cluster first.) 6A. Consent 21. Plate
7A. Wire 22. Capscrew
3. Remove turn signal switch by removing the two 8A. Spring 23. Hex Coupler
crews from the steering column clamp and un- 9A. Plate 24. Spring
plugging the harness on the column. 10A. Plate 25. Washer
4. Remove retarder lever by removing two cap- 11A. Insulator 26. Lever
screws from the clamp and disconnecting the 12A. Cushion 27. Capscrew
three air lines. 13A. Button 28. Washer
29. Spring
5. Remove four capscrews and cover plate on the left 1. Column 30. Spacer
side of steering column near the floor. 2. Bushing 31. Bushing
6. Remove two capscrews and cover from right side 3. Grommet 32. Pivot Bolt
of steering column. 4. Cover 33. Nut
5. Bearing 34. Washer
7. Remove capscrew (27, Figure 3-4) from tilt wheel 6. Ring 35. Nut
mechanism and remove lever. Remove special 7. Screw 36. Lockwasher
hex coupler (23), spring (24), washer (25), plate 8. Shaft 37. Flatwasher
(21), and capscrew (22) from tilt-lock mechanism. 9. Spider Assembly
8. Remove pivot bolt (32), washers (34), bushing 10. Yoke
(31), and spacer (30). Loosen capscrew (18) and 11. Yoke
slide yoke (17) from steering valve. Remove steer- 12. Seal
ing column (1). 13. Cover
14. Grease Fitting
Installation 15. Washer
1. Install steering column (1, Figure 3-4) by sliding
yoke (17) onto steering valve. Tighten capscrew
(18) to standard torque. Install pivot bolt (32),
washers (34), bushing (31), and spacer (30).
2. Install capscrew (22), plate (21), washer (25),
spring (24), and special hex coupler (23) to tiltlock
bracket (20). Install lever (26) and secure with
capscrew (27), washer (28).
3. Install two capscrews and cover on right side of
steering column.
4. Install four capscrews and cover plate on the left
side of steering column near the floor.
5. Install retarded lever control and connect the three
air lines.
6. Install turn signal switch and plug in the harness
on the column. Install wiper switch and plug in
wire harness under the dash.
7. Install the four screws holding the top and bottom
plastic cover in place.

NOTES

OPERATOR COMFORT
OPERATOR SEAT
The operator’s seat is a fully adjustable air ride seat
with 5 mechanisms to adjust the height, firmness,
backrest angle, front-to-rear position, and lumbar sup-
port for the operator. All adjustments must be made
while sitting in the seat with the keyswitch “ON”.
Operator’s Seat Functions & Adjustments:

1. Height Adjustment - is made by using the height
adjustment lever, located on the left front corner
of the seat just below the seat cushion (Figure
4-1). Pushing DOWN [A] on the lever causes the
front of the seat to tilt up or down. Pulling UP [B]
on the lever causes the rear of the seat to tilt up
or down. By alternately tilting the front, and then
the rear, of the seat, the height of the seat is
changed.
There are 8 separate positions possible. To find
the best seat position, first adjust the height of the
seat to its LOWEST position. By alternately tilting
the front down, then the rear down, the seat will
move to its lowest position.
NOTE: It is best to start with the seat mechani-
cally adjusted to its lowest point, since increasing
air pressure for a firm ride (see Weight Adjust-
ment below) will raise the seat slightly. After the
firmness is adjusted to a comfortable level (by
increasing air pressure), the height of the seat can
be evaluated and adjusted higher, if necessary,
using the height adjustment lever.
2. Weight Adjustment - Firmness of the ride is
adjusted by using the weight adjustment knob on
the front center of the seat, just below the cushion
([D], Figure 4-1). PUSH IN the weight adjustment
FIGURE 4-1 OPERATOR SEAT
knob to increase the air pressure in the seat,
increasing the stiffness of the seat for a firmer ride
(less vertical movement). For a softer ride (more
Adjust the backrest angle by pulling up on the
vertical movement), PULL OUT the weight adjust-
lever located on the right front corner of the seat
ment knob to reduce the air pressure and de-
just below the cushion, and leaning forward or
crease the stiffness of the seat.
backward.
Adjust the firmness by pushing in the weight
4. The Front-To-Rear position of the seat is ad-
adjustment knob. The amount of air pressure may
justed by pulling up on the bar located at the base
need to be increased or decreased slightly after
of the seat in the center ([E], Figure 4-1), then
the truck is operating to adapt to varying haul road
sliding the seat horizontally.
conditions. The seat will raise slightly when add-
ing air. Adjust the fore / aft position of the seat so that the
throttle and brake pedals are comfortably acces-
3. Backrest Angle - is adjusted by pulling up on the
sible by pulling up on the bar located at the base
lever ([C], Figure 4-1) located on the right front
of the seat in the center, then sliding the seat
corner of the seat just below the cushion, and
horizontally. The steering column angle may also
leaning forward or backward.
N04017 Operator Comfort N4-1

be adjusted at this same time to further enhance
the operator ease and comfort.
5. The Lumbar Support has 5 positions that are
mechanically selected by rotating the round knob
([F], Figure 4-1) located on the left side of the
backrest. It can be adjusted so that there is no
lumbar support. Adjust the lumbar support by
rotating the knob to the desired position.
Removal
1. Remove capscrews (3, Figure 4-2).
2. Lift seat assembly and disconnect air compressor
wiring harness.
3. Remove seat assembly (1) from cab.
Installation
1. Position spacers and seat in recessed area of cab
floor.
2. Connect air compressor wiring harness to truck
harness.
3. Install and tighten capscrews (3, Figure 4-2) to
standard torque.
4. Verify proper operation of air compressor and FIGURE 4-2. OPERATOR SEAT INSTALLATION
other seat functions.
1. Operator Seat 3. Capscrews
2. Cab Floor
OPERATOR SEAT ASSEMBLY REPAIR

Numerous parts kits are available to simplify seat
rebuild procedures. Disassemble the various seat
components and inspect parts for excessive wear or
damage. Refer to Figure 4-3 for the replacement parts
kits available for each sub-assembly. Refer to the
Parts Book for specific part numbers when ordering.
N4-2 Operator Comfort N04017

FIGURE 4-3. OPERATOR SEAT REPAIR PARTS KITS
1. Frame Assembly Kit 7. Recliner Cable Kit 13. Damper Kit 19. Valve Kit
2. Lumbar Support Kit 8. Headrest Kit 14. Air Spring Kit 20. Bearing Kit
3. Back Foam Kit 9. Height Riser Assy. Kit 15. Bump Stop Kit 21. Lever/Center Pivot Kit
4. Back Cover Kit 10. Height Riser Spring Kit 16. Harness Kit 22. Fore & Aft Adjust Kit
5. Seat Cover Kit 11. Handle Kit 17. Air Pipe Kit 23. Spacer Kit
6. Seat Foam Kit 12. Suspension Assy. Kit 18. Compressor Kit 24. Suspension Cover Kit

HEATER AND AIR CONDITIONER UNIT 6. Install four capscrews to hold the left access door
(where the recirculation filter is located) in place.
Removal 7. Connect the two air conditioner water drain hoses
1. Drain engine cooling system slightly to avoid to the air conditioner assembly.
coolant loss when removing heater assembly 8. Install the four capscrews and the steel blower
from cab. cover to the right side of the heater assembly
2. Refer to Section “M” for instructions and dis- 9. Install the heater/air conditioner cover in front of
charge air conditioner system refrigerant. the passenger seat by installing the four corner
Note: Refer to Figure 4-4 for the following proce- capscrews.
dures. 10. Fill the engine cooling system with the coolant that
3. Remove the heater/air conditioner cover in front was drained in Step 1 during removal.
of the passenger seat by removing the four corner 11. Charge the air conditioner system. Refer to Sec-
capscrews. tion “M” for procedures.
4. Remove the four capscrews and the steel blower
cover from the right side of the heater assembly
5. Disconnect the two air conditioner water drain HEATER AND AIR CONDITIONER CORE
hoses from below air conditioner assembly. REPLACEMENT
6. Remove four capscrews retaining the left access
door (where the recirculation filter is located) in Disassembly
place. 1. Split the assembly by removing ten screws (eight
7. Disconnect the two refrigerant lines at the core. at the split and two on top).
8. Remove control cable from coolant control valve. 2. Remove motor by removing three screws.
9. Remove two capscrews holding the mounting 3. Remove resistor by removing two screws.
brackets to the cab floor. 4. Remove heater core by disconnecting the water
10. Disconnect the two heater coolant hoses. pipes and lifting it out of the housing.
11. Slide heater/air conditioner unit out. While sliding, 5. Remove air conditioning core by removing tube
disconnect wiring harness from blower motor, support screw and lifting the core out of the
blower motor resistor and air conditioner sensor. housing.
Refer to Figure 4-4 for further disassembly of unit if
necessary, or for replacement of other components.
Refer to the appropriate Parts Book for component part
Installation numbers.
1. Slide heater/air conditioner unit in at the same
time with the access door on the left side. While
sliding unit in, connect wiring harness to blower Assembly
motor, blower motor resistor and air conditioner
1. Install air conditioning core and tube support
sensor.
screw in the housing.
2. Connect the two heater coolant hoses.
2. Install heater core and connect the water pipes.
3. Install two capscrews holding the mounting brack-
3. Install resistor with two screws.
ets to the cab floor.
4. Install motor with three screws.
4. Install control cable to coolant control valve. Ad-
just to ensure it travels to complete on and off 5. Join the two halves with ten screws (eight at the
positions. split and two on top).
5. Connect the two air conditioner lines to the core.

FIGURE 4-4. HEATER/AIR CONDITIONER SYSTEM
1. Defroster Gasket 13. Motor Shim 25. Urethane 37. Evaporator Coil 49. Neoprene
2. Cable Clamp 14. Motor 26. Neoprene 38. Heater Coil 50. Urethane
3. Locknut 15. Cap 27. Decal 39. Seal 51. Plenum
4. Bracket 16. Water Valve 28. Poly Foam 40. Neoprene 52. Screw
5. Urethane 17. Bracket 29. Drain Pan 41. Grommet 53. Screw
6. I.D. Plate 18. Hose Clamp 30. Insulation 42. Case 54. Drain Hose
7. Relay 19. Hose 31. Cold Control 43. Screw 55. Check Valve
8. Harness 20. Bracket, RH 32. Hose 44. Nut 56. Tie Wire
9. Resistor 21. Hose Splice 33. Hose 45. Screw 57. Filter
10. Blower Wheel 22. Grommet 34. Panel 46. Intake Gasket 58. Rivet
11. Motor Plate 23. Grommet 35. Plenum 47. O-Ring 59. Latch
12. Screw 24. Bracket, LH 36. Cover 48. Expansion Valve

FILTER MAINTENANCE
Cab Fresh Air Filter

A filter element mounted on the front of the cab (Figure
4-5) filters fresh air before it enters the cab.
Under normal operating conditions, the filter element
should be checked every 250 hours of operation. In
extremely dusty conditions, much more frequent
cleaning is required.
Service (Cab Air Fresh Air Intake)

1. Remove the four wing bolts (3, Figure 4-5) and
remove cover (2) from front of cab.
2. Remove element (4).
3. The filter element should be replaced when dirty.
However, it may be washed with a mild soap
solution in water. Rinse clean and air dry with a
maximum air pressure of 2.8 kg/cm2 (40 psi).
4. After cleaning, install element, replace cover and
wing bolts. FIGURE 4-6. HEATER/AIR CONDITIONER FILTER
1. Filter Door Latch 3. Filter Element

2. Filter Access Door 4. Console
Heater/Air Conditioner Air Filter

A filter element mounted inside the heater/air condi-
tioner enclosure (Figure 4-6) filters air circulated inside
the cab interior.
The filter element should be inspected and cleaned as
often as necessary, depending on operating condi-
tions.
Service (Inside Air Filter)

1. Unlatch filter access door latch (1, Figure 4-6) and
open door (2).
2. Slide filter element (3) out of housing.
3. Wash the element with a mild soap solution in
water. Rinse clean and air dry with a maximum
air pressure of 2.8 kg/cm2 (40 psi).
4. After cleaning, position element in housing open-
FIGURE 4-5. CAB AIR FILTER ing and insert fully.
1. Cab (Front) 3. Wing Bolt 5. Close access door cover and latch in closed
2. Cover 4. Filter Element position.

DASH LEVER CONTROLS DASH PANEL
Removal Removal
1. Remove top dash cover and metal light holder.
2. Remove steel cover above the heater controls. 1. Remove the four tapered screws from the warning
light bracket.
3. Remove the four front screws.
2. Remove the four screws and the sun shade from
4. Remove two top screws holding the rear reinforce-
above the instrument panel display.
ment in place.
3. Remove the five screws retaining the instrument
5. Slide control panel out part way and disconnect
panel display.
cable from fresh/recirculate lever.
4. Remove the eighteen screws holding the plastic
6. Slide control panel out further and remove the two
dash in place and the four heater/air conditioner
screws holding the rear support to control plate.
knobs.
7. Disconnect blower speed switch wiring at connec-
5. Remove dash panel.
tor.
8. Disconnect air conditioner switch and illumination
light wire at connectors. Installation
9. Disconnect the cables from the vent and the 1. Install dash panel.
defrost levers.
2. Install the eighteen screws holding the plastic
Installation dash in place and the four heater/air conditioner
knobs.
1. Connect the cables to the vent and the defrost
levers. 3. Install the five screws retaining the instrument
panel display.
2. Connect air conditioner switch and illumination
light wire at connectors. 4. Install the four screws and the sun shade from
above the instrument panel display.
3. Connect blower speed switch wiring at connector.
5. Install the four tapered screws from the warning
4. Slide control panel in and install the two screws light bracket.
holding the rear support to control plate.
5. Slide control panel in part way and connect cable
to fresh/recirculate lever.
6. Install two top screws holding the rear reinforce-
ment in place.
7. Install the four front screws.
8. Install steel cover above the heater controls.
9. Install the top dash cover and metal warning light
holder.

NOTES

OPERATOR CAB AND CONTROLS
FIGURE 5-1. STEERING WHEEL AND CONTROLS

1. Steering Wheel 5. Windshield Wiper/Washer 10. Center Console
2. Tilt Lever Switch 11. Differential Lock Pedal
3. Turn Signals and Headlight 6. Headlight Dimmer Switch (Optional)
Switch 7. Retard Control Lever 12. Hoist Control Lever (Dump
4. Air Horn 8. Brake Pedal Lever)
9. Throttle Pedal 13. Retarding Capacity Decal
(1) Steering Wheel And Controls (2) Tilt Lever

The steering wheel (1, Figure 5-1) may be adjusted Adjust the tilt angle of the
through a tilt angle to provide a comfortable position steering wheel by pulling Tilt
for the operator. Lever (2) up, toward steer-
ing wheel and moving the
wheel to the desired angle.
The steering wheel may
also be adjusted (tele-
scoped) "In" or "Out" at this time. Pushing the lever
back locks the wheel in the desired position.
N05035 10/00 Operator Controls and Instrument Panel N5-1

(3) Turn Signal Lever Switch (7) Retard Control Lever
Turn Signal Lever (3) is
The retarder control
used to activate turn signal
lever (7) allows the oper-
lights: Move lever upward to
ator to apply only the
signal a turn to the right (R).
REAR oil-cooled brakes.
Move lever downward to
During normal opera-
signal a turn to the left (L).
tion, this lever should be
(4) Horn used to control the
speed of the truck and to
The horn (4) is actuated by stop the truck instead of
the horn button in the center using the foot-operated
of the steering wheel. When service brake pedal. Use of this lever extends front
the button is depressed, it brake life while maintaining maximum control of the
activates the horn solenoid. truck.
Before starting down a grade, maintain a speed that
will insure safe driving and provide effective retarding
(5) Windshield Wiper / Washer Switch under all conditions.
Windshield Wiper Switch (5) is used
Refer to the “Retarding Capacity” decal (13, Figure 5-
to activate the wiper blades and
1, and shown below) which is applied to the upper
washer system. This switch has four
left-hand corner of the cab windshield. This decal is
wiper position settings and a washer
designed to help the operator maintain a safe vehicle
push-button:
speed while descending a grade with a loaded truck.l
INT: Wipers operate intermittently.
OFF: Wipers are off.
LOW: Wipers operate at low speed.
HI:Wipers operate at high speed.
Press end of switch to spray washer liquid onto wind-
shield.
(6) Headlights and Dimmer Switch

The headlights and dim-
mer switch (6, Figure 5-
1) is part of the turn sig-
nal lever function. The
headlights are turned
"Off" and "On" by rotat-
ing the switch on the end
of the lever handle. The
switch has three posi-
tions: OFF; Running/
Clearance lights; and
Headlights.
The dimmer switch is part of the turn signal lever
function.
Pulling the lever up will activate headlights to low
beam [A]. Pushing the lever down activates head-
lights to high beam [B].
N5-2 Operator Controls and Instrument Panel 10/00 N05035

Retarder Operation (9) Throttle Pedal
For efficient retarder operation, the operator should: The Throttle Pedal (9) is a
foot operated treadle pedal
• Preselect a ground speed and gear range for a
which allows the operator to
known grade that will permit continous retarder
operation within the LIMITS OF THE CHART. control fuel to the engine to
provide engine accelera-
• Maintain engine RPM between 1800 - 2400 tion.
RPM, and
• Observe the Brake Oil Temperature gauge to
make certain the Brake Oil Temperature does not The electronic treadle pedal sends signals to the
exceed 248°F (120°C). electronic engine fuel control system. The movement
If the Brake Oil Temperature exceeds this limit, move of the governor control arm corresponds directly to
the transmission range selector lever to a lower gear travel of the treadle pedal as applied by the operator.
and use the foot-operated service brakes to reduce When the pedal is released, a spring returns the
the truck ground speed. This will allow the transmis- pedal and governor control arm to the low idle posi-
sion to shift to the next lower gear range for more effi- tion.
cient cooling.
If the Brake Oil Temperature continues to exceed
(10) Center Console
248°F (120°C), select a safe area out of the way of
other traffic, stop the truck, move the transmission The Center Console (10, Figure 5-1) is located to the
range selector lever to the Neutral (N) position, and right of the Operator.
operate the engine at approximately 1200 RPM until
the Brake Oil Temperature gauge registers in the
“green” range. Transmission Range Selector (1, Figure 5-2)
For better control under dry road conditions, the The Transmission Range Selector has seven posi-
optional front wheel brakes may be turned on. tions (R, N, D, 5, 4, 3, and L).
NOTE: For information to service the Retarder
Control Valve, refer to “Retarder Control Valve” in the
Air System, Section “K” of this manual.
When operating the shift lever, be sure to set it in

position securely (detent). If the lever is not in a
detent position, the shift position display on the
(8) Brake Pedal panel may go out and the transmission warning
The Brake Pedal (8) is a monitor lamp may light up.
foot-operated pedal which When shifting between FORWARD and
activates air-over-hydraulic REVERSE, stop the machine completely, and
pressure converters which reduce engine speed to low idle when moving the
apply front caliper dry disc lever.
brakes and rear oil-cooled If the parking brake is not released, and the shift
wet disc brakes. This pedal lever is moved to a position other than N, the
should be used when central warning lamp will flash and the alarm
maneuvering in tight places, at the shovel and dump, buzzer will sound.
and when quick stops or severe braking is required.
If the dump lever is not at the FLOAT position,
and the shift lever is moved to a position other
than N, the central warning lamp will light up and
the alarm buzzer will sound.
Do not move the shift lever with the accelerator
pedal depressed. This will cause "shift shock",
and will reduce the life of drive train components.

When moving the range selector lever from "N" to
"R", or from "D" to 5, the Release Button on the end
of the handle (operator side) must be pressed before
the selector lever can be moved.
"R" - REVERSE position -
Bring truck to a complete stop before shifting from
DRIVE to REVERSE or vice-versa. The Reverse
Warning Horn is activated when REVERSE position
is selected.
"N" - NEUTRAL position -
is used when starting the engine, during loading
operations and parking the truck with engine running.
The truck cannot be started unless the range selector
is in the "N" - NEUTRAL position.
"D" - DRIVE position -
When starting from a stopped position, the transmis-
sion will shift automatically to second gear. As the
truck ground speed increases, the transmission will
automatically upshift through each gear to seventh
gear operation. As the truck ground speed slows
down, the transmission will automatically downshift
to the correct gear for grade/load/engine conditions.
NOTE: The transmission will be locked into second
gear if the body is not seated on the frame. Always
lower the body when traveling.
"5, 4, 3" positions -
Road and load conditions sometimes make it desir-
FIGURE 5-2. CENTER CONSOLE able to limit the automatic up-shifting to a lower
range. These positions provide more effective retard-
1. Transmission Range Selector (Shift Lever) ing on grades. When the range selector is placed in
2. Shift Limiter Switch any one of these positions, the transmission will not
3. Power Mode Selector Switch shift above the highest gear range selected. It will
4. Emergency Steering Switch also downshift to first range when required by grade/
5. Emergency Brake Lever load/engine conditions. When conditions permit,
6. Parking Brake Valve Lever select position "D" for normal operation.
7. Engine Shutdown Warning Light
8. Engine Maintenance Light "L" - LOW position -
9. Engine Maintenance Light Use this range position when maneuvering in tight
10. PMC Display (Optional) spaces and when pulling through mud or deep snow.
11. Engine Fault Code Switch Use this range position also when driving up and
12. Engine Diagnostic Switch down steep grades where maximum driving power or
maximum retarding is required.
NOTE: The transmission will be locked into first gear
if the body is not seated on the frame. Always lower
the body when traveling.

Shift Limiter Switch (2, Figure 5-2) Emergency Steering Switch (4, Figure 5-2)
This switch is used to limit the This switch (4) actuates
highest speed range when the the emergency steering
transmission shift lever is in "D" or pump.
"L" Ranges.
Depress the center but-
ton to activate the emer-
gency steering pump
motor.
POSITION:
"D" Range - F2 - F7 Depress the button again to turn
"L" Range - F1 - F2 OFF the emergency steering.
"D" Range - F2 - F6 When the switch is "On," the RED
"L" Range - F1 lamp in the switch will light. The
red warning light on the right-
When the switch position is "out" the light is "off." hand side of the instrument panel
When the switch position is "in" the light is "on." will also light.
Economy / Power Mode Switch (3, Figure 5-2)

Do not use the emergency steering for longer
This switch activates a part of the than 90 second intervals and do not drive in
electronically controlled engine excess of 5 km/hr (3 mph).
fuel system. The switch controls
Use this operation ONLY in emergency situa-
optimum operating efficiency in
tions. Do not use this function for normal body
loaded vs. unloaded conditions.
operation.
When the emergency steering is actuated, it is possi-
Normal Idle - When in "Economy ble to use the dump lever to raise the dump body.
Mode" (in/light on), fuel usage is However, the body cannot be raised when loaded.
reduced as full engine power is not
Emergency steering will be activated automatically if
required.
the steering pump fails or the engine stops during
Advanced Idle - When switched to operation.
"Power Mode" (out/light off), full fuel
flow is allowed to provide maximum
rated engine power.
NOTE: This switch also affects the transmission shift
points from F1 to F2, and F2 to F1: If the emergency steering automatically actuates,
"Economy Mode" stop the machine as quickly as possible and
Upshift (F1 to F2) = 2000 RPM. carry out an inspection to determine the cause.
Downshift (F2 to F1) = 1300 RPM. Notify maintenance personnel immediately.
"Power Mode"
Upshift (F1 to F2) = 2100 RPM. If the key switch is turned ON when the machine is
Downshift (F2 to F1) = 1400 RPM. stopped and the parking brake switch is OFF
(unlocked position), the auto emergency steering will
be actuated after 1.5 seconds. Turn the parking
brake switch to the PARKING (ON/ locked) position.

Emergency Brake Lever (5, Figure 5-2) • If the air pressure drops below 215.7 kPa (2.2 kg/
The lever (5) actuates the emergency brake. cm2, 31.2 psi), the parking brake is automatically
applied.
For details of the method of releasing the brake when
it is applied because of failure in the air system, see
BRAKE RELEASE of the Operation and Mainte-
nance Manual.
ENGINE ELECTRONIC CONTROL

SYSTEM
Emergency brake released:
(TRAVEL/ UNLOCKED position). The following items (7, 8, 9, 11, & 12, Figure 5-2)
relate to the engine electronic fuel control system.
Emergency brake actuated:
(APPLIED/ LOCKED position). If an abnormal engine condition develops, the control
system will record a "fault" code associated with that
• If the pressure in the air tank drops below 411.9 condition. By use of a series of indicator lamps and
kPa (4.2 kg/cm2, 59.7 psi), the emergency brake switches, the system will display the numerical "fault"
is automatically applied. code.
• If the emergency brake is applied because of a When the keyswitch is turned
failure in the air system, the central warning lamp "On", the lamps (7,8, 9)
will flash and the alarm buzzer will sound. should illuminate for about 2
For details of the method of releasing the brake if seconds and then turn "Off,"
this happens, see BRAKE RELEASE of the if no "faults" are detected in
Operation and Maintenance Manual. the system. This is a system
lamp test.
Parking Brake Valve Lever (6, Figure 5-2)
If a light remains
ON, or if a light
FLASHES, then
active "faults" have
been detected by
the system and the
engine should not
This lever (6) is used to apply the parking brake. be started until the
condition has been
PARKING: Parking Brake actuated. (Locked)
corrected.
TRAVEL: Parking brake released. (Unlocked)
• When the lever is set to the PARKING position,
Refer to DETERMINING "FAULT" CODES.
the parking brake pilot lamp lights up.
During engine operation, if a "fault" is detected in the
system, a light associated with that condition will turn
"ON" and stay on for "Warning faults," or it will turn
"ON" and "FLASH" for more severe faults that can
Always apply the parking brake when parking or
affect engine operation and require immediate atten-
leaving the machine.
tion
• When the lever is set to the PARKING position, if

the transmission shift lever is at any position
other than "N", the central warning lamp will flash
and the alarm buzzer will sound.

. The light may show initially as a constant "On", but
will go to "flashing On", if the condition is allowed to
get worse. Serious engine damage will occur if
operation is continued without correcting the "fault."
PMC Display (Optional) (10, Figure 5-2)

• "Warning" faults (light ON) require attention in the
This area may be used for OPTIONAL Powertrain
near future, but in most conditions will not greatly
Management Controller Display.
affect performance.
• "Severe" faults (light FLASHING) require
immediate attention, because the engine could If installed, refer to
be significantly affected. Optional Equipment,
Section “M” of this man-
Active fault conditions MUST be corrected as
ual for further details.
soon as possible.
Engine Shutdown Light (Stop Engine)

(7, Figure 5-2)
When illumi-
nated, this Fault Check Switch (11, Figure 5-2)
red engine
shutdown This Fault Check switch, when
light indicates moved to the "ON" (down) posi-
a serious tion, may be used to activate the
engine prob- engine electronic control system
lem exists. diagnostic codes. When the sys-
tem detects a "fault" and one of
The "fault" can be engine disabling. Stop the truck in the indicator lamps (7, 8, 9) illu-
a safe area, as soon as possible. Shutdown the minates as previously described,
engine and notify maintenance personnel immedi- this switch will permit determina-
ately. tion of the kind of "fault(s)* detected.
Engine Maintenance Light (Check Engine) Fault Scroll Switch (12, Figure 5-2)
(8, Figure 5-2)
This Fault Scroll switch may be
This amber/yellow light, when used to scroll through the
illuminated, indicates an engine recorded faults held in memory.
"fault" exists. Current engine It will display only active fault
operation may proceed, but the
codes.
machine should be scheduled for
checkout/repair as soon as To display the next active fault
practical. code, move the switch lever to
the "up" position momentarily
Engine Maintenance Light (Protect Engine) and release (switch is spring-loaded to the center
(9, Figure 5-2) "OFF" position).
This blue engine maintenance Activating the switch again will advance to the next
light, when illuminated, indicates fault code, etc. Once all active fault codes have been
an "out-of-range" condition exists displayed, the fault code display sequence will be
within the fuel temperature, cool- repeated, starting from the first fault code.
ant, oil, or intake air system(s) of
Moving the switch lever to the "down" position
the engine.
momentarily and releasing, permits the system to
scroll (as described above) backwards through the
fault "list".

Determining "Fault" Codes Differential Lock Pedal (Optional)
1. To determine an active "fault," turn the key- If truck is equipped, this pedal
switch to the "OFF" position and wait until the (11, Figure 5-1) is used to actu-
engine completely stops. ate the differential lock control.
2. Turn keyswitch to "ON" position (engine NOT When the pedal is depressed,
running) and hold the Fault Check switch (11) in the differential lock is actuated,
the "ON" position. and when it is released, the dif-
ferential lock is canceled.
If installed, refer to Optional Equipment, Section M,
of this manual for further details.
(12) Hoist Control

3. If there is an active fault: The hoist control (12, Figure 5-1) is a four position,
a. The amber/yellow Engine Maintenance light hand operated control lever located to the left of the
(8) will flash once. operator seat. The hoist control lever and hoist con-
trol valve are connected by a mechanical push-pull
b. There will be a 1-2 second pause, and then control cable.
the red Engine Shutdown light (7) will flash
out the three digit diagnostic code. To raise the dump body: (refer also to "Operating
Instructions, DUMPING")
Each digit is indicated with up to nine light
flashes for each digit. There is a short pause 1. Move Shift
between each digit of the fault code. Lever (1) to
the “N”
c. After all three digits are flashed, the yellow position,
lamp will flash once, and then the red lamp and apply
will repeat the same fault code sequence as Parking
before. Brake Valve
Lever (6) to
LOCKED
position.
Move dump
lever to the "RAISE" posi-
tion and release dump
lever: it will remain in this
4. The system will continue to flash the same fault position until moved to
code until the Fault Scroll Switch (12) is acti- HOLD - either manually or
vated again. by the body-up limit linkage.
EXITING THE DIAGNOSTICS MODE 2. Raise engine RPM to accelerate hoist speed.
Starting the When body is near the maximum angle, reduce
engine, or turn- engine RPM (reduce foot pressure on the accel-
ing the keyswitch erator pedal) to reduce shock load to the
to the OFF posi- hydraulic system and hoist cylinders.
tion, will EXIT the
diagnostics fault
flash mode.
If active fault codes have been determined as

described previously, refer to the appropriate
Komatsu engine manual.

3. When the dump body SAFETY LOCK
rises to the set position
Move hinged lock around dump
(adjusted position of body
lever. This device locks the dump
positioner) dump lever
lever in the HOLD position.
returns to the hold posi-
tion. If desired to raise the
body further, move dump
lever to raise position and dump body will rise. If
dump lever is released, lever will return to hold
position. Dump body will stop in that position.
4. After material being

When carrying out inspection on the machine
dumped clears body,
with the body raised, always lock the dump lever
move dump lever to the
in the HOLD position, and then install the body
lower position and
up safety pins.
dump body will start to
move down.
5. After lowering the dump

body a certain distance,
move dump lever to the
FLOAT position.
Release the lever and it
will return automatically
to the FLOAT position.
The body will move down under its own weight.
NOTE: When traveling, always set the dump lever at
the FLOAT position, regardless of whether or not the
truck is loaded. If the transmission range selector is
moved to any position other than "N" (neutral) when
the dump lever is not at the FLOAT position, the
central warning lamp will light up and the alarm
buzzer will sound.
6. Release Parking Brake Valve Lever.

FIGURE 5-3. DUMP CONTROL LINKAGE
1. Lever 9. Washer 17. Washer 25. Screw

2. Grip 10. Cover 18. Nut 26. Plate
3. Key 11. Bolt 19. Bracket 27. Bolt
4. Bolt 12. Nut 20. Bolt 28. Rod
5. Washer 13. Nut 21. Rod End 29. Bearing
6. Washer 14. Catcher 22. Shaft 30. Lever
7. Bracket 15. Screw 23. Bearing 31. Screw
8. Bold 16. Washer 24. Grease Fitting 32. Bolt
33. Washer

STEERING COLUMN SERVICE
1. Remove the four screws holding the top and the 1. Install steering column (1, Figure 5-4) by sliding
bottom plastic covers in place. youke (17) onto the steering valve. Tighten
2. Remove the wiper switch by removing the two capscrew (18) to standard toque. Install pivot
mounting screws and unplugging the wire har- bolt (32), washers (34), bushing (31), and
ness under the dash. (Remove the gauge clus- spacer (30).
ter first.) 2. Install capscrew (22), plate (21), washer (25),
3. Remove the turn signal switch by removing the spring (24), and special hex coupler (23) to tilt-
two screws from the steering column clamp and lock bracket (20). Install lever (26) and secure
unplugging the harness on the column. with capscrew (27), washer (28).
4. Remove the retarder lever by removing the two 3. Install the two capscrews and the cover on the
capscrews from the clamp and disconnecting right side of the steering column.
the three air lines. 4. Install the four capscrews and the cover plate
5. Remove the four capscrews and cover plate on on the left side of the steering column near the
the left side of the setting column near the floor. floor.
6. Remove the two capscrews and the cover from 5. Install the retarder lever control and connnect
the right side of the steering column. the three air lines.
7. Remove capscrew (27, Figure 5-4) from the tilt 6. Install the turn singnal switch and plug in the
wheel mechanism and remove the lever. harness on the column.
Remove special hex coupler (23), spring (24), 7. Install the wiper switch and plug in the wire har-
washer (25), plate (21), and capscrew (22) from ness under the dash.
the tilt-lock mechanism. 8. Install the four screws holding the top and bot-
8. Remove pivot bolt (32), washers (34), bushing tom plastic cover in place.
(31), and spacer (30). Loosen capscrew (18)
and slide yoke (17) from the steering valve.
Remove steering column (1).

FIGURE 5-4. STEERING WHEEL AND COLUMN
1A.Steering Wheel
2A.Cup 9A.Plate 1. Column 8. Shaft
3A.Plunger 10A.Plate 2. Busing 9. Spider Assembly
4A.Bushing 11A.Insulator 3. Grommet 10. Yoke
5A.Spring 12A.Cushion 4. Cover 11. Yoke
6A.Consent 13A.Button 5. Bearing 12. Seal
7A.Wire 6. Ring 13. Cover
8A.Spring 7. Screw

INSTRUMENT PANEL AND INDICATORS
The instrument panel consists of the gauge and mon- The monitors and gauges inside the monitor module
itor module, speedometer module, monitor module, and speedometer module are actuated by the signal
service (Hour) meter, odometer, plate, and the parts from the gauge and monitor module, and the odome-
connected to them. ter is actuated by signals from the speedometer mod-
ule.
The gauge and monitor module and speedometer
module each have a microcomputer to process and The following pages will identify each element of the
display the signals from the sensors. Liquid crystal is instrument panel and detail its function and purpose
used for the display area. for the operator.

FIGURE 5-5. WARNING AND CAUTION LAMPS
1. Central Warning Lamp W = Warning Monitor Lamp
2. Action Display Code E = Electronic Controller Monitor
C = Caution Monitor Lamp
WARNING & CAUTION LAMPS "C", Caution Monitor Lamp - These lamps
monitor other important truck functions. If any
1. The Central Warning Lamp is a Red lamp that
abnormality is detected in these systems, the
will FLASH whenever any of the Monitor Lamps
appropriate lamp(s) will light, and the Central
("W", or "C", Figure 5-5) are illuminated, or if the
Warning Lamp will flash.
Parking Brake is applied and the Transmission
Shift Lever is not in the "N", (NEUTRAL) posi- When this condition occurs, check the Action
tion. (Refer also to 54, Figure 5-7, later in this Display Code (2), and notify Maintenance per-
Section.) sonnel as soon as possible.
In addition, if any of the Warning Monitor
Lamps, "W", are illuminated, an alarm buzzer 2. Action Display Code - If any abnormality or
will sound. maintenance requirement is detected, an Action
"W", Warning Monitor Lamp - These lamps Code will be displayed. Be prepared to follow
monitor critical truck functions.If any abnormal- the recommended action.
ity is detected in these systems, the appropriate Refer to the decal in the upper left-hand corner
lamp(s) will light, the Central Warning Lamp will of the windshield (Figure 5-10, later in this sec-
flash, and an alarm buzzer will sound. tion).
When this condition occurs, STOP the truck
as safely and as quickly as possible, check
the Action Display Code (2), and notify Main- "E", Electronic Controller Monitors -These
tenance personnel. lamps will flash if any abnormality is detected in
any of the Mechatronics related systems.
Do not operate the truck until the system(s)
is repaired and fully operational. If any of these lamps illuminate, check the
Action Display Code (2), and be prepared to fol-
low the recommended action.

FIGURE 5-6. GAUGE AND MONITOR PANEL
1. Air Pressure Monitor 3. Coolant Temperature Monitor

The Air Pressure Monitor (1, Fig- The Coolant Temperature Moni-
ure 5-6) is a lamp which monitors tor (3) is a lamp which indicates a
the air pressure in the air tank. If rise in the cooling water tempera-
air pressure in the air tank drops ture.
below a pre-set value, the lamp
When the monitor lamp flashes,
will flash. Action code "05" will be
run the engine with no load at
indicated.
1200-1500 RPM until the green
If the lamp flashes, refer to (2) AIR PRESSURE range of the engine water temperature gauge lights.
GAUGE for action.
Action code "05" will be indicated.
2. Air Pressure Gauge
4. Engine Cooling Water Temperature Gauge
The Air Pressure Gauge (2)
The Engine Cooling Water
indicates the air pressure in
Temperature Gauge (4)
the air tank. The GREEN
indicates the temperature of
RANGE should be lighted
the cooling water.
during normal operation.
If the temperature is normal during operation, the

If the red range lights up during operations, the alarm
green range will light. If the red range lights during
buzzer will sound, the central warning lamp will flash,
operation, the alarm buzzer will sound, the central
and the air pressure monitor lamp (1) will flash at the
warning lamp will flash and the coolant temperature
same time.
monitor lamp will flash at the same time. If this
When the monitor lamp flashes, stop the machine in occurs, stop the machine and run the engine with no
a safe area, shift the range selector to "N", Neutral, load at 1200-1500 RPM until the green range lights.
and run the engine with no load at 1200-1500 RPM
until the green range of the gauge lights up.

5. Torque Converter Oil Temperature Monitor 9. High Beam Pilot Lamp
The Torque Converter Oil Tem-
The High Beam Pilot Lamp (9)
perature Monitor (5, Figure 5-6)
lights up when the head lamps
is a lamp which indicates a rise in
are on high beam.
the torque converter oil tempera-
ture.
When the monitor lamp flashes,
stop the machine and run the
engine with no load at 1200-1500 RPM until the
green range of the temperature gauge lights. 10. Left Turn Signal Pilot Lamp
When the turn signal lever is moved
6. Torque Converter Oil Temperature Gauge downwards, the left turn signal pilot lamp
The Torque Converter Oil (10) flashes.
Temperature Gauge (6)
indicates the temperature of
the torque converter oil. If
the temperature is normal
during operation, the green 11. Right Turn Signal Pilot Lamp
range will light. If the red range lights during opera- When the turn signal lever is moved
tion, the alarm buzzer will sound, the central warning upwards, the right turn signal pilot lamp
lamp will light up and the torque converter oil temper- (11) flashes.
ature monitor lamp will flash at the same time. If this
occurs, stop the machine and run the engine with no
load at 1200-1500 RPM until the green range lights.
7. Retarder Oil Temperature Monitor 12. Speedometer

The Retarder Oil Temperature
Monitor (7) is a lamp which The digital Speedometer
warns that the retarder oil tem- (12) indicates the travel
perature has risen. speed of the truck in miles
per hour. This figure will
If it flashes, stop the machine, appear momentarily when
return the Transmission Range the keyswitch is first turned
Selector lever to Neutral, and run "On" to demonstrate that all segments are working.
the engine under no load at 1200-1500 RPM until the
warning lamp goes out.
13. Tachometer
8. Retarder Oil Temperature Gauge The Tachometer (13) indi-
The Retarder Oil Tempera- cates the engine speed in
ture Gauge (8) indicates the Revolutions Per Minute
temperature of the retarder (RPM).
cooling oil. During normal
operation, a lamp in the
green range should light up.
If the lamp in the red range lights up during opera-
tion, the alarm buzzer will sound, the central warning 14. Shift Limiter Pilot Lamp
lamp will flash, and the retarder oil temperature mon- The Shift Limiter Pilot Lamp (14)
itor lamp will flash at the same time. If this happens, lights up whenever the shift lim-
stop the machine, return the Transmission Range iter switch in the center console
Selector lever to Neutral, and run the engine at 1200- is activated.
1500 RPM under no load, and wait until the lamps in
the green range light up.

20. Other Mechatronics Monitor (OPTIONAL)
15. Lock-up Pilot Lamp This red indicator (20) flashes when-
ever any abnormality occurs in the
The Lock-Up Pilot Lamp (15, Fig- mechatronics related parts of the PMC
ure 5-6) lights up whenever the (Powertrain Management Control) sys-
torque converter is locked up and tem, PLM (Payload Meter) system, and
the transmission enters direct the optional suspension control system.
drive.
21. Fuel Level Monitor

This indicator (21) flashes when the
remaining fuel in the fuel tank goes
16. Transmission Shift Position Pilot Lamp below 170 liters (45 gal). If it flashes,
check the fuel level and add fuel.
The Transmission Shift Position Pilot
Lamp (16) will indicate the specific gear
range in which the transmission is actu-
ally operating; R, N, 1, 2, 3, 4, 5, 6, or 7.
22. Fuel Gauge
The Fuel Gauge (22) indicates the
amount of fuel in the fuel tank. If there
is more than 170 liters (45 gal) of fuel in
the tank while the engine is operating,
the green range lights. If there is less
than 170 liters (45 gal) of fuel in the
tank, the red range lights.
17. Shift Indicator
The Shift Indicator (17) indicates the lever
position of the transmission range selector.
18. Engine Controller Monitor

This red indicator (18) flashes when-
ever any abnormality occurs in any of
the engine control systems.
NOT USED with SA12V140Z-1 engine.
19. Automatic Transmission Mecha-

tronics Monitor
This red indicator (19) flashes when-
ever any abnormality occurs in the
mechatronics related parts of the trans-
mission control system.

23, 24, and 25. (OPTIONAL) Suspension Mode 28. Odometer
Display Lamps
The Odometer (28) indicates
This monitor displays the type the total distance that the truck
of suspension mode being has traveled in miles.
used.
This OPTIONAL suspension
feature automatically switches
the damping characteristics of 29. Power Mode Indicator
the suspension according to
whether the truck is carrying a The Power Mode indicator
load, or whether the brake, lights (29) indicate which of the
steering, or dump controls are being operated. two fuel control modes is in
use.
Normally, the SOFT mode (25) is used when travel-
ing empty, and MEDIUM (24) is used when traveling
loaded. When using the service brakes or turning
sharply, or when operating the dump control, the sus-
pension mode is switched to HARD (23) to maintain When the top light (P) is lit, the Power Mode Selector
the stability of the machine: front and rear, and left Switch on the console (3, Figure 3-2) is in "Power
and right. This indicator is present in all instrument Mode".
panels, but is inactive in trucks without this option. When the bottom light (E) is lit, the Power Mode
Selector Switch is in the "Economy Mode".
26. Service Meter

The Service Meter (26, Figure 5-6)
displays the total hours of opera-
tion for the truck.
The service meter advances when-
ever the engine is operating, even
if the machine is not moving.
27. Service Meter Indicator

The Service Meter Indicator (27)
flashes whenever the service meter
is operating.

FIGURE 5-7. INDICATORS AND CONTROL PANEL
(Full Option Configuration)
OPTIONAL EQUIPMENT (Figure 5-7)

When the truck is equipped with either, or both, of the
following OPTIONS, Exhaust Brake Switch (52), or
Fog Light Switch (53), then the instrument panel
arrangement for items 34, 35, and 36 will be as
If the truck is NOT equipped with either of these
OPTIONS, then the standard panel arrangement for
items 34, 35, and 36 will be as shown in Figure 5-8.
FIGURE 5-8. STANDARD CONFIGURATION

30. Coolant Level Monitor 35. Front Brake ON/OFF Switch
The Coolant Level Monitor (30,
Figure 5-7) indicates a low radia-
tor coolant level. If this monitor
lamp flashes and alarm buzzer
sounds, stop truck, shutdown
engine, and add coolant as
required. Action code "01" will be
indicated.
This switch (35) is used to change the braking

31. Engine Oil Pressure Monitor method according to the road conditions.
The Engine Oil Pressure Monitor This position (out/light "Off") is used
(31) indicates low engine oil when traveling on normal road sur-
pressure. faces.Braking force is applied to both
front and rear wheels.
If the lamp flashes and alarm
buzzer sounds, stop the engine This position (in/light "On") is used
and carry out inspection. Action when traveling on slippery roads. Brak-
code "04" will be indicated. ing force is applied only to the rear wheels.
This switch is present in all instrument panels, but is
inactive in trucks without this option.
32. Charge Monitor
The Charge Monitor (32) indi-
cates an abnormality in the 36. Panel Dimmer Switch
charging system while the engine The Panel Dimmer Switch (36) is used
is running. to adjust the brightness of the lighting
If the monitor lamp lights up, inside the monitor panel and pilot
check the charging circuit. Action lamps.
code "01" will be indicated.
Adjust as follows:
33. Transmission Oil Filter Monitor • To INCREASE brightness,

turn CLOCKWISE.
The Transmission Oil Filter Moni-
tor (33) warns of clogging of the • To DECREASE brightness,
transmission oil filter. If the moni- turn COUNTER-CLOCKWISE.
tor light lights up, replace the
transmission filters, and check
for contamination in the oil.
Action code "01" will be indi-
cated.
34. Hazard Warning Lights

The Hazard Warn-
ing Light switch (34,
Figures 5-5, and 5-6)
causes all turn signal
lights to flash.
The toggle switch is an "ON-OFF" type.

37. AISS/Auto Switch 39. Starting Switch
The AISS (Automatic Idle The Starting Switch (39, Figure
Selector Switch, 37, Figure 5-7) is a three-position key-
5-7) may be positioned to switch:
LOW or AUTO as desired.
"OFF" Position - Key insertion/
This switch is used by the
withdrawal position - None of
operator to control the idle
the electrical circuits activate in
speed of the engine.
this position. Turn the switch to
LOW position (button in/light "ON") is "OFF" to stop the engine.
the "manual position" and is used when
"ON" - Lamp circuits activate in this position.
fine control movements are needed, such as when
parking, or driving in/out of confined spaces. "START" - At this key position, the starting motor will
crank the engine. Release the key immediately after
AUTO position (button out/light "OFF")
engine starts; the key will return automatically to
is used for normal operations. The fol-
"ON".
lowing conditions occur:
1. When the machine is stopped, the idling speed
is automatically set to LOW speed when the
40. Pilot Lamp Bulb Check Switch
parking brake or retarder is ON. When the park-
ing brake is released to start traveling, the idling Turn the starting switch
speed is automatically set to HIGH speed. (39) to "ON" and press the
2. If the coolant temperature is low, the idling Pilot Lamp Bulb Check
speed is automatically set to HIGH speed to Switch (40) to check if
reduce the time taken for the warming up opera- bulbs will light. All pilot
tion. lamp bulbs should light.
38. Manual Starting Aid Switch

This truck is equipped with an 41. Rear Brake Pilot Lamp
Automatic Cold Start Aid. The Rear Brake Pilot Lamp (41)
The Cold Starting Aid energizes lights up when the service brake
the electric heaters in the engine is depressed or the retarder con-
intake manifold. trol lever is pulled to actuate the
rear brake.
Under normal conditions,

there is no need to use this 42. Body Float Caution Monitor
MANUAL switch. If the out-
When the dump body control
side temperature is below -
lever is set to any position other
5°C (23F) and the prelube
than FLOAT, or the body is not
starter runs a long time, this
seated on the frame, the Body
manual switch can be
Float Caution Monitor (42) lights
pushed "IN" for 2-3 seconds
up. When traveling, always set
before starting the engine to maintain engine pre-
the lever to FLOAT position with
heating.
the body seated.
The Starting Aid Switch (38) is spring-loaded to the
"OUT/OFF" position.
DO NOT PUSH COLD STARTING AID BUTTON

AFTER ENGINE HAS STARTED! SERIOUS DAM-
AGE TO ENGINE MAY OCCUR!

43. Parking Brake Monitor 48. Steering Oil Temperature
The Parking Brake Monitor (43) This lamp (48) indicates a rise in
lights up when the parking brake the steering oil temperature. If
is applied. the lamp comes on, stop the
truck and run the engine with no
load at 1200-1500 rpm until the
caution lamp goes out. Action
49. Maintenance Required (Optional)

44. Emergency Steering Monitor
If the emergency steering switch (located on center
console) is activated, this lamp (44) lights up. The Maintenance Monitor Lamp
(49, Figure 5-7) will illuminate if
It also lights up when the auto
the PMC (Powertrain Manage-
emergency steering is actuated
ment Controller), detects any of
because an abnormality has
the following conditions:
occurred in the steering hydraulic
circuit during travel.
• Brake Disc wear indication - right or left rear
• Low battery liquid level
• Low engine oil level
• Air cleaner restricted
45. Exhaust Brake (Optional) • Low front brake oil level
The exhaust brake pilot lamp • Low retarder cooling oil level
(45) lights up when the exhaust • Low hydraulic oil level
brake is actuated. • Retarder cooling oil filter restricted
• Hydraulic oil filter restricted.
50. Side Slope Warning (Optional)

When the dump body is raised,
this warns the operator that the
46. Cold Start machine has tilted beyond the
safety range to the left or right. If
The cold start pilot lamp (46) this monitor (50) flashes, lower
lights up when the automatic cold the body, and move the machine
start is activated or the manual
to a safe, stable place. Action
cold start switch on the instru-
ment panel is depressed.
51. Rear Brake Caution Lamp
This lamp (51) flashes when the
rear brake is operated and the
47. Differential Lock (Optional) over-stroke sensor in the brake
chamber contacts the brake pis-
This lamp (47) lights up (if truck ton. Brake oil pressure below
is equipped) when the differential normal level is the usual cause. If
lock pedal is depressed and the this lamp flashes, check the rear
differential lock is actuated. brake system immediately.
After inspecting and repairing the rear brake system,
be sure to push in the over-stroke sensor installed to
the brake chamber. If this operation is neglected, the
brake line trouble warning will continue to operate.

52. Exhaust Brake Switch (Optional) 54. Central Warning Lamp (Red Convex Lens)
For operation of the Exhaust Brake Switch (52, Fig-

ure 5-7), refer to the following switch positions:
The exhaust brake is actuated This Central Warning lamp (54, Figure 5-7) flashes
when the foot brake is depressed whenever an abnormality has occurred in any one of
or the retarder control lever is oper- the following systems:
Position Off
ated and the torque converter is in • Battery Charging Monitor
the lockup condition. • Emergency Steering Monitor
• Parking Brake Monitor
The exhaust brake is actuated
when the accelerator pedal is • Body Float Monitor
released and the torque converter • Automatic Transmission Monitor (Mechatronics)
Position On • Suspension Monitor
is in lockup condition.
• Fuel Level Monitor.
53. Fog Light Switch (Optional)

This lamp flashes, and at the same time an alarm
buzzer sounds intermittently, whenever an abnormal-
ity has occurred in any one of the following systems:
• Air Pressure Monitor
• Coolant Temperature Monitor
• Torque Converter Oil Temperature Monitor
• Retarder Oil Temperature Monitor
• Coolant Level Monitor
• Engine Oil Pressure Monitor
Fog Lights are optional equipment. If truck is • Transmission Oil Filter Monitor
equipped, they are useful in foggy conditions and This lamp will also flash and the alarm buzzer will
heavy rain. sound, if the parking brake is applied and range
selector lever is not at Neutral.
Fog lights are off when switch (53,
Figure 5-7) is in this position (out/light
"Off").
Depressing the switch to this position
(in/light "On") turns fog lights on.

FIGURE 5-9. INSTRUMENT PANEL - RIGHT SIDE
HEATER/AIR CONDITIONER CONTROLS 57. Air Selector Lever

Note: Turn blower switch (56, Figure 5-9) to the lower
55. Temperature Adjustment Lever
position before moving the air selector lever.
The Temperature Adjustment Lever (55, Figure 5-9)
The Air Selector Lever (57) selects the source of air.
is used to adjust the cab air temperature for heating
Outside air enters through a filter and is sent to the
or cooling.
cab to ventilate the inside the cab. In this way, a
Move the lever to the left toward "WARM" (red bar) pleasant working environment is always maintained
for higher temperature. even on dusty job sites.
Move the lever to the right toward "COOL" (blue bar) Move the lever to the left toward "FRESH" for outside
for lower temperature. air. Air is taken from outside to mix with the air inside
the compartment.
56. Blower Switch
Move the lever to the right toward "RECIRC" for recir-
The Blower Switch (56) is a four culation of cab air only. This is generally used to cool
position switch to control fan the cab quickly.
speed. Move the lever to fan
position desired. 58. Vent Selector Lever
The Vent Selector Lever (58) directs the cool or warm
air through one or more of the following outlets: front
vents; foot vents; or defroster vents.
The positions - from left to right - are as follows:
Move the lever to the left toward "VENT" to direct
"OFF" - Low ● - Medium ● - High● heated or cooled air through the front vents (59).
Move the lever to the center to "HEAT" to direct air to
Low, Medium, and High are indicated by circular
the foot vents and defroster vents for heating and
marks of increasing size.
dehumidifying.
When in the "OFF" position, the air conditioner com-
Move the lever to the right to "DEF" to direct air to the
pressor is de-activated.
defroster vents to remove and/or prevent mist from
forming inside the windshield.

59. Air Vent 62. Correction Code Display
Air Vents (59, Figure 5-9) are provided for circulation When an action code appears in this area (62, Figure
of cooled or heated air through the cab. 5-7), refer to the decal (Figure 5-10) in the upper left-
hand corner of the windshield.
60. Glove Box Storage Compartment
This area (60) provides a small storage space that
may be used for pencils, note paper, etc. In some
models it may be used for OPTIONAL EQUIPMENT,
such as, Payload Meter.
61. Air Conditioner Switch

When the Air Conditioner Switch (61) is pressed, the
blue lamp inside the button lights up, and the air con-
ditioner compressor is activated. This is used to pro-
vide cold air or to dehumidify the air. If the blower
switch (56) is in "OFF" position, the air conditioner
compressor will be turned off even if the air condi-
tioner switch (61) is in the "ON" position. The light in
the air conditioner switch will go out when the blower
switch is turned off.
Follow the instructions to the right of the code num-

ber displayed on the panel monitor.
FIGURE 5-10. CORRECTION CODE DECAL

NOTES

SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
LUBRICATION SPECIFICATIONS CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1

SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
ANTI-FREEZE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
LUBRICATION CHART – OIL AND GREASE SPECIFICATIONS . . . . . . . . . . . . . . P2-2
10 HOUR (DAILY ) LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . P2-3
250 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . P2-9
500 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . P2-11
1000 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . P2-12
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15

Filling Instructions (Hoist Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
Filling Instructions (Rear Brake Cooling Oil Supply) . . . . . . . . . . . . . . . . . . . . . P2-15
Hydraulic Filters, Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
Hydraulic Tank Breather, Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
HIGH PRESSURE HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
TRANSMISSION FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-19
PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES . . . . . . . P2-20
P01017 10/00 Index P1-1

NOTES
P1-2 Index P01017 10/00

SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3

10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
FLUID LEVELS & OTHER CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-7
Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-8
OPERATIONAL CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
250 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
INITIAL 250 HOUR SERVICE ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
EVERY 250 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .P2-11
500 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-13
1000 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-14
EVERY 2000 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-15
EVERY 5000 HOUR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-16
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
Filling Instructions (Hoist Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
Filling Instructions (Rear Brake Cooling Oil Supply) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
HYDRAULIC TANK BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
HIGH PRESSURE HYDRAULIC FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-19
Filter Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-19
Filter Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-19
Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-20
TRANSMISSION FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-21
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-21
PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES . . . . . . . . . . . . . . P2-22
P02023 05/07 Lubrication and Service P2-1

NOTES
P2-2 Lubrication and Service 05/07 P02023

Preventive maintenance will contribute to the long life The service intervals presented here are in hours of
and dependability of the Komatsu truck and its com- operation. These intervals are recommended in
ponents. The use of proper lubricants and the perfor- lieu of an oil analysis program which may deter-
mance of checks and adjustments at recommended mine different intervals. However, if the truck is
intervals is most important. being operated under extreme conditions, some, or
Lubrication requirements are referenced to the lube all, of the intervals may need to be shortened and the
key found at the top of the Lubrication Specifications service performed more frequently.
Chart (next page). Refer to engine manual when servicing the engine or
For detailed service requirements for specific compo- any of its components.
nents, refer to the shop manual section for that com-
COOLING SYSTEM
ponent (i.e. Section G for Final Drive, Section H for
ANTI-FREEZE RECOMMENDATIONS
Suspensions, etc.). (Ethylene Glycol Permanent Type Anti-Freeze)
Percentage of
330M SERVICE CAPACITIES Protection To:
Anti-Freeze
U.S. 10 +23°F – 5°C
Liters
Gallons
20 +16°F – 9°C
Engine Crankcase including 147 39
lube oil filters. [138] [37] 25 +11°F – 11°C
Cooling System: 250 66 30 +4°F – 16°C
Hydraulic System: 35 – 3°F – 19°C
Front Brake Oil Tank Rear 2 0.53
Brake Cooling Oil Tank 366 96.6 40 – 12°F – 24°C
[248] [65.5] 45 – 23°F – 30°C
Steering/Hoist Oil Tank 248 65.5
[145] [38.3] 50 – 34°F – 36°C
Refer to Hydraulic Tank 55 – 48°F – 44°C
Service, page P2-17.
60 – 62°F – 52°C
Fuel Tank
Diesel Fuel-ASTM D975 No. 2* 1250 330 Use only anti-freeze that is compatible with engine
* Below -10°C (14°F) use No. 1 as specified by engine manufacturer.
Final Drive Case
(Differential & both planetaries) 250 66
Transmission Case: 125 33
including torque converter. [102] [26.9]
NOTE: Top number is for initial dry system fill:
includes hoses, internal valve cavities, etc.
Bottom [number], if present, is service refill.
Refer to Transmission Oil Level Check, page P2-9.

10 HOUR (DAILY) INSPECTION
Prior to each operating shift, a walk around inspec- Truck Serial Number _________________________
tion should be performed to check the truck’s general
Site Unit Number ____________________________
condition. Look for evidence of leaks, check all lights
and mirrors for clean and unbroken lenses, check Date: __________ Hour Meter _________________
operator's cab for clean and unbroken glass, check
frame, sheet metal and body for cracks. Notify the Name of Service Person ______________________
proper maintenance authority if any discrepancies
are found. Check the following: COMMENTS CHECKED INITIALS
FLUID LEVELS & OTHER CHECKS

- With Engine Stopped
For the following checks, park the truck on a level
surface, lower the dump body, and turn off the
engine.
1. Radiator - Check
coolant level (2).
Coolant level
should be
between FULL
and LOW. If cool-
ant is low, fill
through cap (1) to
FULL level with proper mixture as shown in
Cooling System Recommendation Chart.
CAUTION - Allow engine sufficient time to cool

before removing the fill cap or draining the radia-
tor. Serious burns may occur if personnel comes
in contact with hot coolant.
* - Ensure that there are no contaminants in the cool-
ing system.
* - Check for possible leaks if a significant volume of
coolant has been added.Tighten cap securely.
2. Batteries - Check electrolyte level and add dis-
tilled water if necessary. Inspect battery box
cover for looseness or damage.
3. Front Brake Oil Tank -
Check oil level (2). Add
oil if necessary.
Remove cap (1). Use
SAE 10W, Engine Oil
ONLY. After adding oil,
tighten cap securely.
4. Momentarily pull
chains (1) on mois-
ture drain valves to
drain moisture
from the tanks.
Check the brake
chambers for
leaks, damage, etc.

10 HOUR (DAILY) INSPECTION (continued)
5. Check air cleaner
service indicator COMMENTS CHECKED INITIALS
(1). If the RED area
is showing the air
filters must be
cleaned or replaced
before operating the
truck. Push the indicator reset button to return
the red area to its normal position.
6. Steering, Hoist Oil Tank - Check oil level (1) in

tank, oil should be visible in the center portion of
the sight glass. Add oil as necessary. Refer to
Lube Key C.
Refer to Hydraulic
Tank Service in
this section.
7. Rear Brake Cooling Oil Tank - Check oil level

(2) in tank, oil should be visible in the center
portion of the sight glass. Add oil as necessary.
Refer to Lube Key E.
8. Fuel Tank - Inspect the fuel gauge (2) and note
the quantity indicated.
Compare this indication against the fuel gauge

reading on the instrument panel in the opera-
tor’s cab. Fill tank (cap, 1) as required. Tighten
cap securely after filling tank.
9. Differential - Truck should be on level surface,
oil level should be even with plug hole. Add oil
as necessary. Refer to Lube Key B.
10. Check final drive housing breather. Clean or
replace breather, if obstructed. Check for leak-
age around final drive housing and oil disc
brake housings and the hoses connected to the
housings.

ENGINE
COMMENTS CHECKED INITIALS
1. Check alternator and fan belts for proper

tension, alignment, and general condition.
2. Engine Oil Level- lower right side
(Engine stopped for more than 15 minutes)
a. Remove dip-
stick (1) and
wipe clean
with a lint-free
cloth.
b. Fully insert dipstick.

c. Remove dipstick to ensure that engine oil
level is between H and L marks.
d. If oil level is below the L mark, add oil
through filler (2) as required. Refer to the
engine manual for oil recommendations.
Securely tighten filler cap when complete.
NOTE: If oil level is above the H mark, determine
cause, then take the appropriate action.
WHEELS AND TIRES

Tires
Inspect all tires for proper inflation and wear
Cuts, damage or bubbles
Debris embedded in cuts or tread
Rocks that might be lodged between dual tires
Left Front Tire Pressure
Left Rear Outside Tire Pressure
Left Rear Inside Tire Pressure
Right Rear Outside Tire Pressure
Right Rear Inside Tire Pressure
Right Front Tire Pressure

Wheels COMMENTS CHECKED INITIALS

a. Check to see that all wheel lugs/wedges are
in place and tight.
b. Inspect the rear wheels for any leakage that
may be coming from inside the wheel hous-
ing that would indicate planetary leakage.
c. Check the rear dual wheels for any rocks
that might be lodged between the tires.
d. Check that rock ejector is in good condition
and straight, so that it can not damage a tire.
After each wheel mounting operation, recheck

wheel mounting capscrew tightness after 4
hours of operation. Check again at the end of the
shift, and then periodically until all capscrews
hold at the prescribed 225 ± 25 kg.m (1628 ± 180
ft.lbs.) torque (dry threads). This is prescribed for
both front and rear wheels.
Tighten wheel nuts in the order as shown in the
following diagrams.

OPERATIONAL CHECKS
- With Engine Running COMMENTS CHECKED INITIALS
For these checks, park the truck on a level surface,
lower the dump body, and operate the engine at
approximately 1000 RPM, until air pressure, coolant
temperature, engine oil temperature, and transmis-
sion oil temperature gauges all indicate a Normal
(green) range.
NOTE: Place the transmission control in the
NEUTRAL (N) position and apply the parking brake.
While the engine is at low idle, perform the following
checks:
The engine will be running during the following

procedures. Keep away from all moving parts,
such as fans, belts, pulleys, drive shafts, etc.
1. Inspect engine and turbochargers for leaks,
vibrations, or abnormal noises.
2. Check the transmission oil level at the lower

marks (2) on transmission oil pan decal.
a. Use the upper
marks (1) when
engine is cold or
engine has been
stopped for more
than 8 hours.
b. If oil level is below

the L mark, add
oil through filler
(1) as required.
Refer to Lube Key
F.
c. Verify there are no leaks or any other abnor-

mal conditions with the transmission or the
drive shafts.

NOTES

250 HOUR SERVICE
INITIAL 250 HOUR SERVICE
Perform the following maintenance after running the Truck Serial Number ________________________
machine for the first 250 hours: Site Unit Number ____________________________
• Replace elements for the steering, hoist oil tank, Date: __________ Hour Meter _________________
and rear brake cooling oil tank.
• Change transmission case oil. Name of Service Person ______________________
• Change steering and hoist tank oil.

• Change rear brake cooling tank oil.
• Change differential case oil.
• Change final drive case oil.
• Replace fuel filter cartridges.
• Replace transmission oil filter elements.
Perform these same services at the 500/1000/2000
hour interval as scheduled. Refer to pages P2-
13, P2-14, and P2-15 for details.
EVERY 250 HOUR SERVICE

1. Lubricating - Apply adequate supply of grease
to the following fittings: EVERY 250 HOURS
• Dump body hinge pin - 2 points
• Rear suspension - 4 points
• Axle support pins - 8 points
• Hoist cylinder pin - 4 points
• Front suspension assembly - 8 points
• Steering cylinder pin - 4 points
• Steering linkage - 5 points
• Drive Shaft
• Front - 2 points
• Rear - 3 points
2. BATTERY - Check electrolyte level and add dis-
tilled water if necessary to maintain proper
level.
3. ALTERNATOR BELT - Check condition of the

24V alternator belt for evidence of belt slippage,
proper tension, or damage.
4. AIR CONDITIONER COMPRESSOR BELT -

Check for condition of belt and proper tension.
5. TRANSMISSION CASE BREATHERS -

Remove breathers, disassemble breathers,
remove filter element, clean in solvent. Allow to
air dry, reassemble and install.

250 HOURS SERVICE (continued)

6. HYDRAULIC TANK BREATHERS - Remove
breathers, disassemble breathers, remove filter
element, clean in solvent. Allow to air dry,
reassemble, and install.
7. DIFFERENTIAL CASE - Check oil level. Refer

to Lube Key B.
8. DIFFERENTIAL CASE BREATHER - Remove

breather. Wash to flush out the dirt from inside
the breather. Reinstall after cleaning.
9. FINAL DRIVE CASE - Check oil level in R.H.

and L.H. case. Refer to Lube Key B.
10. DRIVE SHAFTS - Inspect drive shafts for any

abnormalities: loose joints, worn splines or
bearings, abnormal vibrations of the shaft.
Refer to Section C, Drivelines and Adapter.
Notify the proper maintenance authority, if any
discrepancies are found. Refer to Lube Key G.
11. PARKING BRAKE - Measure brake pad for

wear and proper thickness. Refer to Section J,
Brake System, Brake Circuit Checkout And
Adjustment, for proper inspection, procedures,
and recommended tools. Refer to Lube Key D.

500 HOUR SERVICE
In addition to the 250 hour lubrication and inspection Truck Serial Number _________________________
schedule, perform the following: Site Unit Number ____________________________
Date: __________ Hour Meter _________________
Name of Service Person ______________________
1. FAN BELT - Check for alignment, condition of COMMENTS CHECKED INITIALS

belt, and proper tension.
Refer to Section C, Engine and Cooling Sys-
tem.
2. RADIATOR FINS - Inspect radiator for restric-

tions or damaged fins. Notify the proper main-
tenance authority if discrepancies are found.
3. TRANSMISSION OIL FILTER - Remove and

replace filter element. Refer to Transmission Fil-
ter, page P2-21.
4. FRONT DISC BRAKE - Measure disc pad for

wear and proper thickness. Refer to Section J,
Brake Circuit Checkout and Adjustment, for
specifications and limits.
5. ENGINE - Refer to the engine manual for oil

recommendations and capacity.
- change engine oil.
- change engine oil filter elements. (Figure 2-1)
6. FUEL FILTER - Remove and replace two fuel

filter elements (2, Figure 2-2).
7. CORROSION RESISTOR - Remove and

replace four corrosion resistor elements.
8. BY-PASS FILTERS - Remove and replace two

engine by-pass filter elements. (1, Figure 2-2)
FIGURE 2-1. LUBE OIL FILTERS

Upper Right Front of Engine FIGURE 2-2. FILTERS - Upper Left Front of Engine
1. Engine Oil By-Pass 2. Fuel Filters
Filters

1000 HOUR SERVICE
In addition to the 250 and 500 hour lubrication and Truck Serial Number _________________________
inspection schedules, perform the following: Site Unit Number ____________________________
Date: __________ Hour Meter _________________

1. LUBRICATE
• Transmission mount - 1 point - Refer to Lube
Key D.
• Parking brake linkage - 6 points - Refer to
Lube Key D.
2. TRANSMISSION CASE
Drain oil, remove, and replace element.
Remove, clean, and reinstall strainers. Refill
tank with oil approximately 28 gal (106 l). Refer
to Lubrication Chart for lubricants and type of oil
to use. Use Lube Key F.
3. STEERING, HOIST OIL TANK and REAR
BRAKE COOLING OIL TANK.
Any operating fluid, such as hydraulic oil or

brake oil, escaping under pressure can have suf-
ficient force to enter a person's body by penetrat-
ing the skin. Serious injury and possibly death
may result if proper medical treatment by a phy-
sician familiar with this injury is not received
immediately.
Remove (3) filter elements from tank. Clean all
removed parts and the inside of element case.
Install new filter elements. Refer to Hydraulic
Tank Service, page P2-17.
4. REAR BRAKE WEAR

Refer to Section J, Brake Circuit Checkout and
Adjustment, for specifications and proper
inspection procedure.
Carry out inspection when the oil temperature is

below 60°C (140°F). Hot oil may cause serious
personal injury.

Maintenance for every 250, 500, and 1000 hours Truck Serial Number ________________________
should also be carried out at this time. Site Unit Number ____________________________
Date: __________ Hour Meter _________________
1. STEERING, HOIST OIL TANK Name of Service Person ______________________
Drain oil from tank and refill tank to specified
level, capacity 162 l (43 gal.). Refer to Lube Key COMMENTS CHECKED INITIALS
C. Refer to Hydraulic Tank Service, page P2-
17.
Remove and replace the two high pressure filter
elements. Refer to High Pressure Hydraulic Fil-
ters, page P2-19.
2. REAR BRAKE COOLING OIL TANK

Drain oil from tank and refill tank to specified
level capacity 268 l (71 gal.). Refer to Lube Key
E. To reduce rear brake squeal, use only
SHELL DONAX - TD Oil or BP TRACTRAN
UTH. If these oils are not available, refer to
Lube Key C. Refer to Hydraulic Tank Service,
page P2-17.
3. FINAL DRIVE CASE

Position machine so that casting line is horizon-
tal and drain plug is at the bottom. Drain oil and
reinstall plug, remove fill plug at cast line and fill
to specified level. This operation is performed
on the right and left hand final drives. Capacity
is 64 l (17 gal.) each side. Refer to Lube Key B.
4. DIFFERENTIAL CASE
Drain oil from differential and refill to the speci-
fied level: capacity 130 l (34 gal.). Refer to Lube
Key B.
5. VIBRATION DAMPER, ENGINE

Inspect damper for cracks or separation on rub-
ber surfaces. If any discrepancies are noted,
replace with new vibration damper.
6. EMERGENCY RELAY VALVE

Disassemble emergency relay valve, clean and
inspect for damaged or worn parts. Replace all
rubber parts also any that were found damaged,
then reassemble.
7. ENGINE FRONT TRUNNION

Apply grease. Refer to Lube Key D.
8. DUMP CONTROL LINKAGE - 3 points

Apply grease. Refer to Lube Key D.

Truck Serial Number ________________________
Maintenance for every 250, 500, and 1000 hours Site Unit Number ____________________________
should also be carried out at this time. Date: __________ Hour Meter _________________

1. ENGINE DRIVELINE ADAPTER
Inspect driveline adapter splines, rubber damp-
ers for cracks or separation on rubber surfaces,
and bearings. Note any discrepancies and
repair as required.
Refer to Section C for repair procedures.
2. FRONT AND REAR DRIVESHAFTS

If the truck is equipped with driveshaft universal
joints that do not have grease fittings, inspect
both front and rear driveshafts for binding, wear,
vibration, or damage to the driveshaft assembly.
If U-joint damage or roughness is noted, both
U-joints on a given shaft should be replaced.
Refer to Section F for replacement procedures.
3. FRONT SUSPENSIONS
Drain Front suspension oil. Inspect upper flange
internal bearing. Replace worn parts. Refill sus-
pensions with clean oil and recharge with nitro-
gen. Refer to Section H for instructions and
WARNINGS when servicing suspensions.
4. FRONT WHEEL BEARINGS

Check front wheel bearing adjustment. Refer to
Section G, Front Wheel Hub Bearing Adjust-
ment.

HYDRAULIC TANK SERVICE
Filling Instructions (Hoist Oil Supply)
1. Park the truck on a level surface, lower the
dump body, and turn off the engine.
Any operating fluid, such as hydraulic or brake

oil escaping under pressure, can have sufficient
force to enter a person's body by penetrating the
skin. Serious injury and possibly death may
result if proper medical treatment by a physician
familiar with this injury is not received immedi-
ately.
2. Turn oil filler cap (3, Figure 2-3) slowly counter-
clockwise to release internal tank pressure.
3. Fill tank with recommended oil until the level is
visible in the center portion of sight glass (4).
Refer to Lube Key C.
FIGURE 2-3. HYDRAULIC TANK
Hydraulic tank refill capacity: 1. Filter Covers 7. Brake Cooling Oil Sig
. . . . . . . . . . . . . . . . . . . . . . . . . 162 Liters (42.8 gal.) 2. Bolts Glass
4. Replace fill cap. 3. Hydraulic Oil Filler Cap 8. Brake Cooling Oil Fille
4. Hydraulic Oil Level Cap
5. If hydraulic components have been removed Sight Glass 9. Breather
and lines drained, start the engine and raise the 5. Hydraulic Oil Drain
dump body several times to circulate oil and fill 6. Brake Oil Drain
all system voids.
Filling Instructions (Rear Brake Cooling Oil

Supply)
1. Park the truck on a level surface, lower the
Before raising body, ensure that the truck is in an dump body, and turn off the engine.
area where there is sufficient overhead clearance
to allow the body to be raised.
6. Lower the dump body and turn off the engine

and repeat steps 2 through 4, if necessary. Any fluid escaping under pressure can have suf-
ficient force to enter a person's body by penetrat-
ing the skin. Serious injury and possibly death
may result if proper medical treatment by a phy-
sician familiar with this injury is not received
immediately.
2. Turn oil filler cap (8, Figure 2-3) slowly counter-
clockwise to release internal tank pressure.
3. Fill tank with recommended oil until the level is
visible in the center portion of sight glass (7). To
reduce rear brake squeal, use ONLY SHELL
DONAX - TD Oil or BP TRACTRAN UTH. If
these oils are not available, refer to Lube Key C.
Rear brake oil tank refill capacity:
. . . . . . . . . . . . . . . . . . . . . . . . 268 Liters (70.8 gal.)

HYDRAULIC FILTERS
Filter Replacement
1. Lower the dump body and turn off the engine.
Any operating fluid, such as hydraulic or brake

oil escaping under pressure, can have sufficient
force to enter a person's body by penetrating the
skin. Serious injury and possibly death may
result if proper medical treatment by a physician
familiar with this injury is not received immedi-
ately.
2. Turn oil filler caps (3 and 8, Figure 2-3) slowly

counterclockwise to release internal tank pres-
sure.
FIGURE 2-4. HYDRAULIC TANK FILTERS
3. Remove bolts (2) on filter covers (1).
4. Remove filter elements (2, Figure 2-4) from 1. Hydraulic Tank 3. Bypass Valve
2. Filter Element 4. Cover
housing.
5. Thoroughly clean filter housings, covers (4) and
bypass valve (3) components.
6. Install new filter elements. Install bypass valves
and covers. Tighten bolts (2, Figure 2-3) to
required torque.
7. Check oil level to ensure that level is in the cen-
ter portion of the sight glass.
HYDRAULIC TANK BREATHER

Cleaning
1. Turn off the engine and open hydraulic tank
filler caps slowly to relieve any internal pres-
sure.
2. Clean dirt accumulation from area of breather
(9, Figure 2-3).
3. Remove the breather from the tank.
4. Remove snap ring (1, Figure 2-5), cover (2) and
filter element (3).
5. Clean breather element in solvent and allow to
dry. Clean remaining parts in solvent and allow
to dry thoroughly. Replace element if damaged
or cannot be cleaned thoroughly. FIGURE 2-5. HYDRAULIC TANK BREATHER
6. Install element, cover, and snap ring. 1. Snap Ring 3. Element
7. Install breather element on hydraulic tank. 2. Cover

HIGH PRESSURE HYDRAULIC FILTERS
Filter Assembly Removal
1. Lower the dump body and turn off the engine.
Clean dirt accumulation from the high pressure
hydraulic filters and tube connections in front of
the hydraulic tank.
Hydraulic oil escaping under pressure can have

sufficient force to enter a person's body by pene-
trating the skin and cause serious injury and pos-
sibly death if proper medical treatment by a
physician familiar with this injury is not received
immediately.
2. Turn the oil filler caps (3 and 8, Figure 2-3)
slowly counter-clockwise to release internal
tank pressure.
3. Place a receptacle under the filters to receive
hydraulic oil which will drain from filters when
disconnected.
4. Remove capscrews (1, 4, and 8, Figure 2-6), FIGURE 2-6. HIGH PRESSURE FILTERS & PIPING
washers (2, 5, and 9), and split flanges (10) 1. Capscrew 8. Capscrew
securing filters (7). 2. Washer 9. Washer
Move hydraulic tubes away from filter housings. 3. O-Ring 10. Split Flange
4. Capscrew 11. Bracket (on hyd. tank)
5. Remove nuts (13) and washers (12) holding U- 5. Washer 12. Washer
bolts (6) to bracket (11). Remove filter assem- 6. U-Bolt 13. Nut
blies (7). Discard O-rings (3). 7. Filter Assembly
Plug or cover all open hydraulic connections to
prevent entry of contaminants and move filter
assemblies to a clean service area.
4. Carefully align all components and connections
to prevent any binding or kinking. Then begin
Filter Assembly Installation tightening all capscrews and nuts sequentially
to final required torque.
1. Remove plugs and/or covers from connections.
Install new O-rings (3, Figure 2-6) in all loca-
tions. Install filter assemblies (7) to outlets and
install capscrews (1 and 4), washers (2 and 5).
Do not tighten capscrews to final torque at this
time. Tighten all connections before starting engine
2. Move hydraulic tubes to filter housings inlets and applying hydraulic pressure.
and reconnect with capscrews (8), washers (9),
and split flanges (10). Do not tighten capscrews
to final torque at this time. 5. Start engine and check for leaks before releas-
ing the truck for service. Check the hydraulic
3. Install U-bolts (6) holding filter assemblies (7) to
tank oil level to ensure that oil is visible in the
bracket (11). Install washers (12) and nuts (13).
center portion of sight glass (4, Figure 2-3).
Do not tighten nuts to final torque at this time.

Filter Element Replacement
1. Place filter assembly (Figure 2-7) on work 3. Install new element (2) into filter housing (1)
bench. Hold housing (1) and loosen inlet hous- using new O-ring (3) and backup ring (4).
ing (5) counter-clockwise using a spanner tool 4. Install inlet housing (5) to filter housing (1) and
at both ends. tighten to 10 - 12 kg.m (73 - 87 ft. lbs.) torque.
Remove inlet and then remove filter element (2) 5. Refer to Filter Assembly Installation and install
from housing. Discard O-ring (3) and backup on truck.
ring (4). NOTE: Filter elements should be replaced every
2. Thoroughly clean filter housing and inlet hous- 2000 hours and after any debris-producing
ing. Use clean hydraulic oil to lightly lubricate component failure within the hydraulic system. More
the sealing surfaces. frequent replacement may be required in abnormally
dusty/dirty environments.
FIGURE 2-7. FILTER ASSEMBLY
1. Filter Housing 6. Spanner Hole

2. Filter Element 7. Spanner Hole
3. O-Ring
4. Backup Ring
5. Filter Housing Inlet

TRANSMISSION FILTER
The transmission filter element should be replaced

every 500 hours of operation as a maximum. This
interval may be reduced depending upon operating
conditions or if the warning light indicates a filter
restriction.
This filter assembly is equipped with a pressure
switch to indicate a high differential pressure (restric-
tion). The switch will close at 2.5 kg/cm2 (35 psi) by-
pass pressure. Actual bypass of the hydraulic filter
does not occur until 3.5 kg/cm2 (50 psi) differential
pressure.
Service
1. Remove drain plug (7, Figure 2-8) and drain the
oil from the filter housing. Tighten plug after all
oil is drained.
2. Unscrew filter bowl (4) from head assembly (1).
3. Remove the element. Thoroughly clean and
allow all parts to dry.
4. Coat new seal (9) with clean engine oil and
install.
5. Install new element (5) and install filter bowl (4)
into head assembly (1).
6. Start the engine and let it idle for five minutes.
Stop engine and check for leaks. Check trans-
mission for proper oil level and adjust if neces-
sary.
FIGURE 2-8. TRANSMISSION FILTER

1. Head Assembly 6. Pressure Switch
2. Core Kit 7. Drain Plug
3. Bypass Valve 8. O-Ring
4. Filter Bowl 9. Seal
5. Filter Element

PERIODIC REPLACEMENT OF COMPONENT PARTS FOR SAFETY DEVICES
To ensure safe operation the user must perform all The following parts are recommended for repair or
periodic maintenance at the recommended intervals. replacement every 4000 hours or every two years,
Additionally, special care should be paid to the peri- whichever comes first:
odic replacement of parts which affect safe opera-
1. Fuel Pump Screen Filter - Check and clean or
tion.
replace screen filter.
Fabrication of safety devices and other component 2. Periodic Replacement Safety Parts Kit - Use
parts have been designed to high standards. How- the periodic replacement safety parts service kit
ever, all parts are subject to wear and gradual fatigue when replacing the parts.
while in use. Therefore, it is difficult to accurately
3. High pressure hoses in the steering circuit (to/
determine the process of change in quality, wear, or
from pump, demand valve, steering valve,
fatigue. Judgments must be made whether or not
steering cylinder)*
some parts should be replaced even if they do not
show any faulty symptom at the time. 4. High pressure hoses in the hoist circuit (to/from
pump, demand valve, hoist valve, hoist cylin-
Any part that is found to have an abnormality should der)*
be repaired or replaced regardless of the time in ser-
5. Outlet hose of retarder cooling oil pump*
vice.
6. Outlet hose of steering oil pump*
NOTE: This recommendation for the replacement of
7. Outlet hose of transmission oil pump*
parts is to ensure safe operation. The warranty
guarantee to be free from manufacturing defects 8. Steering valve hose*
does not apply to the replacement of functioning 9. Hose of fuel filter*
parts for precautionary reasons. 10. Fuel hose*
*The replacement of these parts may be considered
The following parts should be considered for repair or for Fire Prevention measures.
replacement every 2000 hours, or every one year,
whichever comes first:
1. Brake valve parts
2. Parking brake valve parts
3. Relay valve parts Other areas of the truck also require inspection and
4. Air governor parts may require periodic replacement of parts due to
conditions. Rubber or plastic parts which are sub-
5. Retarder control valve parts jected to extreme heat or constant sunlight will deteri-
6. Emergency relay valve parts orate more rapidly than parts in less severe service.
7. Emergency brake valve parts
Periodically check the following:
8. Quick release parts
9. Parking brake chamber parts 1. Air inlet piping elbows close to turbochargers
and exhaust manifolds
10. Brake chamber parts (front and rear)
2. Air cleaner plastic bonnets
11. Engine Valve Clearance - Refer to the engine 3. Door seals
manual for the proper inspection, procedures,
4. Windshield wiper blades
and tools.
5. Windshield washer bottle
12. Brake Discs - Refer to Section J, Brake System,
Brake Circuit Checkout And Adjustment, for 6. Plastic covers and caps
proper inspection, procedures, and tools. 7. Water piping elbows and hoses
8. Body cushion pads
9. Plastic tubing for air lines

SECTION Q
ALPHABETICAL INDEX
A C
Cab . . . . . . . . . . . . . . . . . . . . . . N2-1
Accelerator Pedal . . . . . . . . . . . . . . D3-10 Center Case Assembly (Rear Axle) . . . . . . G5-1
AISS Operation . . . . . . . . . . . . . . . D3-11 Charging Procedure
Air Cleaner . . . . . . . . . . . . . . . . . . . C5-1 Suspension . . . . . . . . . . . . . . . . . H4-2
Air Cleaner Indicator . . . . . . . . . . . . . . N3-3 Compressor, Air . . . . . . . . . . . . . . . . . K3-1
Air Compressor . . . . . . . . . . . . . . . . K3-1 Converter, Pressure . . . . . . . . . . . . . . J3-4
Air Conditionioning System . . . . . . . . . . M9-1 Cooling System . . . . . . . . . . . . . . . . C3-1
Component Service . . . . . . . . . . . . . M9-7 Crossover Valve
Air Dryer . . . . . . . . . . . . . . . . . . . . K2-2 Description . . . . . . . . . . . . . . . . . . L4-3
Air Filtration System . . . . . . . . . . . . . . C5-1 Cylinders
General Service Information . . . . . . . . . C5-1 Hoist . . . . . . . . . . . . . . . . . . . . . . L8-4
Air Governor . . . . . . . . . . . . . . . . . . K3-1 Steering
Adjustment . . . . . . . . . . . . . . . . . . K3-2 Removal . . . . . . . . . . . . . . . . . . G3-5
Air Intake Troubleshooting . . . . . . . . . . . C5-4 Disassembly . . . . . . . . . . . . . . . . . L6-1
Air System . . . . . . . . . . . . . . . . . . . K2-1 A-Frame . . . . . . . . . . . . . . . . . . G3-4
Air Governor . . . . . . . . . . . . . . . . . K3-1
Main Air Tank . . . . . . . . . . . . . . . . . K2-1 D
Safety Valve . . . . . . . . . . . . . . . . . K2-1 Decals (Warnings & Cautions) . . . . . . . . . A4-1
Electronic Transmission Control . . . . . . . . D5-1 Decks . . . . . . . . . . . . . . . . . . . . . .B2-1
Alternator, 24VDC . . . . . . . . . . . . . . . D2-3 Demand Valve . . . . . . . . . . . . . . . . . L4-4
Antifreeze Recommendations . . . . . . . . . P2-1 Removal . . . . . . . . . . . . . . . . . . . L6-7
Installation . . . . . . . . . . . . . . . . . . L6-7
Differential Carrier . . . . . . . . . . . . . . G5-5
B Drivelines . . . . . . . . . . . . . . . . . . . . F5-1
Batteries . . . . . . . . . . . . . . . . . . . . D2-1 Dryer, Air . . . . . . . . . . . . . . . . . . . . K2-2
Maintenance and Service . . . . . . . . . . D2-1 Dump Body . . . . . . . . . . . . . . . . . . . B3-1
Troubleshooting . . . . . . . . . . . . . . . D2-2
Battery Charging System . . . . . . . . . . . D2-3
Operation . . . . . . . . . . . . . . . . . . . D2-3
Belt, Fan . . . . . . . . . . . . . . . . . . . . C3-5
Body, Dump . . . . . . . . . . . . . . . . . . B3-1
Body Guide . . . . . . . . . . . . . . . . . . . B3-4
Body Pad . . . . . . . . . . . . . . . . . . . . B3-3
Brake Circuit . . . . . . . . . . . . . . . . . . J2-1
Brake Cooling Valve . . . . . . . . . . . . . J2-15
Bleeding Procedure
Front . . . . . . . . . . . . . . . . . . . . J4-3
Rear . . . . . . . . . . . . . . . . . . . . J4-3
Brake, Parking . . . . . . . . . . . . . . . . . J7-1
Brake Treadle Valve Operation . . . . . . . J2-18
Brake Treadle Valve Repair . . . . . . . . . . J3-1
Q01025 Alphabetical Index Q1-1

H
E Heater . . . . . . . . . . . . . . . . . . . . . N4-3
Electrical System Schematic . . . . . . . . . . R1-1 Blower & Core . . . . . . . . . . . . . . . . N4-4
Electronic Accelerator Pedal . . . . . . . . . D3-10 Hoist Circuit . . . . . . . . . . . . . . . . . . L7-1
Engine . . . . . . . . . . . . . . . . . . . . .C4-1 Hoist Cylinders . . . . . . . . . . . . . . . . L8-4
Engine Specifications . . . . . . . . . . . . . . A2-3 Hoist Circuit Relief Valve . . . . . . . . . . . L7-1
Emergency Steering System . . . . . . . . . L4-12 Hoist Valve . . . . . . . . . . . . . . . . . . L8-1
Hood . . . . . . . . . . . . . . . . . . . . . . B2-1
F Hub, Wheel . . . . . . . . . . . . . . . . . . G3-1
Fan . . . . . . . . . . . . . . . . . . . . . . .C3-4 Suspensions
Belt . . . . . . . . . . . . . . . . . . . . . .C3-5 Front . . . . . . . . . . . . . . . . . . . . . H2-1
Filters Rear . . . . . . . . . . . . . . . . . . . . . H3-1
Engine Air Cleaner . . . . . . . . . . . . . . C5-1 Oil and Nitrogen Specifications . . . . . . . H4-1
Hydraulic . . . . . . . . . . . . . . . . . . . L3-3 Hydraulic,
Transmission . . . . . . . . . . . . . . . . F2-34 Filters . . . . . . . . . . . . . . . . . . . . L3-3
Final Drive Attachment . . . . . . . . . . . . G4-1 Pump . . . . . . . . . . . . . . . . . . . . . L3-1
Removal . . . . . . . . . . . . . . . . . G6-2 Schematic . . . . . . . . . . . . . . . . . . R1-1
Installation . . . . . . . . . . . . . . . . . G6-3 Tank . . . . . . . . . . . . . . . . . . . . . L3-2
Repair . . . . . . . . . . . . . . . . . . . G6-3
Front Suspension . . . . . . . . . . . . . . . . H2-1 I
Front Wheel Brakes . . . . . . . . . . . . . . . J5-1 Instrument Panel & Controls . . . . . . . . . . N5-1
Front Wheel Brake Cut Out . . . . . . . . . . J2-14
Front Wheel Hub and Spindle . . . . . . . . G3-1 L
Front Tires & Rims . . . . . . . . . . . . . . G2-2
Lubrication and Service . . . . . . . . . . . . P2-1
Fuel Tank . . . . . . . . . . . . . . . . . . . . B4-1
Lubrication Chart . . . . . . . . . . . . . . . P2-2
G M
General Safety Rules . . . . . . . . . . . . . . A3-1
Main Air Schematic . . . . . . . . . . . . . . R1-1
Governor, Air . . . . . . . . . . . . . . . . . . K2-1
Metric Conversion . . . . . . . . . . . . . . . A5-1
Grille . . . . . . . . . . . . . . . . . . . . . . B2-1
Q1-2 Alphabetical Index Q01025

N S
Nitrogen Specifications . . . . . . . . . . . . . H4-1 Safety Rules . . . . . . . . . . . . . . . . . . A3-1
Safety Valve (Air) . . . . . . . . . . . . . . . . K2-1
O Seat . . . . . . . . . . . . . . . . . . . . . . N4-1
Oil Cooler, Transmission . . . . . . . . . . . . F3-1 Service Capacities . . . . . . . . . . . . . . . P2-1
Oil Specification (Suspension) . . . . . . . . . H4-1 Special Tools . . . . . . . . . . . . . . . . . M8-1
Oil Strainer, Transmission . . . . . . . . . . . F3-1 Specifications
Oiling and Charging Procedure . . . . . . . . H4-1 Oil, Suspension . . . . . . . . . . . . . . . H4-1
Operating Instructions . . . . . . . . . . . . A3-17 Nitrogen . . . . . . . . . . . . . . . . . . . H4-1
Operator Controls . . . . . . . . . . . . . . . N5-1 Lubrication Chart . . . . . . . . . . . . . . . P2-2
Optional Equipment . . . . . . . . . . . . . . M-1 Truck . . . . . . . . . . . . . . . . . . . . . A2-3
Spindle, Front Wheel Hub . . . . . . . . . . G3-1
Steering
Column . . . . . . . . . . . . . . . . . . . N5-11
P Circuit Test Procedure . . . . . . . . . . . L10-4
Diagonial Panhard Rod . . . . . . . . . . . . G4-2 Control Valve . . . . . . . . . . . . . . . . . L5-1
Parking Brake . . . . . . . . . . . . . . . . . J7-1 Cylinders . . . . . . . . . . . . . . . . . . . L6-2
Payload Meter . . . . . . . . . . . . . . . . M20-1 Troubleshooting . . . . . . . . . . . . . . L10-10
Pedal Suspension
Accelerator . . . . . . . . . . . . . . . . . D3-10 Front . . . . . . . . . . . . . . . . . . . . . H2-1
Brak . . . . . . . . . . . . . . . . . . . . . N5-2 Rear . . . . . . . . . . . . . . . . . . . . . H3-1
Throttle . . . . . . . . . . . . . . . . . . . . N5-2
Retarder . . . . . . . . . . . . . . . . . . . N5-2
Planetaries . . . . . . . . . . . . . . . . . . . G6-1 T
Plates, Warning and Caution . . . . . . . . . . A4-1 Tank
Pressure Converter . . . . . . . . . . . . . . J3-4 Air . . . . . . . . . . . . . . . . . . . . . . .K2-1
Pump, Hydraulic . . . . . . . . . . . . . . . . L3-1 Fuel . . . . . . . . . . . . . . . . . . . . . .B4-1
Hydraulic . . . . . . . . . . . . . . . . . . . L3-2
R Throttle Control
Radiator . . . . . . . . . . . . . . . . . . . . C3-1 Pedal . . . . . . . . . . . . . . . . . . . . D3-10
Range Selector Console . . . . . . . . . . . . N5-3 Throttle Position Sensor . . . . . . . . . . . D3-10
Rear Suspension . . . . . . . . . . . . . . . . H3-1 Tie Rod . . . . . . . . . . . . . . . . . . . . G3-5
Rear Tire and Rim . . . . . . . . . . . . . . . G2-3 Tires
Rims . . . . . . . . . . . . . . . . . . . . . . G2-4 Front . . . . . . . . . . . . . . . . . . . . . G2-2
Rock Ejector . . . . . . . . . . . . . . . . . . B3-4 Rear . . . . . . . . . . . . . . . . . . . . . G2-3
Rod, Tie . . . . . . . . . . . . . . . . . . . . G3-5 Tools, Special . . . . . . . . . . . . . . . . . M8-1
Q01025 Alphabetical Index Q1-3

Torque Table (Standard) . . . . . . . . . . . . A5-2 Heater Control . . . . . . . . . . . . . . . . N4-3
Torque Converter . . . . . . . . . . . . . . . . F2-2 Hoist . . . . . . . . . . . . . . . . . . . . . L7-1
Towing . . . . . . . . . . . . . . . . . . . . A3-28 Hoist Circuit Relief . . . . . . . . . . . . . . L10-4
Transmission . . . . . . . . . . . . . . . . . F2-15 Parking Brake . . . . . . . . . . . . . . . . J7-1
Transmission Filters . . . . . . . . . . . . . F2-34 Safety (Air) . . . . . . . . . . . . . . . . . . K2-1
Troubleshooting Service Brake Treadle . . . . . . . . . . . . J3-1
Air Intake . . . . . . . . . . . . . . . . . . . C5-4 Steering Control (Hydraulic) . . . . . . . . . L5-1
Battery . . . . . . . . . . . . . . . . . . . . D2-1 Wiper Control . . . . . . . . . . . . . . . . N3-1
Electrical System . . . . . . . . . . . . . . . D4-1
Monitor Panel . . . . . . . . . . . . . . . . . D6-1 W
Steering Circuit . . . . . . . . . . . . . . L10-10
Warnings and Cautions . . . . . . . . . . . . A4-1
Steering Control Valve . . . . . . . . . . . . L4-2
Weights (Truck) . . . . . . . . . . . . . . . . A2-4
Transmission . . . . . . . . . . . . . . . . . D5-1
Wheel Cylinder, Brake
Front . . . . . . . . . . . . . . . . . . . . . J5-2
V Rear . . . . . . . . . . . . . . . . . . . . . J6-1
Valves Wheel Hub and Spindle . . . . . . . . . . . . G3-1
Automatic Emergency Relay . . . . . . . . J2-13 Wheels and Tires
Brake Cooling Valve . . . . . . . . . . . . J2-15 Front . . . . . . . . . . . . . . . . . . . . . G2-2
Crossover . . . . . . . . . . . . . . . . . . . L4-3 Rear . . . . . . . . . . . . . . . . . . . . . G2-3
Demand . . . . . . . . . . . . . . . . . . . L4-2 Windshield Washer . . . . . . . . . . . . . . N3-2
Emergency Brake . . . . . . . . . . . . . . J2-16 Windshield Wiper . . . . . . . . . . . . . . . N3-1
Emergency Relay (RE6) . . . . . . . . . . . J2-2
Q1-4 Alphabetical Index Q01025

SECTION R
SYSTEM SCHEMATICS
INDEX
AIR SYSTEM PIPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HA204
AIR SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HA203
HYDRAULIC SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HH339
HYDRAULIC SYSTEM PIPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HH340
TRANSMISSION CROSS SECTION VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . KT-T01
ELECTRICAL WIRING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HE462
R01031 02/ Schematics R1-1

NOTES
R1-2 Schematics R01031 02/

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DG744

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SERIAL NUMBERS A10212 - A10223

Replacement parts manufactured and supplied by unauthorized sources may not be

A00019 Introduction A-1

“DANGER” identifies a specific potential hazard

“WARNING” identifies a specific potential hazard

“CAUTION” is used for general reminders

A-2 Introduction A00019

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . D

TRANSMISSION AND TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . F

DRIVE AXLE, SPINDLES AND WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . G

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

A00019 Introduction A-3

A-4 Introduction A00019

MAJOR COMPONENTS AND SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-1

GENERAL SAFETY AND OPERATING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

STANDARD CHARTS AND TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

STANDARD VALUE TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A6-1

A01004 05/04 Index A1-1

A1-2 Index 05/04 A01004

ENGINE POWER STEERING

A02039 Major Components and Specifications A2-1

A2-2 Major Components and Specifications A02039

A02039 Major Components and Specifications A2-3

TIRES EMPTY . . . . . . . . Kilograms . . . Pounds

OVERALL TRUCK DIMENSIONS

OVERALL TRUCK DIMENSIONS

A2-4 Major Components and Specifications A02039

Read and follow all safety precautions. Failure to do so may result

CLOTHING AND PERSONAL PROTECTIVE ITEMS

A03011 4/98 General Safety and Operating Instructions A3-1

MOUNTING AND DISMOUNTING

FIRE PREVENTION FOR FUEL AND OIL

A3-2 General Safety and Operating Instructions A03011 4/98

ASBESTOS DUST HAZARD PREVENTION

PREVENTION OF INJURY BY WORK EQUIPMENT

FIRE EXTINGUISHER AND FIRST AID KIT

• Provide a first aid kit at the storage point.

A03011 4/98 General Safety and Operating Instructions A3-3

PRECAUTIONS FOR ATTACHMENTS

A3-4 General Safety and Operating Instructions A03011 4/98

BEFORE STARTING ENGINE

VENTILATION FOR ENCLOSED AREAS

A03011 4/98 General Safety and Operating Instructions A3-5

A3-6 General Safety and Operating Instructions A03011 4/98

WHEN STARTING ENGINE

CHECK WHEN TRAVELING IN REVERSE

A03011 4/98 General Safety and Operating Instructions A3-7

OPERATE CAREFULLY ON SNOW

AVOID DAMAGE TO DUMP BODY

DO NOT GO CLOSE TO HIGH-VOLTAGE CABLES

Voltage Min. Safety Distance

• The following actions are effective in preventing accidents:

A3-8 General Safety and Operating Instructions A03011 4/98

WORKING ON LOOSE GROUND

PARKING THE MACHINE

A03011 4/98 General Safety and Operating Instructions A3-9

BATTERY HAZARD PREVENTION

STARTING WITH BOOSTER CABLES

A3-10 General Safety and Operating Instructions A03011 4/98

WHEN TOWING, FIX WIRE TO HOOK